carusoam

I sent Hilton Goldstein an email... He's a fine guy, but it looks like he may be too busy for the direct contact now. He's probably too busy trying to get this issue worked out. Best regards, -a-

The black state lines blend in with the victor airways... -a-

Seth, What would restore the prop to spinning again, if you decide to push in the blue knob and start the engine rotation. Does it work? The oil pressure going to zero, feathers the prop, as apposed to most other Mooneys, the prop goes to most flat pitch. Would it require turning the key to rotate the prop, build some oil pressure and re-flatten the pitch? Or did I way over think your ship's inverse relationship? I like the missile's glide ratio. Best regards, -a-

The 1974 POH for the M20C includes a chart for calibrated air speeds at three different flap positions and gives an expected error range for AS indicators. Section 6-6 in the performance section. The '74 POH was recommended to me by Bill Wheat at the factory in 2000 when I purchased my ’65C. It was the most complete POH for the C Model available. It's pages are durable white plastic sheets and only half as thick as the more modern POH for my 90's O1. The '65C 'POH' was an owners manual or booklet and was missing most information. Of course, Use caution when assuming a manual will be appropriate to your model and year of production. We've covered this topic in other areas such as POHs for the J with different MGTOWs... As usual YMMV... Best regards, -a-

What is in the top of the wheel well? I think I recall seeing some material up there to act as a brake? This is experience from my M20C. Could be faulty memory. Best regards, -a-

That's an interesting lesson from sky-tec... Best regards, -a-

I think the track up feature may not work for older iPads. They are like Cessnas..... Too sloooowwwwww to handle the extra calculations. Best regards, -a-

http://www.ssa.org/ The link above didn't work, but a note showed this link above. http://www.ssa.org/FAST.asp. Offers $99 for .5 hrs classroom and .5 hrs of flying Best regards, -a-

I went to see the usual photos and their titles were cycling through, but nothing but a white background was there. Best regards, -a-

Typing in the 4 digit code would be nice. Dialing in the code on four different knobs is painful in comparison. A readout of the altitude encoder is a nice touch. Best regards, -a-

Midlife, I must be misunderstanding your question then... Are you asking.. Why is there a difference in performance charts between both Js, at identical weights and HP? That's an interesting question then. High performance take-offs are another issue. Everything working as the POH requires, including the pilot. Best regards, -a-

Find the thead titled something like over gross... It is a recent discussion on the same or related topic. The airplane requires a few things to be able to handle higher weights physically and legally. (1) wing/lift capability. (2) structure strength. (3) power. (4) STCs. As the weight goes up, it's performance lessens. The POH of the older plane does not automaticaly apply to the newer plane. Mooney seems to have indicated that by leaving out some capability while they increased the MGTOW. the J has a lot of capability when comparing to a lessor powered Cessna. But it runs out of the power that is required to carry desired extra weight. Fully loaded and short runways do not go together. Mooney demonstrated it with the J, and again, with the Eagle and Ovation. And again with the O3 and Screamin' Eagle. Without additional HP, runways get shorter and climb performance becomes dismal, trees get gigantic... So operating at MGTOW at long runways (5,000’)with short trees is one thing, but short runways (2,000') and tall trees is significantly different. The changes from one J to the newer one didn't increase the HP. For that, you can consider a Missle mod. Mooney didn't accidentally leave out some important information, they left out the important performance. But they do leave it to you to operate wisely. There is no substitute for cubic inches - Don Garlits? Take-off is a drag race. You and your machine against the laws of physics. Get Don Garlits in your corner. I like to operate with excess runway. If I'm not off the ground at the halfway point, I have time to stop and figure out what went awry. 85kias with trees in the windshield is an uncomfortable fealing... This is solely my opinion and not a recommendation. YMMV. Best regards, -a-

Interesting and informative first post! Welcome aboard CPF! Best regards, -a-

Well said, George. AOPA has helped me retain my Medical, for a relatively small amount. Especially compared to the other medical bills that went with that! Mr. Fuller has done a more than adequate job leading the organization during very trying times. I hope the new person in the office has the experience and energy to carry the post. Are you still in Japan? Best regards, -a-

Check the dog house for missing parts and leaks. M20Cs have the ability of generating near 500F CHTs according to the single CHT probe. It's not good to operate there, but was acceptable back in the day... According to the '74 POH. There is a green range up to 450F and a red line at 500F. Operating at high CHTs will wear out the cylinders at a higher than normal rate. Acceptable to the FAA, But expensive to new owners... Best regards, -a-

There is a relationship between distraction avoidance and the use of checklists.....and flat out forgetting as well... Best regards, -a-

There is a relationship between distractions and the use of checklists..... Best regards, -a-

The brain does many wondrous things... (1) But it has the ability to be "distracted". More, as we are busy, multi-tasking, or get tired. The gear switch is in a nice visible location in the shape of a giant wheel and will not be confused as being the flaps switch. Even if it were operated in reverse direction. (2) The gear switch gets used inappropriately by the brain being distracted. The brain gets a few chances to get it right or correct the mistake in time. This is called "self monitoring". Unfortunately self monitoring gets pushed to the back of the priority list while we are multi-tasking. As Cruiser pointed out, there isn't much time for self monitoring to avoid or fix things in this situation. (3) My third favorite tool is called "verbal mediation". The tool we use when we are flying with our CFI. Saying out loud, what we are about to do, before doing it. This gives the brain another chance to self monitor an action before it becomes an action. I have the opportunity to work with neuroscientists, brain injury patients, tired people and pilots. It's my newest job. The one tool they all use to avoid this situation is the checklist (written or memorized). Our lists just got improved to always include what not to touch, and to recognize when the self monitoring function has been tossed into the back seat. I'm glad the O.P. shared this situation. "Distraction" is what the neuroscientist called it. He has a pHD and a least a decade of experience. But "Brain Fart" may help the rest us rember it better! It's the science of using a checklist. it's not a weakness. Remind the teens to put the phone down while driving.... it's the same theory. The brain is a wonderful tool, but it has it's limitations. Thanks 1026F! Good luck getting your Mooney back on it's feet. Best regards, -a-

'65 and older had cable driven cowl flap adjustments.... -a-

Write the LF instructions out first. It's easy when you put it in your own shortened words. Practice will help identify how quickly or slowly you may need to lean. Best regards, -a-

Aaron, You're not going about it the right way. Sorry to see you go before understanding what has been brought to you by some very knowledgable people. Best regards, -a-

Gary, Check your privacy settings...? All of your carriage returns have disappeared. To put them back automatically, edit and save your post. No additional work required... Privacy settings on the iPad keeps your kids from finding out what you have been searching the web for. The side effect is missing carriage returns in MooneySpace.... Best regards, -a-

Look for Craig's panel pictures for Aspen and JPI locations... No vacuum equipment there. Best regards, -a-

Ahhh, the old hydraulic lubrication approximation? The oil boundary later would smell of being burnt as well. If your oil is dark and discolored and smells fowl, this would be an indication of overheating. I would expect that if the CHT went unusually high like that, you would also get an equally strange result in EGT as well. If the EGT was indicating normally, then the CHT is most likely a false indication. The value of a JPI becomes evident on days like this. When you say CHTs did he have more than one? Cowl flaps for a C: more open = more cooling. It's winter out, in cruise, temps should be lowish. If not, open the cowl flaps. If that doesn't work, land promptly. There is a red line on the C's cht gage, probably lower than 600F, right? Sounds like something isn't right. It's old machinery that has recently changed hands. Could be instrumentation. Could be engine. Trying to be helpful. Best regards, -a-

The JPI 900 series can be mounted flush. It looks nice on one of our members photo collections....it can also be used as primary engine instrumentation. Data download from the front using a memory stick is convenient. I believe, installing the newer Gem in place of the older version may have a small challenge, the new instrument "can" is shorter and several wires may come up short during installation. Otherwise all are good, more data is better, To install all functions EGT, cht, ff, fuel level, oat, can be expensive. That's what I got from my research. Makes the JPI 830, a good functional upgrade to my JPI700... Best regards, -a-