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  1. I love this video. When I bought my 201, I spent a couple hours on my back tracing all the flight control and gear actuation linkages to understand how they worked and what should be "normal" looking. I had a friend in the cockpit pushing on the yoke and rudder pedals to confirm what goes where and how it all is supposed to move. With regard to the gear collapse in the OP, during my pre-buy, the gear retraction motor linear actuator gearbox was found to be allowing the gear to be driven backward. The clutch was suspected, but when LASAR tore the unit down, they found that it had been damaged by corrosion from water intrusion. The internals of the gearbox assembly were basically trash. I was told that it was only a matter of a few landings or hard turns on the ground, and I would have probably had a gear collapse. I'm very glad I had a conscientious crew doing the pre-buy for me.
  2. Thanks for the reply! I've had a few crazy taxi instructions at class C airports (the first time was a surprise, afterward, I make sure to have pen in hand as soon as I'm solidly on the ground!). Going to Udvar-Hazy is part of why I want to fly to Dulles. I have been there once before, but one day is not enough to really see everything there. Plus when I visited, Enterprise, not Discovery, was the OV on display. I really want to see Discovery some day.
  3. When you say "bigger," do you mean more useful load or more seats? Or something else?
  4. I can say from experience with a 201 I bought last year...definitely have the gear actuator checked thoroughly, as well as the electric fuel pump. Mine had been briefly flooded at some time years ago. Everything is good on the airplane, no corrosion, etc, but those two items had not been addressed, and failed. The gear actuator was caught during the pre-buy, but the fuel pump failed a couple of months after I bought it. Maybe even the flap motor needs to be checked? Edited: oh I see that yours was flooded from above, not below. Still, in any case, look out for flooded gear actuators.
  5. Cool video. Sad that things are so slow right now. Normally here in the Pittsburgh area it is easy to get practice approaches at PIT on the weekends, as we aren't a very busy area, but now it seems the controllers are extra happy for the company...lots of airliners parked up at PIT too, all up and down 10C/28C. I have a question about arriving at IAD during normal times (not pandemic-light traffic). I know people do this in piston singles fairly frequently, but I'm looking for some specifics. I have a friend who lives in an area nearby Dulles, and it would be nice to fly in to visit. For a piston single coming in at J model performance, what arrivals would normally be expected from the northwest? The only two STARs I see that feed in from the north/west are for turbine aircraft only. Would they simply fit you into the flow via vectors or would it be pretty roundabout? Can anyone point me to some references that might help me understand what to expect? I have flown in to some busy class C airports before, and spent a lot of time in B airspace, but haven't attempted a landing at a busy B airport before. I am aware of the need to be SFRA trained; mainly just wondering how smaller stuff fits into the big picture down there.
  6. Full power run up, take a sack of crushed walnut shells soaked in polish and meter slowly into the air in front. Bonus action: cleans nicks off the propeller leading edges too. also a joke
  7. I am still not comfortable that ADS-B gives a good enough picture of traffic. While around Class B and C areas it is required, keep in mind that it is not required in Class E airspace below 10,000 MSL (in general). There is a lot of Class E airspace below 10,000 MSL. Because I am based under a Class B area, everyone around here is required to be equipped, but constantly seeing local traffic on the display can lead to a false sense of security when outside the normal stomping grounds. Add in the aircraft for which ADS-B is not required (no electrical system, including gliders, balloons, and motorized aircraft originally certified without electrical systems), and it gets a little less comprehensive. Now, if I'm traveling long distances, I'm on an IFR plan, or at least VFR flight following, but I have had Center controllers call out traffic to me a couple of times in the last several months that never appeared on my ADS-B in displays. Keep your eyes out and use ATC as best you can, but definitely keep a close watch for holes lining up in the cheese.
  8. I fly regularly with an instructor in my 201, working toward my commercial certificate. Frequently, after a few chandelles, he has me fly in the direction of an airfield and pull the power at 4000 - 5000 AGL, and steep spiral to full stop landing (of course making appropriate calls to the CTAF). It really does inspire confidence that it can be done, and after a few of them, energy management becomes second nature, and you can hit the touchdown markers within commercial tolerances, dead stick. Of course, having the engine in your back pocket for a go-around is a confidence booster...
  9. I had it done by a local shop at KBVI that has a well deserved reputation for extreme thoroughness. They used the LASAR checklist as a basis for their work.
  10. As far as gear collapses go, make sure your gear actuator has been checked properly. I bought a '78 J model last year and during the pre-buy the guys caught a bad actuator. At first they thought it might be the position switches since they were getting an intermittent gear unsafe light during the runup test. After putting the airplane back up on jacks and re-swinging the gear they determined the clutch was not preventing a reverse motion. Sent it out to LASAR for overhaul and the internal condition of the gear drive (not just the clutch) was found to be atrocious. All involved estimated that it was only a matter of a short time before that actuator would have either failed in operation or allowed the gear to retract on the ground during landing or in a turn.
  11. If you're serious about this, have a look at the landing gear on an RV-10. Designed for 2700 lb gross weight, parts can be bought in a kit (I have them sitting right here), and the nose gear uses a Mooney-like puck arrangement as a shock absorber. Having a close look at the parts might give clues as to how they could be scabbed onto a different airframe. The weight savings would be significant. The main issue I can see is that the RV-10 sits much higher off the ground than the Mooney, partly because the steel main legs need to be long enough to be able to deflect enough to absorb landing forces. The RV landing forces are carried through some stout brackets to the center section of the spar carry through, whereas the Mooney forces are basically straight up to the spar out in the wing. It would be a major effort to convert, I think. The nose gear would be difficult, as the RV-10 nose gear attach is integral to the engine mount, and wouldn't have much to attach to up in the Mooney's nose gear well.
  12. Thanks very much! I'm awaiting completion of the annual inspection on a J model that I am buying, so thought it was time to jump in and say hi. I have been lurking for a while, absorbing lots of Mooney knowledge from this site.
  13. Interesting. I am currently awaiting a quote for similar work from shops in the western PA/eastern OH region.