MBDiagMan

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.

Come on down!

Yep! On my C the flap control was unlike the thumb control on the F. It was a push button pull knob like a small mixture control and guess what?...... it was directly below the mixture control! The first short trip I took in it, I dumped flaps when rolling out and the engine quit. I was rolling out, so it didn’t hurt anything except it was one of my rare appearances at a towered airport so it was quite embarrassing.

Correct! It is primarily a water displaced, not a lubricant.

Anyone know what “WD” in WD-40 stands for?

I opened this thread with complete confidence that it would generate great information and advice. Thanks very much to everyone. Paul are you attending the MooneyMAX in October? If so, maybe we will get a chance to fly then.

Yep, the F takes more nose up trim than the C for any situation.

Thanks :Marauder! Makes sense. Pull it back enough to keep it off the ground without getting airborne again I suppose.

I landed my C as if it were my Cessna 140. No flaps, tail low, the mains would hit and then the nose wheel would flop down and stay down. Now with the F I am trying to fly it more like one should fly a complex aircraft. I use full flaps, still tail a little low, and have it trimmed for about 80 when the power is chopped. It sets onto the mains nicely, but the nose wants to bounce. If the bounce is not bad, I simply push it forward and hold the nose down. Kind of the opposite of pulling it back in the Cessna 140 to hold the tail down. I can’t seem to find that sweet trim spot that brings it in mains first,but le s the nose wheel glue to the runway. I just don’t remember the C ever wanting to bounce the nose wheel.

Also check with Jerry who goes by “acpartswarehouse” on this forum.

Thanks for posting! This will be a great topic to bring up at the MAXMaintenance seminar next month. Glad you’re okay jma!

Maybe you can make it another time. My hangar backs up to the museum, so if you come let me know and I will see that you get the grand tour!

But....., you fly a Mooney! Just gas it up and,..... Do you have an autopilot?.... Your Mooney has been in Texas before you know.:) Seriously though, wish you could be here.

The 345 would fine in the current transponder location. The Lynx would be better in the center stack. Moving the KX would make room although you might want rearrange the stack. My $0.02,

Yeah, Al and Art had pretty well perfected wood wing design and construction by Al’s 20th design.

I too am smitten with my rag wing 140. you may very well be right for such a project Robert.

When I bought the 345, the Lynx cost $1,000 more. They are on sale now for virtually the same price. I wish I hadn’t been such a CB and would have gotten the Lynx.

Hey! I am quite skilled at spending other people’s money.:)

IMHO, this panel deserves a GTX345 or a Lynx9000. My $0.02,

That sawed off wing is tough to look at. I realize that they probably did that in order to transport it. If so I hope it was an absolute last resort. Very sad.

I think the question is “how much will you pay me to haul it off?” If it has a wood tail, you need to plan on converting the tail.