MBDiagMan

Yes, it is heavy in the flare.

Thanks for the advice, but the control is stiff and binding even when the plane is on the ground, engine off.

When I had my C, the controls in it were extremely easy in all axis. While I still had it, I flew a friends F and when it was time to rotate I had to just tug hard on the yoke to get it off the runway. It was quite a surprise. I have flown a DC3 and it wasn’t as heavy on the pitch control? Not long after I flew my friends F, I injured my shoulder and had to move to an Electric Gear plane. I ended up with an electric gear F with all the J aerodynamic improvements and wonderfully equipped. It took a while to debug it, but it’s now a wonderful airplane. Ever since I took delivery of it, the stiff elevator control has been something to deal with. Since my friends F was the same way, I have accepted that this must just be the nature of the beast. Today, a good friend of mine who is a high time, lifelong professional pilot went with me to help with my landings. He gave me some invaluable help and has me on the right track toward a better landing method. In the course of this he commented about the heavy elevator. To be clear, it takes pulling REAL hard to get it off the runway and I think it hinders control when trying to use finesse in the flair. It’s as if there is something that needs to be lubed or is binding. This isn’t normal is it? Thanks in advance for whatever help you might can share.

No, apparently no one has ever been successful in pinning them down to a definite date. It is always a relative term like “next month,” or “first quarter” with no year specified.

Wow! Since it’s that close to being ready, as soon as I get to the hangar tomorrow morning, I will start pulling panels for installation access. It is now three years and three months since the the Trutrak representative sat across the table at a trade show, looked me straight in the eye and told me that “Mooney certification will be next month.” P.S: Did you notice that they specified a quarter, but not in which year?

Mine is a twist wing. I will try to get a picture that shows it.

I suspect it to be true. My F has all J mods, but, of course, still has an F wing. It is close, but not quite as fast as a J.

Try bennettavionics.com

It would be a good thing to add your year model to your profile. It will save people the bother of looking it up to find out. My first Mooney was a 1963 C model and it too had no PC. I fully expect that no PC was factory installed in your 1962 aircraft. There is a Cessna autopilot that connects to the control column that could be inexpensively added to an early C model. Mr. Presley in Tennessee who handles lots of salvage gear told me about it and then I hurt my shoulder forcing me to get a plane with electric gear so I never pursued it.

As I understand, the J also has a 200HP Lycoming, so the difference would be somewhere between minimal and non existent. Additionally, if you are talking about an unmodified E, the J would be faster due to the aerodynamic differences which are significant.

Here’s the thread. My problem was incorrect cable connection under the engine. Hope this helps.

Yes, there is a good thread with pictures. I took and posted most of those pictures. If you search under my moniker in a date range of late 2018 I think you will find it. I finally figured out what was wrong that was keeping my from getting it right, but I can’t remember the solution. I’m pretty sure I posted the solution on that thread. As far as the MP setting, I think mine goes off at about 12.5” as seen on the JPI. Hope this helps.

Cylinders are the least of the worries. Cam and lifters will be the killer.

What part of it will be dalvagable?

What will you spend $60k on? Well, it’s almost guaranteed that the engine will have to be split. If not immediately, very soon after it’s run. That will be half or more of that $60K. I have been down the road of buying an IO360 that has sat for an extended period of time and that was in a dryer climate. there is almost certainly corrosion in many forms that will cost an untold number of AMU’s. Don’t walk away! Run!

In the hot saltwater air for an extended period of time? I wouldn’t touch it with a ten foot pole.

Yes, going into an engine is exploratory surgery. You can’t know until you open it up. In the case of the OP though, it is highly likely that cylinder removal and careful inspection prior to seeing to the cylinders will produce the desired results.

Thanks Hank! I had read that, but I guess it’s just against my nature to force something like that. It is a good solution for using the PTT while in the pattern.

After reading this thread I tried a trip around the pattern by just overpowering the PC. It worked fine, but even though the manual says this is okay, it makes me wonder what I might be overstraining doing this.

I did four more landings a few days ago in smooth air, light wind. Never heard the stall warning until close to the ground when you would expect to hear it.

This is my push button switch. It does not pull out to disable. It only disables when I press it. When I pull on it, it feels as if it is welded in place.

The gear horn is what I thought I was hearing at first, but gear went down on downwind. It does sound the same or similar to the gear horn. It was about a 7 knot crosswind and a little bumpy, but I don’t think wind was a factor. Thanks for the replies. Please keep them coming.

I’ve been trying to get proficient with the Mooney again after being out of it for a while due to an engine rebuild and flying my other plane a lot. Having trouble with my landings so I’ve been doing some pattern work. I have had the stall warning go off on final while seeing 80 MPH of air speed. It was IFR certified only a few months ago and the air speed readings seem reasonable. Can the leaf type stall warning sensor on my ‘67 F model indicate stall at the wrong air speed?

As long as it is not making metal and it is holding good oil pressure, overhaul or replace cylinders as needed. Cylinders are just no big deal compared to splitting the case. Consider cylinders almost as accessory items. When cylinders are removed, inspect cam and lifters CLOSELY. If cam and lifters look good, go ahead with the cylinder replacement or overhaul.