triple8s

I didn't think you were legal to spin any of them over 2500 except the PHC-J3YF? I mean a few rpm over probably wouldn't hurt but I'd be afraid to raise the rpm that much on the McCauley legal or not. Wheres our resident prop man?

Zep aircraft dry wash/polish, gojo without grit for the bugs and belly, plexus for the windows

If your tube is bent and rod is bent then the valve stuck a bit if the valve is stuck it can probably be freed up replace the push rod and tube then you should be good. I would definitely check to see if the valve touched the piston if so it could be bent and that will mean pull a cylinder. I have been advised over and over again by my mechanic who is a beech owner/ROP old school guy to run MMO in the oil and the fuel. I hate putting anything in the engine that the manufacturer doesn't call for but he swears by it.........thoughts? MMO? I did buy a big bottle to leave setting around so he'd leave me alone, but I have yet to crack the seal on it.

(quote) "Do the stc cowls make it easier to pull them off? It would be nice if there was a cowl that opened up easily like the hood of a car." That be the "B" brand

I'll second Carlus Gann, other I had good experience with is Poplar Grove.

"]My C model's performance was not very good above 10,000 ft. I took it to 12,500 a few times. Hot or heavy it would be lucky to get 250 FPM climb at that altitude. I would not want to be in the mountains with it on a windy day. E and F models do much better with their fuel injected engines. You also have to watch the engine temps very closely taking off from density altitudes over 8,000 ft. I did that once on a hot day in Sante Fe and had to lower the nose and climb out at about 100 FPM for a while to keep the CHT's out of the red. The thin air really hurts the cooling, and the C model engine runs a little hot all the time.

"We owe almost all of the debt to ourselves by borrowing from the Social Security Trust Fund" There is no mouse in my pocket, I dont hold any public office, I have paid into Social Security for might near 35 yr. I cant borrow from my own retirement fund without paying a penalty, I probably wont see a penny of the THOUSANDS I have put into SS. Thing is it was MY money, I worked for it, it is supposed to be for MY retirement, not for a politician to spend on weapons for the Muslim Brotherhood, aid to Uganda, HUD projects downtown, or ANY other project no matter how good or warm and fuzzy they make people feel. It is MY MONEY! I have not gave anyone any permission to spend my money. I have always been financially responsible with my money, I save where I can, I dont owe on anything, I drive used cars, fly airplanes that have damage history and I do not appreciate career politicians stealing my money, spending it on other folks and telliing how damn good they are for helping people with money that is not theirs! NOW lets talk about airplanes I could watch the news and get this crap if i wanted.

Has anyone ever had a cover on in a "hail event" I have often wondered how much it would help and also if maybe someone made covers that were intended to absorb some of the impact. There was a hail event at my house once and we had a bit of warning that it was approaching so I got two sleeping bags spread over the roof and hood of my truck, recieved no dents. of course I guess I'd really have needed a "test" vehicle setting next to mine to get an accurate determination as to what benefit the bags actually were but I know it didnt hurt. I had to set things on the bags to keep them in place until they got soaked from the rain but like I said there were no dents and the hail was a little bigger than golf balls. Of course "her" car was in the garage!

I was outside with my "C" model for a couple years and bought a Bruce's cover. He sent a sheet with specific instructions on how to properly measure your aircraft. I followed the instructions sent it in and recieved a cover that fit perfectly. The material is thick and high quality I would buy from him again.

Can u imagine if it had injection, a turbo and tks? Would be the ultimate short body!

Well......it's 12:00 am and between the neighbors dog and the spicy food I shouldn't have eaten so late I am setting up flying around via google earth. I flew over Nuuk Greenland airport and see a familiar silhouette on the ramp. Those backwards tail birds show up in the darnedest places!

Word of wisdom, all CFII's are not created equal choose wisely my friend! Oh and congratulations she's beautiful!

Taking a young person who has never seen an airplane in person and watching their face when the wheels leave the ground. Nothin like seeing the look on their faces.

( "The next part of the video is kind of funny, How many "people" does it take to lift a Mooney? The spectators all together (20 plus people) lift up the Mooney so that the pilot can lower the gear. I can only imagine what the untrained people were lifting and the pressures they were placing on the skin." ) That would have worried me too but I have seen quite a few aircraft (vehicles too for that matter) get more damage during the recovery operations than during the actual accident. When I had manual gear I usually retracted once I was climbing, my old instructor always beached at me over that but I figured it goes up or down so fast I could get it back down quick enough. He always said don't raise the gear till you have no more usable runway. On retracting I usually helped it latch with my right knee as it was nearing the block, once it clicked in I always pulled down and back to be sure the thumb lock was securely latched. I love the manual gear and hydraulic flaps. IMHO the only drawback is losing the space in the floor and the space in the center below the panel. I had an alternator failure one evening before dark and by the time I got back to the airport there wasn't enough power left to transmit or for the lights, the strobe would still fire but that was about it. I never really even felt as if it was an issue when I got to the hangar I was thinking while backing it in how if I had electric gear it would have been much more "interesting".

Moisture is the enemy. Look on controller, barnstormers, aso, any place aircraft are forsale. For example............................................ (1970 Cessna 150: $17,900 1100 SMOH, 4550 TT, Arizona - Colorado history, dry country airplane, very clean, NAvComm, Transpponder,wheel pants, polished spinner) They tout this for a reason! Moisture and UV are the enemy. Not to mention hail !

I was told about using retreads before and I have wondered about the clearance if there was any difference in the new tires and the recapped. I guess no difference?

Amazing how much we worry about keeping the little blade out front spinning when it has nothing to do with whether an airplane will fly or not.........only how LONG it will fly.

Do you get those at "Canadian Tire" ?

The weather on ADS B IS NOT VERY GOOD, boxy and Garmin says they can not change it, that's how they get it from FAA. Traffics is okay, I would wait until the weather production has improved. I bought an iPad, dual gps/adsb, kept my trusty 496 and left the XM subscription going until I got good with the new system and boy am I glad I kept the 496. If I had known how lousy the adsb is I would have bought a 696 !

Sell aircraft that don't cost 600,000+ with G1000. Just sell a good J or K with options on the avionics. Everyone doesn't buy their auto with every available option, why should we be forced to buy airplanes with the absolute latest and most expensive avionics packages?

Ok here comes my two cents worth.........if you have no plane and a few dollars to spend looking for a very economical bird, the BEST all around bird as it is from Kerrville when it comes to MPG and a great IFR platform......there is no better than a J. Now that is said if a body already owns an E or a C and doesn't carry rear seat occupants on a regular basis then there are indeed a few things that are better about the J. Here are some improvements, cowling, windshield, looks(in the eyes of the beholder) panel lay out, electric gear, electric flaps (some prefer manual), strobes, fuel injection (vs C) if hard IFR is in your plans. Ok there is a short list of advantages a J has over the C and E now that we are aware of these, we can only look at most of the vintage birds out there we notice that few don't have a few of these "J" items installed as a mod. I owned a C for 5 years and I debated trading up to an E or J and couldn't justify it. My C had the OEM J cowl and windshield, oil cooler relocated, wingtip strobes, LR tanks, one piece belly, flap gap seals, aileron seals, brake calipers reversed and almost all of the improvements made to create the J, so other than fuel injection and 20 hp i almost had a J and couldn't justify the move (not really trading up). If I had've had fuel injection I probably wouldn't have traded for the long body I have today, I still never have the rear seats filled. So in my opinion moving from a C or E to a J isn't really trading up, not because the J isn't a great airplane but because most of the short body planes already have some J mods and are also great airplanes. Another thing to think about is to trade up and get a tiny little bit better airplane you will pay a broker, or deal with selling your current bird, and pay sales tax on your new bird. So in my opinion the move up isn't much of a move up for all the cost and hassle. I know exactly how it feels to want to get a newer plane, I really do, I had a 65 C and dealt with the idea of putting money into a plane I knew I couldn't get out when I sell, I still wonder if I did the right thing but the decision was made and I went with it, damage done. Do I regret it? Yes and no. Do I think you should trade or sell an E and buy a J? It would depend on how much it cost to trade, and trade or no the E, C, F and J are what made Mooney aircraft company. I traded off a C that I miss every time I get to the hangar and open the door to go for a joy ride, the Ovation I have now is a bit better for trips and is definitely faster but an airplane that can give cruise speeds of 140-150 kts at 8-12000 ft with a 4 cyl lycoming is nothing short of amazing. Oh one other thing............ You only live once! Now if I've muddled the water enough I'll get back to pawnstars.

"Mooney airplanes have long had a reputation as economical speed demons, and the Acclaim sets the flag farther down the field. The Acclaim’s evolutionary design improves on the wing that was first designed by Al Mooney more than four decades ago. Incorporating a single massive spar, the wing is built as a unit and mated to the airplane, much the way the P-51 Mustang was built in World War II. In fact, there are further similarities between the Mustang and Mooney wings. Like the Mustang wing, the Acclaim retains laminar flow throughout two-thirds of its chord and is one of the most efficient in production today. The factory tested the wing to a 14 G breaking point, and the wing is rumored to have experienced a 12 G recovery during an owner-flown upset situation without failure. You wouldn’t expect an executive travel machine to be more capable than the hottest jet fighter or aerobatic airplane in existence. " I had read more of the similarities of a mooney and a P51 but don't remember where, the above is a quote from plane and pilot magazine I find things like that interesting. I

Those big pistons will gauld without proper lubrication!

My mother in law used to count beads on the rosary while praying. The only one that would not fall sleep. RIP José Your flying want the cause of her counting beads was it? I know if I could ever get my mother in law in an airplane how I'd fly...... Lolol

I'm flying a 96 ovation and in the pattern at slower speeds the electric trim does seem to move much slower. I know the jackscrew is greased fine the tail is greased no binding or anything. I can also say when at cruise speed the trim is NOT slow or it doesn't take much movement to make a big effect, so much that when trimming for level flight in cruise it's just a matter of just a tap of the trim switch to get her trimmed. Be this the case I'd say that the reason the trim is slow and has to move so much is because it must move the tail more at slow speeds to get an effect than it does at higher airspeeds. Sometimes when I am working in the pattern I use the wheel, I just flip the switch off and use the manual wheel saving the trim motor all the back and forth workout. I think it was "Zef" who said we Mooney pilots had to be good piano players.