triple8s

I had the field wire break off inflight on my C which had the Plane Power and when I repaired it I wrapped it around an extention forming a coil of about 3 turns if iirc then ran it through a very small adel clamp so no vibration would end at the terminal. I'm not sure if that could be done with the large gauge wire or not but that is probably the cause a vibration wave ending abruptly at the terminal and flexing it back and forth till failure. an adel clamp would arrest the wave and should stop the flexing/fatigue/terminal failure, hopefully. you know thats one of the reasons I loved 880 and the J-Bar, and the manual hydraulic flaps. Electrical failure? Not a big deal in daytime VFR.

I always approach trimmed less than neutral and a bit towards nose down so if I did have to go its not so far to get trimmed for that. Also, something to remember, the trim doesn't bear the pressure because the entire empennage is moved so there is no pressure. No trim tab or no spring helping pull against the elevator one way or the other. The mooney trim works by adjusting the angle of incidence, the more neutral the empennage is trimmed the less drag is created by the tail. If this is the case, wouldn't there be a bit of drag/braking created by landing with the trim somewhere other than neutral? If the horizontal stab is slightly off from the direction of relative wind and the elevator is deflected to counter the HS seems like this would create more drag for landing. I also set rudder trim slightly off center towards the t/o position in the "O" so if I do have to go around the right rudder is gonna be a bit easier. Thoughts?????

From my very limited experience and from the statistics.......most Mooney accidents are landing incidents........(I read this somewhere) I'd say landing or the importance of proper energy management is a place that a mooney will see where you've messed up more than lots of other brands. None of the models will quit (stop flying) until the energy is used up. Force a Mooney down and the excess energy is converted into and dissipated as a porpoise. I had a seasoned (so I thought ) CFI with me just as a safety pilot and he wanted to land my old C model. Lowly 180hp manual gear Mooney.........scared the crap out of me and DEFINATELY humbled his butt. Nothing was harmed but his ego. I was surprised at how the long body Mooneys still float, I thought the extra weight would make them settle more quickly.......nope! Lol Read, learn and abide by the mooney law or you will get bit! Mooneys will not tolerate sloppy piloting as will other brands.

hmmm so Hank's Vne is 10 mph higher than 880's? Oh well. hmmmm now I just looked at a pic of a 201 I had looked at trading for and its ASI has the yellow arc starting a 200 mph and he Vne is 225 mph. The tail on it was 201HV 1977 year model. The "O" has a Vne of 195kias with the yellow (no orange at all) begining at 175kias. I wonder why all differences when they all have such similar airframes?

I am game, no doubt I've saved lots of $ from the knowledge of others shared here.

Ya made me do a double take....My ASI is green up to 150 yellow from 150 to 170 and orange from there to Vne @ 190 (mph)

yep

I had a discussion about this a few years ago with an engineer who was also a Mooney lover and he said he thought the smooth design was possibly a bit stronger because of internal stiffeners however they are a bit smaller. He also said one reason he thought the smooth was stronger was because of the size. I take this as being the opinion of an old engineer, key word being "opinion". I doubt seriously there is a huge difference in one design over the other, most vintage drivers I know frequent the yellow and orange arc region and how many inflight failures???? I'd bet the reason for the change is: manufacturing ease, and greater authority at slow speeds because of greater surface area, not because of strength. That is MY opinion. Seems like the more I learn about the Mooneys whether Vintage or later models its very clear they were way ahead of their time.

And pigeon toed !

Rueben Cogburn " I always go backwards when I'm backing up"

HEAVENS I did NOT put myself into a Mooneyless situation...... many have divorced and found another..... but a Good Mooney is not so easily found LMAO.... I traded for an O that needs a little TLC and I just hope 880 gets a deserving pilot who will baby her. I traded to the folks in Morristown, so if anyone were to be looking for a short body LOADED with mods and has ALL the paperwork and logbooks since day one this is your bird. Flight plan 147Kts and O-360 lyc simplicity. I know the old bird very well indeed it could be had for upper 40's maybe mid 40's. I worked for the last 5plus years getting everything in order, spent 1500$ last spring getting the Autopilot paperwork straightened out. I had all logbooks since the first flight test made in late 1964. Was and is a very nice simple/complex A/C, took several trips to the coast on less than 20 gal, leave on friday afternoon, get unpacked and beat the dinner crowds, Truly a time machine. Now I have an "O" that I will work with, yes it has damage history but I KNOW it. Thats the big thing with me not whether or not it has it but KNOWING it has it. Then you have to ask "Am I ok with the repairs?" Fortunately I live close enough to unexpectedly drop in frequently and see how thing were done. Knowledge is the key.

Well.....I traded my beloved in and it will be for sale very soon if anyone is interested in a 1965 C model I participated in all the annuals but one and know every nook and cranny. I cared for her since 2008. She's got almost every speed mod, looks like a 201, low time engine and prop. Has 430/SL30 and HSI 2 glide slopes, an stec60-2 and an engine monitor just too many mods and options to cover here. She has old damage history but was repaired 6 yr ago. If I wasn't married I would have kept her too but wife said ABSOLUTELY NOT.

I recently traded planes and I guess unless its brand new you take on new squawks and have to learn new things about the new systems. Well, I had some avionics work done (LOTS) and since I hadn't flown it too much before the avionics work I can't say the problem was there before or not. I needed to get some instruction in before insurance would cover me and I didn't get the instruction until after the radio work. So I get the plane back and when I go for a flight and arrive at the destination airport the landing gear circuit breaker is usually tipped seems it happens after the gear is extended for landing. . I had a mechanic look at the obvious, ( gear travel limit switches ) and they look fine. He/we checked those and also the preload all was within specs. SO........I guess I'll take it back to the radio shop and let them have it while I am out of town. A puzzling thing I've noticed is the flap cb was popped last time. I read somewhere about a low voltage could cause breaker problems so now I am wonder if it could be that. I tried the emergency extension system and it worked no problem while it was on jacks. This makes me think it has nothing to do with the gear or actuator. Btw I LOVE this new bird!

I am a chapter member of the CB club so I made my own cowl plugs from 2 inch foam insulation. The pink extruded polystyrene can be easily cut with a sharp knife and sanded to fit withnsand paper. Next, a little vinyl faux leather, I preferred red and covered the plugs with the red vinyl. It wasn't hard to sew them up. Be sure the foam is sized so that when covered with the vinyl they still fit proper.

Looks very nice I love the yokes! Just curious about something......how long is a "Finally" ? I just experienced a finally and drove me NUTS to have no wings.