MBDiagMan

This is weird, but I am going to hijack my own thread. I no longer have the C that prompted me to ask the question in my OP. I now have an F with a JPI. From one of Hanks posts, I get the idea that there may be a red line on the tach somewhere below 2700. IIRC the C was redlined below 1800. So, what low RPM redline would have been on the original tach in my F?

Yes, I doubt that the regulator could survive full fielding, but my effort was to point the troubleshooting process toward the field circuitry.

Sounds like there is a short circuit somewhere in the field circuit causing it to full field. This is something commonly done to test an alternator and it causes max current in the field circuit, which of course, would trip the breaker. The short, of course, could be the regulator malfunctioning.

Yeah. Aviation is expensive enough without paying out of season hunting fines.

Well, the latest step in my journey through Mooney ownership is my C officially sold today and flew away to her new home. The new owner bought her as his first plane and he is a great addition to the Mooney community. It is the first plane he has ever owned, but his other plane is an Airbus 380. It was very difficult watching her fly away. She was supposed to be my forever plane and I had gotten very comfortable with her. On the other side of this though, I have gotten more settled in with my great new (to me) F. I am comfortable enough now that I am just trying to fit a trip or wo into our schedule.

Might be a developed habit from flying a Cessna 120, 140 or 150. It is not uncommon to see this on preflight to check for a stuck valve or problem hydraulic unit.

James I am having trouble getting a PM to you for some reason, so I will post it here. Bob Cabe is someone who definitely could do what you are looking for. I thought I had his number, but I can’t find it. You can find his information in the MAPA directory or by contacting All American Aircraft in Spring Branch. What you are looking for is what he does on a regular basis, specifically with Mooney’s. Hope this helps.

I know one in San Antonio that can ferry the plane to you and give you transition training. He is a great guy with a zillion Mooney hours. PM me if you want his contact info.

Although I never hanagered there, I often operated my slightly over engined Cessna 140 in and out of a 2,200’ grass strip quite a bit about five years ago. There was brush and short fence on both ends and I never had an exciting issue with it. I was comfortable with that little plane(still am.). I was comfortable enough with my C that I probably could have done it, but I am not yet comfortable with my F that has all the J modifications. Actually I could probably feel more comfortable getting it out than getting it in. I only have about ten hours in it and I still have to come in and bleed off speed over the runway. I almost always turn off at midfield(3,000’,) but I would have to have some more quality time before trying to put it into 2,300’ even though the grass would probably shorten the roll out.

I will ask this question at MooneyMax.

Paul, are you saying that J or K yokes will fit on F shafts?

Mine was painted and the thickness of the paint is enough to make it work unreliably. I am considering removing and stripping it, and rechroming if necessary.

Great question! I never even thought about it.

I hated to give up the wrapped 201 yokes in my C.

Could be an injector causing a lean cylinder.

I made a stick for my C from a paint stirrer and 100LL evaporated plenty fast enough before I made it to the second tank. I don’t remember if I fueled the tank a few gallons at a time or got dimensions on this forum. I too would like to have dimensions for 32 gallon tanks.

I am confused. In the original post it was stated that the compressor was cycling. The compressor can’t cycle without power. Also, how can you know the pressures are okay if the clutch has no current draw?

I also have a JPI and the sensors and it is wonderful knowing with pretty good precision how many gallons and how many hours and minutes of fuel are on board. I am not one to run fuel very low, but confidently knowing how much fuel is on board is great peace of mind.

There are people that can hit a baseball, and then there are those that can hit it when the game is on the line.

I am SO grateful for all the comments and discussion in this thread! I got caught up on things and this morning had what is supposed to be the last decent aviation weather for a few days. I scrubbed off some good landings, some being even better than good. I might make a Pilot after all. Not only did I get in some good landings, but I think that studying and thinking managed to prevent the development of bad habits. Thanks to all!

Yes, I did a go around and had to push forward and dump flaps. It was good that it pulled out in that configuration with no power problem.

Just out of annual. Oil and filter are fresh.

Half flaps? I am itching to land with NO flaps, but I have an untold number of experienced pilots telling me I need to learn to land with full flaps.

Just to be clear, the apparent stuck valve was in my Cessna 140 with a Continental O200, not the Lycoming powered Mooney. The plane has been flawless for me for almost ten years. I hang onto it because it’s like an old friend. It is not a run of the mill 140. It was done as a restomod by someone who knowingly poured an enormous amount of money into that they knew full well they would never get out. It has a custom panel with six pack and center stack, an alternator, vacuum pump, zinc chromated framework and is just a great airplane. It doesn’t cost much to annual, to insure or to hangar in my oversized hangar so I have hung onto it. It will be interesting to watch myself and see if this episode causes me to lose my zeal for her.

Thanks for all the great information and ideas. Since I started this thread Thursday, I have not only gotten great information for the thread, but I have been able to put it to good use. I went out Friday morning and saw improvement, then there pretty decent ones Saturday morning before getting in the 140for the first flight after annual. Long story, but it ran up fine and got in the air fine then with probably about a thousand feet of runway left under me, it began a dead miss on one cylinder. It would climb about a hundred to a hundred fifty feet a minute. I tear dropped and put it back down safely and at that point I was pretty well ready to walk away from flying for the rest of the day. I ran it up and it was fine, so I think it is a sticky valve. Then..... this morning we had beautiful weather and I went out to do pattern work in the Mooney. I greased off probably the best landing I have done in it, thanks to all you mooneyspacers help. Went around for another. My approach wasn’t perfect, but acceptable. I put it down ever so slightly hard, like maybe a 6 inch drop in. It was rolling out nicely with it pulled back to lighten the nose, slowed down and then began vibrating like crazy. I pulled it back to lighten the nosewheel more and the vibration went away for a second or two then the nose wheel settled back down and it vibrated to a stop. I had a flat nose tire. My guilty conscience made me wonder if the slightly hard landing had anything to do with it, but we got it off the runway and in my hangar. Pulled the tire and it was punctured. Made me feel better knowing it wasn’t caused by a had landing. I have a meeting this afternoon and non aviation things to deal with for a few days. The tire should be in tomorrow. If I get weather Thursday, I will try to fly again, hopefully with power and inflated tires.