cliffy

I too have all the info :-) Skeptical? It has been done.

Anyone know of a shop doing eddy current for prop hubs near Las Vegas / St George UT ? Asking for a friend as I have a 3 blade :-)

If the engine goes cold you won't have the time or the inclination to be fumbling with an iPad trying to find your speed Have one number in your head and just fly the airplane and look out the window. The ground will be there a lot quicker than you think right now.

YUP I use it also Worth every penny. Good mechanics buy good tools Its a mind set Start with a good base and you do good work. Start off sloppy or cheap and that's what you produce.

Mooney refers to "underbalance" as trailing edge heavy In the case of the J it shows in the manual 17.4 to 20.8 ounces at a point of 12.87 inches aft of the hinge line. BEAWARE THE WEIGHT AND THE DISTANCE VARY BY MODEL AND S/N ! Its very specific and detailed in the manual. AND its for PAINTED surfaces only. We have a 3.4 oz. spread or window for balance on this model. This is taken from the M20 Service and Maintenance manual Rev D 8/1/81

Just tossing this out to see what sticks- Primary Category instead of Standard Airworthiness Mentioned before as it has been done Shields up!

Please report back if you recheck the rudder balance and how it turned out.

If it feels spongy its got air in it Air can get in anywhere- pump, actuator even a slightly loose hose fitting If there is resistance on the up stroke the check valve could be blocked.

No but I might try one

Those zerks get pulled out when a too tight fitting is used on the grease gun and the mechanic just yanks the hose off with a little side motion. I use an adjustable tension fitting on my grease gun They are a press in and IIRC a deep 1/4" socket on an extension will help to set them with a small hammer Also they ae called "ZERK" fitting after their inventor Oscar Zerk who invented them in 1929

I had a conversation with Mooney engineering a few years ago about a patch to an elevator Their emphatic comment was? "We do not approve of any patches to flight controls." Finding a LEGAL way to patch it will be your hurdle. I once looked at that very rudder trim system and wondered how one would ever get the rudder into correct balance when installed. Having balanced a few Mooney rudders I'm still wondering, considering the big tab at the full aft end I don't think its possible. JMO Using a TM 55 as @sabrenech says above has interesting possibilities If it was me I'd just replace the rudder and be done with it. Better resale also! Buyers don't like patches

If you did your pump the last time maybe you need to reseal the flap actuator this time. It might be a good idea to replace the hose from the pump to the actuator also at this time as its as old as the airplane. It really a very simple system for any A&P

Its time to put it on jacks and not fly it until the problem is found.

Like for like part- Just check P/Ns and tracing back to the donor airframe (you have to have the tracing back to donor to qualify as an "approved part" for installation) Log book sign off only No different than a flap or elevator

Go to any salvage yard and get an F seat back Quickest easiest and probably lowest cost option Probably dozens available. Any upholstery supply shop has "foam and fabric" spray glue. Had to go back and reread your post to edit. Replacing the tubes with something else "may" present problems as they are not then "approved " parts. And since the head rest is an integral part of the lever arm of the seat back from top of head rest to hinge line in the advent of a crash- it "might" be an issue with your next annual IA to question if it was changed and by what approval.

Call me crazy but that is not the original throttle cable. And, it is far too gone for repair considering the consequences if it fails Two options: 1) McFarland and they will help with building a legal new one 2) Any number of aircraft salvage yards will have a workable unit but it will likely be an original type (not vernier) In reality one doesn't need a vernier type anyway as most flying is done at WOT on 4 banger Mooneys. A new one is a "cost of operation" in the aviation world.

We are basically one small ridgeline away from Mesquite, NV so we get a strong desert weather influence from the Las Vegas basin. 2900 MSL and as I write this it just stated the first snow in a year (very light). Quite pleased with the autopilot at this early time. Being a vanguard install some things needed to be figured out but overall for my needs (day, VFR ) it seems a perfect solution. Next week the weather will be better for my flying.

St George Maybe 2 inches a year and gone by noon :-)

Hasn't warmed up yet in fact 30 degrees this morning Brrrrrr! No cracks from the peanut gallery either. I live here to avoid the white crap!

Try a 1/4 - 20 bolt in it to see I think that is what it is. 1/4 National Coarse IIRC

I used to sell large industrial ultrasonic cleaners. Simple Green is a good soap to use (10% solution w/ water) Careful doing fiends jewelry- if its fake diamonds they may shatter. :-)

In reality if we did a study of airplanes at airports we'd probably find that the "active" fleet may only be 50 or 60% of the total registered fleet. With that in mind and extrapolating to only the MOONEY FLEET it brings the total number of airframes down to a point that it may not be advantageous for anyone to supply new parts or STC articles to such a diminished fleet size. As I've said before- we are seeing the September of our Mooneys an the sun will set on them. Just think, in 20 years the fleet will be pushing 80 years old. How many airframes will remain then?

Just did a tour of my airport outside tie down and half of the planes tied down are derelicts that will never fly again. Flat tires, cloudy windows, fabric hanging, etc.

Yup well known problem bleeding dual brakes. Our local shop spent 3 days on one last summer. I'll pass alone the good idea of blowing the shuttle over to them Thanks!

Here is a post from another site provided by permission by CST Flight Services (link at bottom if needed) For those thinking of flying outside the country and what to consider before you go- ( I have no connection with CST other than this article is very inciteful) I find it so distressing to see pilots get into trouble for things that were entirely preventable. The two biggest penalty case topics that we see pertain to travel documents and firearms. While many pilots rely on Dispatchers, ISP’s, 3’rd party Apps, spouses or “the lady back at the office”, it is the Pilot In Command (PIC) who will shoulder the bulk of the consequences. These consequences can range from significant fines and loss of Border Overflight Exemption and Global Entry privileges all the way to jail time. Remember, it is not just US laws that you need to worry about, foreign countries have their own laws that we need to abide by which can include their own APIS or pre-authorization requirements. Unfortunately, I don’t speak from theory, we keep seeing it happen and by the time the pilots come to us, there is not much we can do to help them. Submitting incorrect document information and the unauthorized carriage of firearms or ammunition on an international flight can be almost completely avoided at one single critical point in the flight, at the cabin door during boarding. Here are several common situations: • Carrying the wrong passport. This can be a spouse’s or child’s passport, a second passport, or an expired passport. If the passport that the traveler is carrying doesn’t match what was submitted in APIS, or matches the person presenting it on arrival, you have a violation on both sides of the border. • Updated passport. If a passenger replaces their passport and does not tell whoever presents APIS and/or the information in the 3’rd party App being used to submit APIS is not updated with the new passport information, incorrect data will be transmitted. • Forgotten passport. This can create serious issues on both sides of the border. • For private flights, there is little to remind/prevent a passenger or crew from unintentionally, or intentionally, bringing a firearm, or ammunition aboard the aircraft without the necessary authorizations. In many countries, the possession of ammunition alone can be just as serious as having a firearm and usually implies jail time. As a professional pilot, I urge all PIC’s to do the following three things: 1. Have a copy of the APIS manifest that was submitted and request that the rest of the crew and all of the passengers present their passports as they board the aircraft, and that the passport information is vetted against the manifest. This can identify most of the passport related issues listed above before the wheels leave the ground. 2. Ensure that you have the properly executed authorization forms or import forms if there are any unaccompanied minors or dogs on the flight. 3. Calmly brief all the passengers that the unauthorized carriage of ammunition and/or firearms could put them in jail for many years upon arriving at the foreign country. Ask them to please pause and think if they have ammunition or firearms in their bags, if their bags had been used in the past to transport ammunition or firearms or if there is any other possible way they could be knowingly, or unknowingly, carrying them. If there are any doubts, unload the bags and verify. If there ARE any weapons and/or ammunition being carried aboard, make sure that they exactly match the authorizations for not only the foreign country(s) but that you have a properly executed CBP form 4457 for returning those firearms back into the US. That includes the make, model, caliber and serial number of the weapons and the number of bullets or shells authorized. Remember that local laws at your intended airport of landing on your return to the US could also affect the legality of having that firearm on board the aircraft. While this is not an exhaustive list, it covers the most common issues that we see. Identifying and dealing with issues needs to be done before the wheels leave the ground, otherwise, the resolution options become very few and the consequences very great. Remember, as PIC you are legally responsible for any errors, or omissions, made by passengers, or dispatchers, which could seriously affect your job and your life. This not only applies to professional pilots but to owner-pilots as well. There are so many variables to contend with while planning and executing an international flight that it is very easy to overlook these issues until it is too late. We strongly recommend maintaining clear and consistent communication with passengers throughout the entire trip planning and execution process. From the initial planning stage, ensure that they are informed about all entry requirements for both the USA and their international destination(s). Providing clear guidance early on not only helps passengers prepare but also ensures there’s enough time to secure any necessary permits, preventing last-minute issues and delays. Clear communication keeps operations running efficiently and ensures a smoother experience for everyone. _________________ Rick Gardner http://www.cstflightservices.com