cliffy

I believe it is a locking ring for the stud in the head. The stud is screwed in to a certain depth and the insert is slipped down on the stud and driven into a counter bored hole at the stud entrance to secure the stud from turning. The teeth on the stud engage the inner ring teeth and the outer ring teeth are driven into the aluminum head material. Obviously the outside nut was frozen to the threads and the mechanic applied Charles Atlas torque trying to break it free and succeeded in breaking free not the nut but the stud securing items. You may be faced with cylinder removal and head welding

A couple of real good threads reside in history here

Typically a sagging engine is due to old sagging engine mounts. The front of the lowers and the rear of the uppers. Shimming a sagging engine with old mounts is only masking the real problem. any speed run comparison needs to be done at the same density altitude and power to be valid.

1395 I agree 100% I stayed on it till I retired as there was no other option. Just didn't like it. Still don't :-)

I'm with bluevalley! 727 737 757 767 none of those limited my authority on the controls (and I could see what the right seater was doing with the controls). The only one that did was the POS Airbus. It's stability program also stinks. In smooth air it wallows down and ILS like a drunk sailor. I usually clicked it off and hand flew better that Auto. The right side can't tell what the left side is doing and vice versa! Even Sully agrees here! One has to go way back in history to figure out why the Airbus is the way it is. (those who forget history are bound to repeat it!) The initial Airbus design was for ab initio flight training by 3rd world countries for the state airline. They wanted and airplane that they could take a 300 or 400 hr wonder and put him in the right seat and the airplane would not let him do anything stupid like roll 90 degrees or pitch 35 degrees. That's how we got the POS Airbus! Normal law will not allow the airplane to stall. It goes to the "eyebrow" (a marker on the horizon in pitch) and it will go no further up to stall. Stall protection in NORMAL law on the a/c control system. In ALT law there is stall warning but no protection. That is what the Airbus over the Atlantic was in when they stalled it from 35000 feet all the way to the water. The wiz kid in the right seat flying couldn't realize that the airplane was stalled (IT CAN'T STALL EVEN WITH TH ESTICK ALL THE WAY BACK was the way he was taught!) and the left seater couldn't tell what the right seater was doing with his stick, NO FEEDBACK from side to side. The bottom level law was DIRECT law and what the stick did the airplane did. It's been a lot of years but that's how I remember it. I guess you can tel my feelings on the matter Rant over for now :-)

Did some more checking with AOPA Medical and was told that if you have CAT surgery and DO NOT use multifocal lens you only need to wait 30 days and have your Doc assure you that you are seeing 20/40 or better to go flying (self-certify). If you use multifocal you need the 90 days. Then you have to get the FAA eye form filled out for your NEXT physical and bring it in. Can anyone comment on this? Looks like they are saying you don't have to get a new physical before you can fly.

Usually sticks because of crud on the big square tube where it slides through the guide blocks. Clean and dry and you might use spray silicone that dries completely. My hand crank sits right where my left knee wants to be so I want to dump the crank up one and install a fixed type from a later Mooney.

Maybe I should start a new thread for this but it is eye related. 3rd class calls for 20/40 or better (all the others 20/20)corrected. Now, mention was made of cataract surgery. With that being so prevalent today with us "older" pilots, can someone chime in on what the process is? Is it like any other surgery in that once you recover you can continue flying until your next medical (self-certify) and then report it on your next medical? Most of the time, vision is 20/40 or better after that surgery.

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.