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Tcraft938 last won the day on July 18

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About Tcraft938

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  • Birthday 07/17/1967

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    Brockport, NY
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    Anything aviation, sailing vintage and tailwheel planes and family
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  1. When on the ground when not moving you can turn the nose wheel a bit with rudder and the yoke turns a bit. I used to make airplane noises but the airport manager caught me and said I only get an 80% discount on fuel for "dream flying" lol
  2. Also don't forget in the POH that is maximum demonstrated crosswind, not necessarily a maximum. While that demonstration was performed by allegedly a well trained and flies a lot test pilot in a new and perfectly rigged airplane. So one could extrapolate that the plane is capable of more, another may say, "I'm not a test pilot" and have a more conservative personal maximum x-wind limit. I am wonder if the original poster may have also encountered a nuance to the Mooney that was new to me recently as well. That is the interconnect. When sitting in the hangar put some left or right rudder in and watch the yoke move. Perhaps when he was holding the left wing down it was also pulling the rudder left so it took a bit more force than expected and was giving it? Or the reverse, feeding in right rudder so the system tried to pull the yoke right and he needed a little more force on the yoke to keep the upwind wing planted. So far I have found that the short body Mooney is quick, but there are two things not to be quick or rush them on..... lift off and landing. If windy, don't get it light on the wheels too early and when landing if she's not ready to settle onto the runway, don't get in a hurry and try to force/plant it on. Follow those basic tenants and so far I've found her to be a little sweetheart.
  3. Your response intrigued me regarding if the engine is run/broken in on the airplane and whether that constitutes a break-in or repair. I picked up my overhauled to new limits engine from the overhaul shop. I have an engine logbook entry that it was run in an approved test cell for 3.4 hrs. There is documentation that explains the test cell and dates of calibration/approval of the cell. Also in the book is a page of data of the various instrument parameters during the run which I found interesting and a bit above my knowledge base. Three pages of "in the airplane break-in instructions". So based on your info and others, I guess I'm glad I went the route I did rather than the guy that wanted me to order parts and he would "slap it together for ya". In the end the difference in price was not drastic and much better warranty on the workmanship.
  4. Anyone have suggestions on where I might find the bottom cowl brace that goes diagonally to the firewall? Mine has a week bottom attach point. It maybe could be welded but angle would need to be perfect. Thank you for the help
  5. even with your example, that's still 80 lbs under gross, so I guess throw in some luggage. Getting 4 in a C would be a challenge especially the ladies in the back seat. Sure to be a cold dinner conversation LOL
  6. When I went shopping one of the first questions I'd ask before going to see the plane was what the useful was. My AP told me that a heavy plane that can't be explained by equipment may be indicative of repairs from mishaps. I believe the post originator previously mentioned in another post that his new E has long range 77gal tanks, so that would solve the mystery additional 150 lbs 77 gal - std 52 gal. Also don't forget that not all of that fuel is "usable" so it becomes part of the planes empty weight. If it has bladders there will be more unusable fuel = more weight = less useful. The plane has had some nice panel upgrades that should have saved some weight. However perhaps some of the speed mods added a few lbs. Not entirely comparable because mine is a C model, but my useful load is 1,028.45 lbs with a CG of 44.17" with two blade scimitar prop. My batter is in the cowl and nose weight is almost 100 lbs less than yours and somehow you still have an aft CG. If you do a pre-purchase inspection, you may want to request an actual weight & balance or do it at annual. Last year I sold a plane and buyer at pre-buy said didn't want it because it was more than 300 lbs heavier than I said. I asked to see the W&B his mechanic did and I realized the difference was divisible by 9 indicating a number transposition. Sure enough a number was transposed (no way the right wing was 270 lbs heavier than the left). His Mech was embarrassed when he weighed again and was within 2lbs of my certificate. The point is often W&Bs use the previous as a starting point and get adjusted for equipment in/out. If someone made an error along the way it just gets carried forward and compounded if not caught. My question..... so how does one get 1,028 # into a Mooney 20C anyway? LOL. I guess true meaning of, "if you get it in the plane, you can haul it".
  7. Thank you for the reply and review. I have been unsuccessful in finding pictures of how it attaches on a Mooney. It's pretty clear it must have a post that goes through the trunnion hole like factory tow bar, but the Sidewinder requires a way to lock it in place to counteract the torque of the roller, so where does that attach? Also did you buy the handle extension, or is the standard sufficient? Unlike a Bonanza where the gear is at the forward portion of the cowl, our Mooneys are at the firewall and further aft. Thanks
  8. I'm curious if anyone owns or has used a Redline Sidewinder portable power tug/towbar on their M20? If so, are you happy with it, pluses, minuses, etc? Also did you purchase the extender since the nose gear on our birds is set back behind the cowl? I did s search and didn't find similar topics. Thanks for the help/info.
  9. They look great. Did you have to do a 337 or FAA approval since they are a replacement for Beechcraft yoke? Thanks
  10. When looking to purchase a 20c I flew a few. One had a 2 blade McCauley the other two were hartzell one 3 blade the other new 2 blade scimitar. The slowest of the bunch was the two blade McCauley and worse climb. The 3 blade looked cool was nose heavy in landing but that could be other factors as well. Due to aircraft specifics I went with the new 2 blade scimitar aircraft. It was smooth and similar speed and climb as three blade. Got it home after the prebuy and my AP did a lot of research with Don Maxwell prior to my getting home. First oil change he checked and corrected engine alignment and did a repair on the dog house as well as aileron rig check. Maybe my imagination but that made it smoother, faster and better climb. I would say I have to be within 25fpm of the three blade I flew. But this all leads me to the question. "What did those other planes also need that was not prop related?" No matter what, it was still 3 different airframes. I would love more ground clearance, not for grass but because I'm new to mooney and just nervous/respectful of narrow margins. If you're curious about performance data, a flight with full fuel and one 170lb human ballast at 6500 msl 30.17" baro 52F MP 23" almost wide open prop 2425 true airspeed 150.8 kts. GPS ground speed data on 10 mile leg triangle confirmed the above with .6 kts. The flight home from purchase was similar conditions, cooler and I thought the 146kts I was getting was good on a little more than 9 gph! Look out wife, i have a mistress and I'm going to tell you all about her. Lol. Seriously i really appreciate the AP taking his own time to research the plane and not do what many AP told (they are hell to work on, you're going to pay me a lot). Ed researched and as he worked, he found a lot about the plane he liked, thought superior, "if you stop, think plan, execute it's not bad at all, if you insist on working on it like a Cherokee you have problems, the biggest of which, you're a lousy mechanic". I really appreciate him letting me get involved "learn your airplane. If you're somewhere and need an AP I want you to know your plane chances are he wont". He gives me the bill and theres no labor on it, just filter, oil, and some misc hardware $65, then fuel $400. I ask if fuel was supposed to be labor, he said, "no the labor is my plane warming gift to you. I would rather see you fly it and that's the fuel charge, I dont want this thing to be the typical mooney around here that flies 5 hours a year. I want you to have no excuse to not fly it at least 6 hours a month. Shes solid now, fly her she will be kind, neglect her she will bite you hard". Then he went back to work on the MIG 17 he is chief mechanic on. Would engine alignment and doghouse make that much diffrrence?
  11. My 20C had the PC system removed prior to me. In it's place is an electric trim with a rocker switch and indicator on the panel. The left aileron has a 3/4" by 5" tab on the trailing edge with a thin wire pushrod that goes into the aileron. So far, albeit the plane new to me, the system is not really necessary, it barely gets an imbalance. I've operated the system to make sure it works, it's pretty effective and does not impact speed at all. Then again, I have not looked for the Gerbils. :-)
  12. HRM good point. I have the 100mph flap extend speed and that can be ungodly low to get to so need the gear at 120 to help. I'm curious what the change was to a the few years later models where flap speed increased to 120. The 100 can be a teasing number on the airspeed indicator.
  13. Thank you for the comments everyone. Please understand, while new to the 20C, I am by no way admonishing the J-bar system. Still a little awkward with it but I like feeling what's going on. Maybe it's just in my mind, no pun intended, but it's comforting to feel like you're linked to the process, rather than flipping a switch and holding your breath. I'm also someone that figures "its going to happen to me first" so I was just intrigued by the simply wire and as a backup. However if flying an instrument approach, swinging ones head side to side to look out windows would not be a good thing regardless if have manual or electric gear. My checkout was with an experienced CFI, Air Force test pilot and long time vintage Mooney driver. His phrase was watch what you do, trust what you feel confirm with the light, or really just use the light more as a reminder you should have done the other two". My initial checkout with a different instructor was simply give the bar a tug aft on base to confirm it doesn't pop out. The better (more experienced) instructor taught me about the pulling the collar straight down without pushing the release button with thumb was a more confirming and indicative check. I'm sure there are opinions for and against. Personally I think the weakest part in the J-Bar chain is a complacent or inattentive brain. I will work hard to leave that failed part on the ground.
  14. I recently saw a swift getting an annual inspection and noticed something that I thought was a cool idea and dirt simple. A wire rod that attached to the gear door extending forward to just forward of the leading edge and then bent upward to be above and perpendicular to the leading edge when landing gear is extended. When gear is retracted it's parallel to the wing about 1/2" below it. Much more informative than a green light that is connected to a switch that holds the J-Bar. Just look left and right and if see that wire sticking up, you know your mains are down and locked. I jokingly said, "hey lets do that to the 20C!!" He took me serious, told me it would require 337 and FAA approval and a bunch of other things he told me. I'm thinking, really? for a wire and two screws? Then he does his best to act serious and angry, but the smirk gave him away..... "now look you're a new Mooney owner so I will cut you some slack this one time, but you fail to see the huge reason why you can't do such a thing. You have a Mooney for cripe sake, a paragon of speed and efficiency, you do that it will be 1/2 kt slower and kill the clean aesthetics and that my boy is Mooney Blasphemy. Now wash your mouth Philips XC, say ten hail Lycomings, put $5 my poor box and your grounded from the Mooney for ten days, and oh, give me the keys I'll exercise her for you". Geez you'd think I wanted to bolt a big mirror on it. :-) So of course at annual I'm going to have to come up with something else I want to do, just to get him going. Any suggestions? Maybe review mirrors or turn signals? Hope no one minded the levity. However, the wire is a simple and effective indicator.