Slick Nick

I don’t think there’s any special procedures. It’s been ages since I’ve used mine, but I think once power is connected it automatically closes the master relay? I think I turned on my battery first, then connected the power supply. Leave the alternator master off until the power supply is disconnected after start. This is out of the service manual for my ‘91 J model 28V.

It’s been documented time and time again that there is a performance benefit to be had. How much is open for debate, but to continue to ignore the data in thread after thread and trying to rebut it with anecdotes of Thrush crop dusters seems like a fruitless endeavour.

According to FLYING mag’s interview with the guys at Mooney regarding the wingtips installed on the J models, they decreased the clean stall speed by 6 knots and helped improve short field takeoff performance.

Weird. The cowl looks longer than a J from this angle. It’s only a couple of serial numbers behind mine off the assembly line. Maybe the three bladed prop makes it look longer.

That looks like a K. The round windows mean maybe a 252? It's got a longer cowl than a J would have from this angle.

Would the fine pitch stops have something to do with this if they're out of adjustment?

There are videos on YouTube. Personally, I'd just buy a new (used) one and be done with it. They're cheap, you can find them from all the usual suspects, even eBay for like $1500.

Im not aware of replacement knobs. They’re not easily replaceable anyways. If you did manage to find some, you’d have to solder the replacement units to the board. Just clean the ones you have.

Here is the factory location. 1991 MSE.

I can’t remember, but doesn’t the KX155 have a dimmer adjust on the bottom if you pull it out of the rack? I’m pretty sure certain mod numbers did. I still have two 155’s in my plane. They’re a solid radio. Aircraft Engravers makes new display screens for all the old king stuff. Much easier to see the numbers now.

It goes on the left sidewall panel, just under the side window.

I've always wondered, how is balance changed? By using weights on the horn? Are they interchangeable, or is the practice to modify the existing weights somehow?

...Until it didn't.

I think I might be able to grab you the split landing/ taxi light switches let me do some digging around. They’d be for an MSE but should be the same. 28V.

I'd do exactly what you did, you're further proving my point. Whenever I'm questioning doing something close to the limits in an airplane, I always ask myself; "If this goes sideways, and I'm standing in front of a tribunal, can I justify the reason for my actions?" If not, I stick to the book. If I follow the SOP's, and something goes awry, the company is the one at fault. They wrote the SOP's and limitations. If I do something reckless or outside established limits or procedures, I am the one at fault. Back to the accident in question, slow-mo video of the flare shows full aft elevator deflection, without the plane reacting. Either a wind gust / downburst type of situation, or they were way too slow on approach maybe?

Pressure is self induced. You can’t let it get to you. If you don’t think it’s safe, don’t do it. Doesn’t matter if it’s in a Mooney or a Boeing, the same rule applies. There’s a huge difference between acceptable risk, and doing something dangerous. Don’t conflate the two. As professionals, we’re paid to complete the mission, safely. Being able to handle challenging conditions, is part of why experience matters, and as you gain experience and get more comfortable, your level of what is deemed acceptable will increase. I landed in CYYZ not long before this incident. I’d call the conditions “sporty” by Canadian standards, certainly not dangerous. At first glance, it appears as though this approach was mishandled.

Times have changed. There are no auto throttles on the CRJ.

Who fed you that line of BS? There is absolutely ZERO pressure to do anything unsafe in a commercial jet airliner. Of course, as professional pilots, you want to “complete the mission” but never, ever by compromising safety to do so. Never once in my entire command experience, have I ever felt the slightest bit of pressure to do something unsafe, never mind because I might cost the airline some extra money. Airlines look at diversions and delays as a normal cost to doing business. They, like everyone, understand that it’s a lot cheaper to divert a flight than it is to settle lawsuits and cover a hull loss.

I operate into YYZ all the time. I was at the airport when the crash happened. The winds were a little gusty, but certainly nothing outside the limits for ATPL rated pilots, being almost straight down the runway. Before any approach on a commercial jet, you run performance numbers to determine your ref speed at your landing weight, for the given winds and runway surface conditions. From my Monday morning quarterback chair, it looks like the pilot flying did not flare properly for touchdown. If the wind suddenly died off in the flare, your performance calculations take this into account so that the wing still has enough air going over it to fly safely (plus an additional margin for error.)

That looks awesome!

@N201MKTurbo nice! We flew over it on Sproat lake a couple weeks ago!

Sounds like your idle mixture setting is way off. I think you can adjust it be reaching inside one of the cowl flaps and turning the knob.

Nice plane!

They don't get bent. They're hardened steel.