cliffy

Thanks I'll follow that lead.

How long has it been since the wheel cylinders were apart and cleaned, new orings and bled? How old are your brake discs? Do the wheel cylinders slide easily on the slider pins in the mount? Hopefully the answer to these questions will fix your problem You should be able to lock them up.

For got to add- I use the elevator to go from floor 1 to floor 15 also :-)

Just thinking out loud- I don't think any airplane will run out of up or down trim if it is within prescribed CG limits for loading AND ALL other trim settings are correcrt. There have been several comments here about running out of trim both ways and its my contention that something other is going on. Maybe the bungees have been replaced with the wrong P/Ns. Maybe the zero spring setting on the bungees is set wrong. Maybe the elevator throws are incorrect. Maybe the Stabilizer settings are wrong. There have been Mooneys that have run right off the end of the runway on take off with the trim set wrong. Just one short story on bad trim settings. I was departing KTOA in the LAX area early one morning in a Navajo with 6 paxs and me (well with in CG limits and weight limits). Wx was 100' over and 3 miles (usuall June conditions). Just as I went IMC at @150' agl the airplane made a snap in pitch to about 30+ degrees above the horizon. It took almost full down elevator to regain control. At about 600' I went VMC on top. I found that when I could get full down elevator trim cranked in I could remain in control only to about 140 kts indicated. Any faster and I was climbing. WhenI got to my landing spot not too far away a partial flap landing was made. In looking to see what happened, I found that the elevator down force spring (similar to the "extention spring" in some Mooneys) had failed and caused the pitch up. The point being that I ran out of down trim but it was caused by a failure. It could also be caused by a miss rigged trim in a Mooney. There are many "tricks" used to comply with regulations on required pitch force and ultimate stick force. Bob weights on some Mooneys and Pipers, Servo tabs on others and our spring bungees. A full understanding of our beloved vintage Mooneys pitch system may well be worthwhile when it can be full explained. We might learn something and a few may find the issues they are facing resolved. I would very much like to know how to contact the person mentioned in an earlier posting here that supposedly was a test/engineer for Mooney and now has something to do with MAPA (?) - can anyone give me a lead? Thanks.

I am REALLY curious and somehow hope to find out the history of all this. I really want to understand the aerodynamics of the entire situation. WHY??

BTW "throught the fence" options are now frozen per FAA at any airport not grandfathered in that recieves FAA funds. Can't be done unless truely a private unfunded airport.

If you're confused about ADSB here's a link to the best expination on the net (I have no connection with them) http://adsbuniversity.com/ads-b-university

You will also need to learn how to file with eAPIS for the border crossing. If you don't know about it AOPA has a great tutorial on their on theirwebsite. It can be done VFR. Don't even think of doing it if you don't know eAPIS. You will need to check out of Mexico at a POE and stop of course at the first USA POE crossing NB.

Had a Baron taxi in the ramp a couple of days ago with a wig-wag ligth system on the cowls. Even in broad daylight it was BRIGHT! He was in and out real quick so I couldn't find out what he was using but if I can I'd be in line for that system if I had 2 landing lights MAN it was bright. What a way to be seen.

What are you being told or what have you learned about ADSB implimentation in Canada? From all I have read, it is only used over remote areas of Hudson Bay above FL290 with no plans to expand it in the foreseeable future. Is there something new or different than my info from 6 months ago? Thanks!

The selector tool might be alittle too braod in scope for those of us with light GA aircraft. When "out of the USA including Canada" is selected it shows 1090 ES required. As far as I have been able to learn (and if I'm wrong please chime in with specific reference) if we go only to Mexico or Canada it won't be an issue. Mexico has nothing in the works at this time and Canada only has it for large aircraft at high altitude over Hudson Bay with no plans right now to change that. The USA is the only country that will use UATs so if you go that route and don't need above 18,000' (1090req'd) you'd still be able to go to Canada and Mexico for the foreseeable future. JMO from lots of reading. Again please add references if this is wrong as I can't find anything in conflict with the above..

When one looks at the TCDS sheets for the M20C we find this: S/N up to 690001 With stabilizer set at 3½° negative setting to the thrust line, adjust trim assist unit (740044) for elevator up angle of 19° ± ½° at the zero spring travel position. S/N above 69001 With stabilizer set at 3½negative setting to the thrust line,adjust trim assist bungees (740188) for elevator position of 10° ± 1at the zero spring travel position of the bungees. The only difference is the P/N of the bungee. In addition, the elevator travels are different. For the earlier S/Ns it is 24 up and 10 down, for the later ones it is 22 and 22. I want to find out the aerodynamic reasons for the change. Haven't found it yet and Bill Wheat didn't have an answer either. Al Mooney is far to under ground to ask him :-)

When you're retired (like me :-) every day is Saturday! Where do I fly to today? Why wait to the weekend?

I have the Lisle tool also plus many others that I have either purchased or made over the years. The 3 valve engine is also known for trashing plug coils and I think it is correct to say that the high plug resistance from large gaps at 100k may contribute to it. Hmmm- just like trashing mags from high resistance-I think someone mentioned that? :-) :-) While 100k is a nice goal for marketing, I'm going back in at 60,000 the next time to avoid the problems. I did mine according to the TSB from Ford (that is doing it cold ) Lots of PB and soaking overnight. Also ran some *fuel additive* for 2 tank fulls before the change which I feel helped as the plugs were very clean when they came out.

Geeezz! All I did was ask a simple question. Maybe I'll enter the fray with some personal observations. Here's my take after 50+ years as a mechanic both auto and airplane. Take it for what it's worth. Frequent oil changes do more for and are the engines best insurance policy than anything else you can do. I don't even like the auto 5,000 mile intervals. I do it at 3,000 with filter. I do airplanes at no more than 50 hrs with filter. Some additives have a use in certain conditions. Many auto makers use injector cleaning chemicals not found in the fuel itself if injectors get clogged. Same can said for cleaning around spark plugs with a fuel additive on Ford 3 valve engines BEFORE changing plugs at 100,000 miles!. It helps! I just did one and I only lost 1 plug. If you're familiar you know what I'm talking about. Clattering lifters can, at times, be helped with an oil additive ( a solvent type base, MMO). It does work. Some times not. Water added to the intake while running will clean out combustion chanbers and get rid of lots of built up carbon. When water injection was discovered (back at the beginning of WWII) while developing the P&W R2800 engine. It is used to cool the induction air after compression by the internal blower to draw more HP from the engine.They noticed as an after effect that the cylinder's combustion chambers were clean as a whistle when it was used. I used this on cars, mostly years ago, before newer formulations of gasoline. I used it in Mexico on pinging engines when carbon hot spots caused those issues. It's actually a chemical process between the carbon and the water and not a physical action. Some car makers specify slip modifiers for trannies and posi rearends. Can't remember which ones right now as I haven't done it in a while. STP? I used it decades ago in air cooled engines (VWs) always thought it helped but have no empirical data to prove it. I did however run VW engines 100,000 miles while flogging them at full throttle (max MP and 72 MPH on the freeway) without any internal issues. Not counting swallowing a valve that was known to let go at around the 100K mark. Not oil related. JMO

Forgot to add I want to understand what the difference is between the 2 P/Ns that allows less elevator up for the same elevator effort in pitch and why it was changed. Still digging.

The bungees have nothing to do with the rudder. They are connected only to the elevators. According to Bill Wheat (he told me personally last year) they were used by AL Mooney to get the proper amount of elevator force required while using tail surfaces about 25% or 30% smaller than what would normally have been required, All in an effort to reduce drag and gain speed.

Just thought of something else you can't change ownership and fly the airplane back on a temperary pink slip. Can't go international until you receive the actual registration from the FAA and then you have Customs to deal with, same airplane different owner than who went out of country with it. My suggestion on making absolutely sure a Customs dog won't indicate on the plane when it crosses the border still prevails. I know how they used to load up our Boeings when we went out of the country. Every little panel had to be checked before departure. I know of one 727 caught in DCwith the underside of the baggage pit floors loaded with coke.

Would the owner fly back to the USA in the airplane if you bought it? Might be better to transfer ownership at first USA airport! Might also be cabatage rules to get around. The listed crew and pax going down won't be coming back so you would need to check to make sure you don't get nailed on that one.

Anyone know the difference between the 2 bungees used in early Mooneys? Seems one p/n allows the use of 19 degrees up elevator at 3 1/2 degrees negative stab and the other allows 10 degrees at the same setting and same basic short body. Have been searching and haven't come up with anything yet. Why the change? Stronger compression springs on one? More speed?

For me "social media" is Facebook, Twitter, etc. I'm not smart enough to own a smart phone. Besides, I can't read the small screens on them anyway :-)

As with others here, use a lot of caution on this airplane. A US registered airplane in Mexico? Why is it in Mexico? Is it impounded by the government there? When was it in the USA the last time? How long has it been sitting A fresh annual doesn't mean its been flown regularly. Where was the annual done? Mexico? You might check with Customs as if you bring it back to the USA , YOU wouldn't be the pilot that flew it out of the USA. That might be a problem to overcome. Could you be bringing back "something" you don't even know is on board? Something a Customs dog might find? Really, for a first time buyer, there are better options than an "out of country" airplane, no matter what the price. Would you buy a US registered car in Mexico and bring it back? This is all assuming that you are a USA pilot. Are you?

A very fit cowboy is sitting at the bar and a wide heifer, er cowgirl walks up to him and says, "Hey good lookin can I have your phone number"? He says "Do you have a pen/" She says, " Ssure!" He says, "Well, you'd better get back in it before the farmer sees you're gone." He's still in traction at the hospital.

I really was interested in the member's thoughts. STP hasn't been discussed as far as I know It did liven things up around here. And there are some here with fantastic backgrounds with opinions that can be backed up. I enjoy hearing both sides of opinions. There is always something that can be learned in these discussions. daver328- :-) TV is usually boring to me and I don't do social media for the same reasons.

There are many experimental builders who build fantastic high quality airplanes. There are also those who don't come up to that standard. I've always said-"some Doctor graduated at the bottom of his class, is he the one you are going to?" As an A&P I've seen lots of sub-standard work by both owners AND other A&Ps. Being 'licensed" is not a guarantee of quality work. That aside, GA is going downhill and if something doesn't change its going Bye Bye in the future. There are only so many out there who can afford to go buy an $500,000 airplane. Why couldn't we have something like a "student mechanic" license, like a student pilot where every move is OK'd by an A&P. Sort of a mentor program. Say by the end of a couple of years he could get signed off for non-scheduled items and could do the annual with IA oversight. Pilot/owners can already do many items under Preventive Maintenance, why not most items if taught how, Even a licensed A&Ps can't do items they haven't been trained on. Secondly, I can see keeping standards as is for certified aircraft for the structure of the airplane (unless one wanted to move to experimental forever, which I can also see as an option). BUT, there is no reason in the world why non-certified electronics couldn't be owner installed, looked at by a license holder and labeled in the cockpit "This aircraft uses non-approved electronics". Much like the "Experimental" tag on all those airplanes. The experimental electronics market is mature enough to handle this as below standard avionics would be weeded out real quick in a knowledgeable market place.