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C.J.

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  • Gender
    Male
  • Interests
    Fly Fishing, Univ of Michigan Football, Detroit Lions
  • Reg #
    N5505Q
  • Model
    '65 M20C
  • Base
    KMRN/KPLN

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  1. Finger 4 Formation - Excellent photo.
  2. @Zippy_Bird I just went through this whole process for my 1965 C's shotgun panel which was 14 degrees. You can e-mail support@mooney.com and provide your s/n 1285 & N9353M and ask for the panel tilt angle(s). Mr. Crawford will more than likely include an attachment of 2 blueprint type drawings for your plane. I suspect it will be for 14 degrees as well. The shop installing your instrument should know how to measure your panel tilt angle with the aircraft sitting on the ground. If not, they'll put it up on jacks to the aircraft's zero degree pitch AND roll angle and then measure the tilt angle for the lower portion of the panel. Your digital instrument should have a range of acceptable panel tilt angles. If for example the range is a maximum of 10 degrees and your lower panel being 14 degrees, then a 4 degree wedge will be placed between the back of the panel and the instrument bringing it into compliance. Hope this helps. I am not an avionics installer or A&P/IA. I elected to pull my entire left & right panel and install a custom panel set at 8 degrees. I had a new attitude indicator built to 8 degrees and put in a used turn coordinator that was calibrated to zero degrees and used an 8 degree wedge. Work should be complete in April. Best of luck, C.J.
  3. I already spoke with Rob at Flight Enhancements about estimated labor/paperwork time, however I'm curious what others actual install times were. My interior has already been removed. Thanks, C.J.
  4. Definitely in the middle of maintenance. I'm praying it will all be completed in 8 weeks. The avionics tech actually needs to add one more shunt. Good catch though. I needed to do some unskilled labor myself before he could continue with all his work. Restoring a 59-year-old airplane is not for the faint of heart.
  5. I'm not really "planning" on tying down during or flying through any heavy rain, but you know how that goes. I'm getting really good at cleaning with nasty solvents lately. I decided to install Soundex while I was tearing up the interior anyway. After persuading the '65 version of sound/temperature insulation panels off the skins I decided to clean the glue residue with acetone. Then of course I felt compelled to get an Airtex interior, so I decided to remove the asphalt-like adhesive that held the carpeting down. Looking forward to the day I can ditch the neoprene gloves & the respirator and fly again.
  6. @0TreeLemur Thank You. With new avionics soon to be installed I definitely needed a solution to the 59 year-old weather-seal.
  7. I'd like to replace the avionics access panel's rubber seals on my 65 C which are deteriorated. I looked for a part # in the IPC but found none. I have emailed Frank Crawford at Mooney Tech Support and am awaiting a response. In the meantime, I wondered if someone on MS had some input. 2nd question is what's the purpose of the foam rubber squares glued to the inside of the access panels?
  8. Right here on Mooneyspace.com - click browse then click downloads. Lots of manuals you can download from there. Hope that helps.
  9. I considered a 200HP Arrow II and rented one for 7 hours before buying my M20C. I'd flown a C for COM/INST & CFI-I ratings in 77-78 & taught in a T-tailed Arrow IV in 79-80. I'd advise against a T-tailed Arrow due to poor pitch authority during take-off/landing but either a 200HP Arrow or a M20C (or E) would be a good choice. Test fly all of them & then decide which is the right choice for YOU. The claim of 140 KTAS in cruise from a 180HP Arrow is wishful thinking. Referring to the graphs below a 200HP Arrow II is capable of 140 KTAS given the right conditions, but I wouldn't count on it most of the time. An Arrow cabin seems more spacious but with a front seat passenger, staggering the seats is necessary for comfort & I doubt if there's more than an inch difference in cabin width. It handles well, stall is docile power on/off, dirty/clean thanks to that Hersey Bar wing but the trade-off is a nauseating ride even in light turbulence. During the time I was actively looking, Arrow II asking prices were nearly always more than a M20C. Mooney versus any Piper or Cessna single brings to mind the old saying "this is NOT your father's Oldsmobile". Push-Pull rods vs cables, laminar flow wing w/ flush rivets vs fat cambered wings, one continuous wing vs a left/right wing assembly & steel cage cabin for structural integrity, Johnson Bar low maintenance gear, a trim-able tail assembly & wide span flaps make a Mooney unique amongst the conventional bug-smashers out there. It has a good solid control response in routine flying & ride is far superior in turbulence to that of an Arrow. Stall is gentle with minor left wing drop w/ gear and flaps down, but the stall break while clean, with full throttle is abrupt accompanied by rapid left wing drop even with the ball perfectly centered. I operate 65% @100* ROP with my longest cross country from North Carolina to northern Michigan broken down into 2 or 3 legs. I have no speed mods but am equipped with Power Flow exhaust and flight plan for 135 kts @ 5000, 140 kts @ 7500 and 144 kts @ 10,000 interpolating between. My C can best those figures by a few knots. Best actual TAS at 10500 was148 knots. I typically operate at 2200 pounds GW. The 2 graphs are from the PA28R-200 POH @ 2650 lbs GW - TAS in MPH The 2 tables are from the M20C POH @ 2200 lbs GW - TAS in MPH Good luck with your search.
  10. That ^^^^^^ plus they'll bring back the MMPI (Minnesota Multiphasic Personality Inventory) for currently employed pilots and for new hire applicants. Pretty much SOP in the '80s as part of most major airline's pre-employment screening process.
  11. I used to car-pool with Fred Flintstone & Barney Rubble.
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