0TreeLemur

Wow. My younger self would be tempted to zip off a zinger. My current self just says "delete" and ignore. It's weird that he somehow thinks that he's entitled to money for a deal that fell through because he withheld key information. I've never heard of anything like that. Feeling entitled is a curse. Great thing you ran from this "deal".

Agreed- the shotgun panel was less-than-optimal. That is the first thing we 'fixed' after we acquired our bird. She's cherry now in that regard. According to what I read on this site, the C & E didn't get the larger rudder until 1969. The only times I wished that I had a larger rudder were those times that I forgot to use adverse yaw on crosswind takeoffs. Not sure if that extra ~1 ft. of rudder down below the elevator in the wake of the fuselage adds much yaw authority. Must add some though or they wouldn't have done it. Gear speeds are the same aren't they (125 mph)? I think you mean higher flap speeds? Also, '67 was the last year that the C model came from the factory with a dorsal fin that connects the top of the fuselage to the tail. Later versions were often modified to include this fin because of its perceived addition of yaw stability in turbulence.

I'm reading that '67 is near-optimal for a C?

Thanks for sharing that video @flyboy0681. There was a lot more energy expended in friction sliding across the ground than the image above suggests given the relationship between the fuselage and separated engine. Maybe the rescue crew separated the engine. That guy in the video was lucky to be missed too! It is always great to see accidents not turn out horribly.

Incredible, but two occupants weren't hurt??? Good news! From looking at the condition of the airframe I have a hard time believing it. The way the engine mount snapped off the firewall and the engine is just laying there, I would expect that this was a near pancake landing which usually means fractured vertebrae for those inside. This looks miraculous.

time travel. backward.

Did you install a refurbed generator or did you convert to an alternator? The generator on my C doesn't really seem to contribute many electrons until about 1700 rpms too. -Thx.

A more recent photo. This panel upgrade was not that expensive. Compare with an original or even 1990's updated panel, there is no comparison. The amount of technology available provided by early 2000's GPS upgraded to WAAS plus ADS-B in/out and a certified engine monitor is really cool, and makes her a much more capable and interesting aircraft to pilot. Those of you considering buying an older Mooney with the older panel should consider doing something like this.

High base CB north of Denver. Photo taken from 11,000. Hot AND bumpy.

^^^^^^^ This I treat my JPI900 like a co-worker that I don't really like. I just ask it for information when I want it, not when they want to give it to me. That stoopid fuel pressure too high alarm when it exceeds 6.0 psi really pesters me, particularly on takeoff. On the other hand, that one time I was rushed through my checklist by an impatient controller and I forgot to enrichen the mixture on takeoff and all those big, bright, yellow color bar EGT readings appeared, I expect the JPI 900 paid for itself several times over.

Yes. But it is only certified to -1.5 to +3.8. Flip it over and you could have 54 people standing on the bottom of the wing (not sure how one would pull that off).

Another/similar person was Mike Smith in Johnson City, KS, who was legendary for having recovered a failed V-tail, and after studying it developed a certified mod.

To me, the feel of a Mooney C is that of a larger airplane. The maneuverability is not what I like about it. The PC system creates a "rock solid" feel in IMC that I really like. Trimmed out in flight, she'll fly straight and true for 30-60 seconds at a time, even in mild turbulence. With the Accutrak engaged in magenta-line following mode, I can slide the seat back to "economy plus" and pretty much enjoy the ride with occasional altitude adjustments.

Them is negative g's!!!

Thanks for the video. Really appreciate it. I'm thinking about an Airtex interior. @Mark M20B, would you not go with the additional foam in the seats, which would save you from having to buy new yokes and seat belts? Is that an option?

I'd say that in terms of pure overpricedness, we have a winner! The profit margin on those must be over 10,000%

I was looking at this yesterday- explains ICAO equipment and PBN codes if you have a GPS installed. https://bruceair.wordpress.com/tag/icao-equipment-codes/ The switch to ICAO occurred on August 27th. That day I filed an IFR flight plan in the air with flight service. I didn't notice any difference from before...

I have an Aerovonics AV20S installed, which provides plan B backup attitude indication, plus the Stratus as plan C. The AV20S always agrees with my vacuum AI.

Learning & enjoying... I had my engine mounts replaced last week. Worth the $. She purrs and whirs smooth as a sewing machine now. Since then my vacuum gauge is reading 4.5 when before it was set to 5.0. Weird. Any ideas? Ahem. Sane ideas?

Just returned from my first big IFR cross-country that took us from AL-WY-CO-TX-AL. Got about 4 hours of actual and flew through a lot of rain. I'm pleased to report that the weatherstripping suggested by @Hector plus the rain shield shown above worked wonders. No issues with the avionics in our C. I recommend the weather stripping. Using the black tar-rope of death in a hot hanger in Alabama is not an option. That stuff just is unworkable.

@Skates97 this is a good point. I view the landing gear in my C as "speed brakes" so I can get the flaps down!

where's what's-his-name??

The 50+ y.o. airframe on our C spent much of its life in dry climates, but since moving to the SE about 9 years ago some minor corrosion has started on the tubular frame. None on the spar. This week she leaves the MSC with a completely new coating/corrosion-proofing, both inside and outside of the tubes. Have been told that the final tally will be about 2-3 months payment on a Cirrus after 4 weeks in the shop. That's how I look at it.

Rudy Aircraft Instruments in Arkansas took a used indicator that I purchased, overhauled, calibrated, and repainted the face to POH arc/limits. I love it.