cliffy

Nice! Very nice!

Just a question, Are you trying to keep your RPM down while on the ground? It helps a lot to keep the dings down. All so by opening the throttle slowly on T/O helps also. But you may already know this.

Old Saying- "If it ain't Boeing, I ain't going!" Nuf said re: Airbus! There has never been a passenger injured in a Boeing that landed with no or partial gear down. It ain't a big deal. Does make a lot of noise though. 787 not included.That's a whole different ball game and the jury is still out. .

I posted the following on another thread about Mooney elevators. Maybe it will help here. Any Mooney with spring bungees on the elevator is rigged to a certain amount of UP elevator at a specified stabilizer setting. You can read what it is by model on the TCDS sheet. The actual angle observed, at rest, will vary with whatever stab (elevator trim setting) setting the airplane landed or parked with. Per Bill Wheat (when I asked him last summer), Al Mooney used bungees to help provide the correct amount of elevator force required by design specs while keeping the tail surfaces as small as possible to reduce drag. He said they allowed him to use surfaces 25% or more smaller than similar airplanes and still have the require control authority. Later models did away with the bungees.

Let's see, I make the change and gain 5 kts!!!!!!! :-) :-) Right?

Any Mooney with spring bungees on the elevator is rigged to a certain amount of UP elevator at a specified stabilizer setting. You can read what it is by model on the TCDS sheet. The actual angle observed, at rest, will vary with whatever stab (elevator trim setting) setting the airplane landed or parked with. Per Bill Wheat (when I asked him last summer), Al Mooney used bungees to help provide the correct amount of elevator force required by design specs while keeping the tail surfaces as small as possible to reduce drag. He said they allowed him to use surfaces 25% or more smaller than similar airplanes and still have the require control authority. Later models did away with the bungees.

Low fuel prices now? NAW! I used to sell surplus JP-4 for 10 cents a gallon to LearJets and complained when 100/130 went to 60 cents a gallon!

What Bill said Just talk to your A&P first Shouldn't be a problem. Be sure to leak check it before you close it up.

My how times have changed- when I did my Commercial check ride in 1964 I spent 45 mins with the retired head of the local FAA GADO doing spins in my Cessna 140. No problems, no insurance, no issues. Did full stalls while climbing and turning with 30 degree banks also. My, my, how times have changed.

My side view mirrors work good just like when towing my trailer :-) Couldn't get to the airport today maybe tomorrow.

I'll see if I can get a photo today It works great!

midlifeflyer- Thanks for bringing me up to date Makes sense. As I said, I didn't remember more than what I said.

Just posted a way to stop cold air from the baggage area with a foam plug between the rear seat and the headliner. Works great!

Found a way to stay lots warmer in my short body D. Have always had cold air coming from the baggage area forward to the front. Great in the summer but in the winter a different story. Made a paper pattern of the area between the top of the rear seat (bench type) and the ceiling radius. Then I cut a 4" thick foam pad to about 1" bigger all around than the pattern. By carefully pushing into the back seat area it stays in place by itself. What a big difference. Now the cabin heater keeps us warm. Much better than before. No more draft from the back.

How much of the USA debt payments to China (who is buying our huge debt) is paying for all this growth in Chine-Mooney included?

I read somewhere a couple of years ago (don't know if it is still valid) that the FAA frowned on LLCs as the purpose of it was to "provide transportation" and the LLC was not a 135 carrier. Someone may know more about this here. Seems there was mention of an FAA legal interpretation on it.

A thought just came to mind as I was reading this- Why not just have a requirement to have a cabin placard stating something like "Non-certified equipment installed in this aircraft" just like "experimental" in those aircraft. Has this ever been tossed at the FAA? As stated above- under 6000 lbs gross limitation.

With realistic MTBF numbers, maybe on the factor of 60 min ETOPS ops, this would be more than ample to have as part of a rewrite of certification standards. To restrict this (and the autopilot) to experimental aircraft only is a crime.

If you are going tor your medical just remember- D E F P O T E C is the 20/20 line. Just make it seem slightly difficult when you recite it! ;-) :-)

Liability comes in many forms one of which is complaints to Congress and public embarrassment in the news. Bureaucratic heads have rolled with such lately but I do agree that by changing the qualification regime to use some of the new stuff would be just as safe if not more so than the system we have now.

Forgot to add DaV8or I've got some JFK stories in 727s that you would love :-) Sorry don't want to hijack this thread

You won't get certification easing until you get no liability for the FAA. It will never happen as long as they can be sued for allowing it. Someone will always blame the FAA for allowing you to use non-certified equipment even if you drive into a mountain in clear weather.

Think back to where Al Mooney built airplanes in the 50s- the hill country of Texas, not exactly the airplane manpower mecca of post war LA or Seattle. Welding steel tube was easy compared to getting castings and forgings done in the back country of Texas then. Also it's fairly light weight compared. Think about push pull rods and one big arm to put it up and down compared to Beech's electric system even back then.

Someone put a lot of effort into this site Best one I have found yet. Still reading it http://www.angelflightmidatlantic.org/wp-content/uploads/ADS-B_presentation.pdf

You don't show it but do you have the elevator servos and hookup brackets for the alt hold also?