cliffy

AN standard bolts and nuts both conform to cad plating requirements if true AN quality

The original cad plated hardware lasted how long? You won't be alive when the new cad plated hardware goes bad again.

If you are having trouble in the last inch of travel up or down look to see if you are trying to crush thick carpet between the johnson rod and floor or the back of the nose wheel well. Also when putting gear down are you crushing the boot at the bottom of the johnson rod at the floor? I've seen that cause problems also. Also have a mechanic check to see if the springs at the top of the main gear that go out into the wings are in fact hooked up. Sometimes the rivets that hold the outer ends of the springs break and the spring can't help to raise the gear.

@47U Basically correct Do the Inspection ONLY Make a list of "unairworthy" items Make a list of items not affecting airworthiness Do no "repair" work on either list unless specifically authorized by owner before work is commenced "Servicing" the aircraft (oil and filter change, wheel bearings, lubrication are all authorized at commencement of Inspection. This gives the owner the opportunity to review, control and choose which items get fixed or not, Never just drop off the airplane and say "give me an annual and call me when it is done" That's just an open check book with no limits on the shop. The "Annual Inspection" is just that- an INSPECTION It doesn't necessarily require repairing any unairworthy items The Annual Inspection can be complete and signed off even though there are unairworthy items on the airplane. The "Annual Inspection" can be signed off (without repairing any items ) as completed and saying a list of unairworthy items has been given to the aircraft owner. It is then the aircraft owners responsibility to fix all the unairworthy items listed before flight with any A&P of their choosing if it goes this way. THE UNAIRWORTHY ITEMS ARE NEVER ENTERED INTO THE AIRCRAFT LOG BOOKS It all comes down to a contract with the shop on just how and when "repair" work will done and/or authorized so there are no huge $$$$$ surprises at the end of the process. Owners need to take control of their own airplanes and not give carte blanc to a repair shop.

Mike Bush has a very good article on how to set up an annual inspection with a shop and not get screwed with "extras" not needed I suggest you find it and read it. NEVER just drop it off a say "fix it"

In the 70s I was flying a Navajo and we were cracking spinners left and right. Talked to Piper and when they looked into it they said their fix was nylon washers under the screw heads. Once we added them we didn't crack another spinner. back then. We might have been the first to use then

My last check list item before touch down? As I cross the fence I check for green lights It works for Boeings to Mooneys "Crossing the fence check for green" Works every time

I remember I went down the rabbit hole on this exact subject a few years ago I found by reading the actual MIL spec (attached) that 193-2 hose (to MIL spec MIL-H- 5593) actually had to pass some hydrocarbon testing using hot MIL-5606 fluid. Its contained in section 4.4.3.7 attached below file:///C:/Users/72773/Downloads/MIL-H-5593C%20(1).pdf It shows as a non-secure download but it down loads OK on my computer when forced Just for a point of reference- maybe why Mooney used it Its an old MIL spec I do like the idea of upsizing to #3 hose though

Kind of what I was thinking from memory. From number crunching 19 pounds in the rear moves my CG aft 1.2 inches at gross weight.

Wish you could make the hyd hoses for my Rolls Royce :-) The colors would look cool at the car show :-) As you can tell I'm not a purist in the car world

Questions asked Questions answered Tribal knowledge says 40 pounds on the shelf As to the push/pull rods - that's way out in the future for engineering to look at BUT big thanks to Frank for getting back to me so quickly Great support response!!!! Thanks for the lead also !!

Could be

I'll give it a try BTW Some time back I asked the factory about a Letter of No Technical Objection to use the spring push rods on the nose gear of the manual gear Mooneys and they aid they'd talk about it and I never heard back I'll bring that up also. Thanks.

Do any of you remember what it took for Mooney to recertify the fuselage for "just" adding a second door and a composite "fairing" on the forward fuselage? It took so much time, effort (with the FAA oversite), and money that it killed the company Making changes to a "certified" aircraft is a very costly endeavor because its the FAA on the hook and not just the manufacturer. The wording is- FAA CERTIFIED They don't stick their neck out for anything or anyone. But of course Mooney also never did market well to their customers or come out with marketable ideas- they just spent money on losers- M22, M10, Porsche, MU-2, D model, and quite possibly the 2 door model But most abysmally, was their marketing to the flying public. All one had to do was go to OSH and visit the Cirrus booth and then go by the Mooney booth and it didn't take a rocket scientist to see which one knew how to sell airplanes - THE MAIN purpose of being in business. I personally saw them lose a brand new sale (right near the end) to an overseas customer who came all the way to OSH to give them money and no one at OSH, from the factory, would even talk to him. Don't get me wrong, I love my Mooney but one has to sit back and smell the roses.

How? I have never talked with him The brain trust around here hasn't ever seen the limits either? 60 years in the field and no one knows the limit number? As mentioned I've seen many different installations on those shelves but never gave thought to a weight limit before now.