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About pilot_jb

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    Junior Member
  • Birthday 09/20/1977

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    Brighton, MI (45G)
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  1. So, I figured this out after work last night. The vertical section of the left front baffle, which is located next to the block and underneath, has a hole for the through stud and associated nut. This section is flexible enough to to be pulled outboard and over the stud as the outboard portion of the baffle is rotated upward. At the same time, the baffle extension that is attached to the bottom side for the lower portion of cylinder #2 must be pulled forward, so it clears the fins on the upper part of the cylinder. I'll post some pictures the next time I'm at the hangar in case anyone else searches for this issue.
  2. Found three bolts; two in the case and one in the cylinder. I'm pretty sure it's free, but can't coax it off.
  3. Good morning from Michigan. What's the trick to removing the front left piece of baffle that sits in front of cylinder #2? Everything is disconnected and it's loose, but the through stud and associated nut that sits beneath, and the tab that sits between the cylinder base flange and cooling fins are getting in the way. I have not dropped the starter, but don't see that it's an obstruction. The prop has not been removed. For reference, the picture was taken in the beginning of the project...and yes the two small upper baffle pieces have been removed. Thanks!
  4. Converting To 6-Pin Headset Connector

    Bose does sell a LEMO to two pin adapter for $60. Sporty’s sell the same adapter for $30 or $40. Running out of time, as the rebate is only valid on purchases made on or before today. I’m 99% sure I’m going to convert to LEMO
  5. Converting To 6-Pin Headset Connector

    Great information! Thanks!
  6. I intend to take advantage of the Bose cable upgrade rebate, which expires at the end of the year. Currently, my front seats are setup for standard two-pin headsets, but have an additional third jack for power. The last owner used David Clark ANR headsets. Ideally, I would like to convert to a six-pin setup, so I can take advantage of the auto on/off function. Has anyone here converted their jacks to the six-pin setup with power? As mentioned, the power is already there, so my thought is that it won’t be a big deal, but I can find little information online.
  7. Showing your age, because you're into Cobras?! No! Hell, I've loved these cars since I was a kid, driving them since I was 28, bought my own at 34, and am only 40 now. I'd also own a Dayton Coupe and GT40 if I could afford it. My license plate...
  8. Making (NEW) Mooney T shirts!

    I love the shirt. I’d buy another if/when dark heather is stocked again Mens Backwards Tail Fast Airplane Red Grey Black T-Shirt 2XL Dark Heather https://www.amazon.com/dp/B07494HZB8/ref=cm_sw_r_cp_tai_RCr-zbP0CP0KA
  9. Fast car and faster airplane. Superformance Cobra MkIII powered by a 620hp SB 427 fed by old school Weber carbs and my ‘67 M20F
  10. Got me an F Model!

    She's pretty. I just bought one about a month ago! Love it so far!
  11. Making (NEW) Mooney T shirts!

    Conveniently, you offer a shirt with a Mooney that looks exactly like my F, so I just bought one for myself, and my wife.
  12. Slowing Her Down...

    Wow! This thread really took off. Thank you for all of the comments. Seems to me that the consensus is to allow more time. I'll get out there and practice at altitude to get a better feel for the time and method required to pull the reins. Something that had not occurred to me until reading through all of this is dumping the flaps on takeoff. Typically, I don't get rid of the flaps until 500AGL. I'm going to have to also be careful about my airspeed at climb until they're gone as well.
  13. Slowing Her Down...

    No worries. I asked the question expecting a certain amount of criticism. I also asked, because I know that deploying flaps prior to Vfe is a no-no. Now I have something to work on the next time I go up.
  14. Slowing Her Down...

    I was working with a 1000+ hour M20F driver and CFI who used this method when he owned his plane...1-1.5 pumps on approach. However, I have always flown to make sure I am indicating 5 mph/knots less than published speeds before using any flaps. I was taught that Vfe is the speed at which any, or all flaps can be deployed...and none prior to. The difference between "the maximum speed at which flaps can be deployed, and the speed at which maximum flaps can be deployed. Believe it, or not, I've heard both sides of the argument. I would like to fly this plane using the same method I was taught. I'm not a fan of arriving at pattern altitude prior to it being necessary. I like to keep as much altitude as possible for as long as is practical, and normally fly over the top at 500 above when over the top. I understand that standard practice may not be possible in the Mooney. So far, with the time and distance I've been using from the airport 15" or less has been absolutely necessary. It would be nice to not have to reduce power to less than 15" just to keep the gear warning from bitching. But, even at 15" it's been very difficult to get down to 120MIAS. I am a member of MAPA, but see very little resources that are available from the association outside of the magazine. MooneySpace seems like the most knowledgeable resource. I would love to attend a PPP weekend.
  15. I have almost 10 hours in my new-to-me 1967 M20F. So far, I have found the transition to the Mooney to be a delight and somewhat easy. Although my previous airplane was a 1948 Cessna 140, I am versed in flying Diamond DA-20s and DA-40's and regularly fly an RV-6A built and owned by a friend of mine. Flying the Mooney, especially in the pattern and landing is much like flying a heavy version of the RV-6A, so I've been quite comfortable so far. Also much like the RV-6A, you have to plan ahead for slowing down. This is probably more so the case in my Mooney. My question is what are your procedures for doing so. I am developed a procedure, but in involves using a pump and a half of "approach" flaps at approximately 130-135IAS. Doing so brings me right to the gear speed of 120IAS, but I don't typically like using any flaps above the maximum flap operating speed. Your procedures to get to gear speed in detail would be greatly appreciated. Thanks!