cliffy

Please advise which of the "trim torque tubes" were changed. Are you referring to the two spring bungee tubes that attach to the elevator horns themselves? If so there are a couple different ones, they being s/n specific. Also their adjustment may seem confusing at first but actually its an easy adjustment. The take off trim indicator may be another matter as the early MMs don't specify how to set it. There is a way how ever.

Agreed but the twain don't always meet at the end of the runway! Just like Doctors- someone had to graduate at the bottom of the class! And the book was written in 1942 Somewhat prophetic maybe?

I GAINED 90 pounds of useful load when I reweighed it. Yes the figures were checked 3 times and the scales were checked twice and they were in calibration time limits.

Most of my flights involve turning off all the radios (Xponder excepted) and just looking out the window for 2 or 3 hours.

Good points made! We now have an entire cadre' of pilots flying swept wing aircraft, higher than any 707 ever went, and they have ZERO experience hand flying above FL270 because of RVSM rules. I don't care how good the sim is (I've got hundreds of hours instructing in them) it ain't the same as doing it for real. I used to make all my copilots hand fly up high(I was a Check Airman with new hires) to see how it really was. Now, if someone losses an A/P at altitude it's going to be a fun ride. In the A320 we went A/P on at 500'. Skills are being lost. Some never learn them (Asiana 777, SFO) Most big jets are still just airplanes with higher speed numbers and lager inertia forces. They will "slip" just like a Cub if done smoothly (757, 737, 727, etc) They will "dead stick" if their individual limitations are accounted for- 727, 737 dead stick real well at Ref+30 (enough energy for a nice flare and smooth touchdown). Never try it on a 757- you need about 10 degrees of pitch up to arrest the sink for a smooth landing, THAT'S RIGHT AT THE ANGLE YOU DRAG THE TAIL AT! No I never dragged the tail, just know not to do it.

As said "most" planes gain weight after years of paper W&Bs. Mine actually lost weight as there was a mistake on the original W&B from the factory never caught for 40 years. If one has no idea what the actual weights are one, really needs to have it weighed. What's more important than accurate W&B? Any FBO with maintenance facilities in your area will know of a W&B company. Many "travel" to the airplanes. All 135 airplanes need to be reweighted on a regular basis so even a small 135 outfit might know of someone to do it.

“One day the stars will be as familiar to each man as the landmarks, the curves, and the hills on the road that leads to his door, and one day this will be an airborne life. But by then men will have forgotten how to fly; they will be passengers on machines whose conductors are carefully promoted to a familiarity with labelled buttons, and in whose minds knowledge of the sky and the wind and the way of weather will be extraneous as passing fiction.” ― Beryl Markham, West with the Night

Just a few questions trying to help out What is your listed empty weight and CG position? WHat is your listed useful load? What was the actual weights and what seats were your pax in? Did you actually weigh the bags or just guess? (we all do that) Did you actually weigh your pax? (none of us do that but they all lie about it) A few pounds here a few pounds there and start to get into some real weight(especially when we get near max numbers). Have you doubled checked your fixed inputs for your W&B program? Are they correct? I had mine weighed and found an error on the original W&B from the factory no less! You will have a couple of items to check on your trim system. One will be the actual "throw" of the stabilizer from up to down The other will be the static setting of the elevator when set at the required stab position. You can find them both in the TCDS sheet for your airplane. By your screen name I'm going to presume you know how to do W&B What you describe is not normal

adsb antennas- some systems only require 1 antenna depends on which system you settle on airvents and placards- do they look bad? replace them if they do Someone actually smokes in flight? Don't see how the fire extinguisher wouldn't interfere with two bodies (even small ones) in the back seat Armrest with storage? Might be an idea Clean up and repaint the trim plastic is included in the interior job I presume? Might put in a new radio speaker in the overhead area for better sound

WOW Nice upgrades! Fly it and enjoy it!

I've got 800 hrs on Tempest massives with no issues. Annual next week and if no problem with the resistances is noted I will regap and reuse if center electrode is not worn too far. I'm a C so I don't go LOP.

Going from KVNY to KLGB or KSNA will allow you to cross over KLAX at 3500' SE bound VFR NO radio contact with LAX! Going into KSNA will let you mingle on final for the left runway with Boeings going for the right side. You both cross paths when clearing the runway to the east taxiways. Quite fun.

Speed control on short final and obstacles on final will be your controlling factors. I can always get stopped by 1500' in my D/C (2 pax, lighter fuel) at my home field at 4300 MSL (DA's 0f +6000') Can't get it off too well in 2000' at that that DA but I'm near gross at T/O most times. You at Sea Level shouldn't have a problem if your speed is under control. Remember, a go around can be the correct answer to the question- "can I do this?"

"West with the Night" One of the best books ever written. From the movie "Mad Mad World" - "What's a behind you no a count!"

Good job. Smart pilot!

I have no idea It just worked I'm a Luddite on computers

Has this been around before?

Jesse What you buy depends on what your typical flying mission will be. You normally buy for 80% of your trips. If 80% are less than 250-300 miles a C fits your bill perfectly. In 2 hrs in a C you might save 20-25 mins by going to something faster (and way more expensive both buy in and operating cost). Not all that much time, especially if you like flying. Lots of Cs out there. Take your time and pick a good one at a good price. I'm seeing good ones at prices I never thought I would see. NOTHING BEATS A GOOD PRE-PURCHASE INSPECTION BY SOMEONE WHO KNOWS MOONEYS! NOTHING! Determine what you are going to use it for ($100 hamburger runs or serious traveling 100+ hrs a year) and then start looking around and asking questions here. Buy one equipped the way you want it (for how you're going to operate it) and not a project in the making. You'll be lots of money ahead. They are out there. A "C" will let you get your feet wet in a/c ownership without breaking the bank. Find one with a GPS hooked to an autopilot for the most bang for the buck. It doesn't have to be a 430 or a glass panel to be very useful first airplane. Adding all that stuff later is way more expensive in the long run. Good luck hunting that's half the fun. Get a good "how to" book on buying airplanes. It's a learning experience. You can do a lot without going all over the country. Learn how to read log books and look at prospects on line to save time and money.

You've got: Windslow AZ with a good Mexican cafe Payson with great food and busy Deer Valley near PHX with food Jean NV with the casino next door Death Valley but only winter and early spring Apple Valley CA with a great restaurant Bishop CA I think has a restaurant Page AZ (my home field) with food 2 blocks away with transportation available Kingman AZ good small restaurant There could be more- Don't forget the big Mooney fly-in in June at Paso Robles CA KPRB Google "The Mooney Flyer" and sign up for the emagazine It's free! Read the back issues.

You mentioned an undated unsigned log entry about a missing 337. The 337 in itself would not make the prop legal to install unless it quoted some other "approval" to use. Have you tried contacting the prop manufacturer to see if they have an addendum of some sort to use that prop on your airframe? It might be a long shot but it might work. I am suspect of the unsigned log entry as it seems the swap was made and then someone found out that it couldn't be used and didn't want their name on it. Unfortunately it should have been caught on a pre-buy and at every annual since installation. Sorry for your issue here and I hope you can get it straightened out without too much worry. As was mentioned, you might be able to get enough for your prop to make the swap to a new one not too big a hit. Get it back in the air and enjoy flying it. 5 years from now all this won't mean squat to you.

With so much confusion about the ADS-B mandate I have found the best website for education on the subject. Disclaimer- I have no connection with the company!!!! Before anyone starts to worry or wonder about what to do I highly recommend they watch the short videos here: http://adsbuniversity.com/ads-b-university

These's an MSC down in the Phoenix area, about 45 mins away.

Man what a trip I hope you have a grand time.

When CAL got their 747s we had one flight from Honolulu to LAX with 1 passenger on board and he was a non-rev! We mechs ate good that night :-)

A friend just called and said that AA is hiring 600 in the next year.