cliffy

Plain old house floor wax works well on the control shafts. Wipe it on. let it dry for a minute and polish it off. The big yellow cans that Johnson made are no longer available. When lubing any of the rod ends be sure to see if the move and rotate a little and are not frozen to the ball itself.

JMO- The right gear failed at the wing spar trunnion due to hard landing- The right spar failed due to damage from the gear failure and contact with the ground The rest is lucky history for those involved Airports wouldn't normally "close" for the kind of weather shown here. Challenging but not unheard of. Observations of no flare probably correct. 1100 FPM is a valid data point. We don't know at this time if the proper airspeed was calculated (ref + ?) or if it was maintained throughout the approach. We don't know if the bottom fell out right at the end , or if the controls were activated to counter that fall out, or if the throttles were pushed up at the end to gain speed. All of this will be on the data recorder. Pilot inputs at the end will play a big part in the causal determination. Mechanical compromise due to corrosion in the gear mount will be looked at. As will pilot's history and competency. Just my postulation- for most of the commercial aviation history we were effectively "skimming the cream" off of the pilot pool barrel. Now for a generation or two we have been digging deeper into that barrel, at times scrapping the bottom of the barrel, to fill the pipe line. The deeper you go the closer you get to the competency line. Even when I was flying 121 years ago you always had 1 or 2% of the pilot pool at any airline that really needed to be doing something else but flying as is evidenced by many of the historical accidents we have all read about over the last 50 years. Chief Pilots always spent 90% of their time on 10% of their pilots. Its just a fact of life. NOT EVERYONE IS CUT OUT TO BE A PILOT- even if they can get through the training. The deeper you go into the pilot pool barrel the more chance you will have of pulling out a dead fish. I'd really like to see a chart of the number of jet rated pilots, year by year, over the last 50 years. And the same chart with numbers of ATPs. When the numbers were low you could pick and choose (mostly military pilot pool to draw from). Now with the high numbers needed? ALL the training in the world can't replace experience! (Used to be that one sat side saddle for 2-5 years then right seat for another 3-6 and then you got the left seat. Now there are lots of 90 day wonders in comparison. We now have many who have never hand flown a sweep wing at high altitude (due to RVSM). The sim just don't cut it for this. I used to make all my copilots on IOE hand fly at altitude to get a feel for it. One refused - he didn't make it through IOE. Again JMO from 60 years in the business. Shields are up.

@Martin S. Can you clarify just what is required in Germany as far as compliance with Service Bulletins issued? Are you required to accomplish every SB issued or are they optional in some way? I've found Slick mags to be just as reliable as Bendix when the 500 hr INSPECTIONS are completed. An OVERHAUL is not required each 500 hrs BUT if you send your mag in to someone it must be delineated that you want a 500 hr INSPECTION AND REPAIR (IRAN) and not an OVERHAUL (If the shop will do just a 500 hr Inspection) Neglect of the mags is the #1 reason many have "issues" with either mag system. I've seen airplanes with mags untouched for 1000 hrs. and more. I never had mags issues even with dual mags as long as the Inspections were completed. I did dual mag 500 hr IRANs on my hangar bench when I was running a Navajo. In fact Bendix even put out a very well done color chart/poster delineating exactly how to do a mag service, with detailed pictures. Wish I still had the chart. It ain't rocket science.

Some politician has a desk drawer open for "donations" just like the Commandant at Mexicali did when I went through there 50 years ago. Transit was always easy if a "donation to the children" was made to his open drawer (conveniently showing $10 and $20 US dollar bills in the drawer) as you stood next to his desk with your papers in hand. ALL the Baja airport s were open then :-)

Need more info as to what you are looking for Just bearings for the crank and rods? Engine model complete and S/N Has the crank been ground to undersize and what size?

Yes you can change the mains by jacking the airplane and lowering it on to the new pucks You may need someone to lay on the wing tip (with the wheel on the ground) to help get just that last bit of squish to get the cross bolt in. Just be sure you assemble it correctly

Don't forget the connections on the circuit breakers also can be loose. Someone a while back was chasing an alternator problem and showed how they checked voltage drop at every connection and just how much was lost due to high resistance/age in all the electrical connections Most of the Mooney fleet has circuit breakers and connections that have 50 years of age on them without ever being taken apart and cleaned. On another note- circuit breaker manufactures recommend cycling C/Bs occasionally. How many are out there that haven't been cycled in 50 years?

@takair That is correct. It will follow LPV GPSS maneuvering but it has an altitude restriction of 700 AGL so no "coupled" LPVs down to minimums. Disconnect and hand fly from 700 AGL Its feed is strictly GPS so no VOR or ILS approaches are possible except one can us the "track" heading to fly a VOR/ILS down to 700 AGL. One could also us the altitude mode and manual descent control and capture down to 700 AGL- Might be easier just to hand fly those AND I will say (again)- If you can't fly an ILS you shouldn't be flying IFR. IF your flying entails LOTS of IMC down to mins or near mins spend the money and go Garmin If you are a VFR mostly pilot and your IMC is an occasional climb out or let down to 500 or more ceilings then the AeroCruze 100 will do just fine for you. If you are strictly a VFR pilot then the AeroCruze 100 is the PERFECT answer for a "cheap" autopilot for VFR flying. Its biggest feature for the VFR only pilot is the "One button push" to straight and level flight. As long as the A/P has power (whether or not it is in use) it will connect up and go straight and level with a one button push on the BLUE button panel mounted. This is the best safety feature that any VFR pilot can have and the FAA drags their feet in bureaucratic red tape and CYA in the approval of this safety device. They've been doing it for years and people die because of it.

They were placed and re-placed after factory test flights to perfect stall performance Each airplane was tested individually.

As I'm sure you are aware- placement is critical to stall performance of the airplane. Unfortunately I've seen a couple of instances over the years where the stall strips have been removed from Mooneys and never replaced.

Borescope it to see if there is any wear in the cylinder

Not trying to disparage you in anyway. You are probably in the top 3 Money instructors in the country in my mind. The comment wasn't meant to be pointed at you specifically. Only trying in jest to make a point about landing speeds. I can short field mine all day long inside 1200 feet but do have to lay on the brakes to do it (about 2700 hrs in this Mooney). My mentor was in the right seat of a Navajo saying what I quoted when I took over the job many years ago. I taught the same even in Boeings. I dont know what kind of runways you use (short-long) but here in SGU (3000' alt and hot) I can land and have to add power to make the mid field turn off (@4600') but in a D model. Even in my Twin Comanche I had to add power to make the mid turn off. and that was 70 over the fence also. We sit and watch landings by our hangars here and 3 out of 4 Mooneys are 80+ over the numbers and PIO down the runway for 2000 feet. It happens every day as do the Cirrus drivers. Same problem different airframe.

If you haven't removed a suction filter before here is the secret- It is in 2 pieces, the cap and the screen tube You can't get the entire thing to come out or go in together in 1 piece Remove the cap from the tube and then the tube will have room to come out of its hole. Make sure you check this screen Now the hard part is to resafety wire the cap When you go to remove it- CUT THE WIRE OFF ------DON'T TRY TO TWIST IT TO BREAK IT All you will do is pull the hole out on the crankcase instead of breaking the safety wire.

I've got an easier way than all that- Its called DAY VFR ONLY ! :-) After 60+ years doing all the 200 & 1/2 I care to do I'm now enjoying 1500 AGL day VFR trips all over the country. Try it, you"ll like it.

Some are good enough to tell you what bearing is failing but that's mostly for turbine equipment. Again just follow the Lycoming guidance

Happened to a Citation at KVNY many years ago. They made a smoking hole returning just because of a nose locker door. We need more open cockpit training before solo! :-)

Every 70 hrs? You're landing too fast and stay off of the brakes!!!!! (as I can hear my mentor saying even today 60 years later :-) As Jimmy says- " What could possibly go wrong?" :-) :-) Unused/low use airplanes suffer the exact same fate as low/unused Rolls Royces - exactly the same fates. Everyone wants that museum quality garage find airplane (Rolls Royce) with low time for a bargain price but they usually find the first annual makes up for the low initial buy in. (and I know Rolls Royces!)

Point to remember An oil analysis will not "see" large particles like what you have on the magnet. Its designed to "see' only microscopic particles. So an analysis may not report anything wrong. Follow the above Lycoming report on how the move from here on.

They are step motors controlled by digital commands from the control head

Started on repairing the cosmetics on mine today.

Just a word of caution until you get the gas cap rim changed If water can get in then gas can get out on the low pressure area of the wing You might find on an upcoming flight that you port overboard a lot of your fuel from that tank all of a sudden. Being that it is the right side you won't see it until its too late. Out of sight out of mind during the flights. Don't get caught running out of gas.

Interesting note on LAS-HOU I used to do that in my 1964 D model with all of 180HP :-) Air time was always around 7+30 with about 9 GPH. Say 68 gallons rounding up. 6+vs 7.5 at @ 68 gallons used What does the extra 1+30 saved cost in comparison? :-) :-) How many 1+30s are saved per year? It still the most part of a day to get there. Right now, portal to portal, I can match the airline time to HOU in my Mooney. And not have to be groped at the airport. I stop for a good meal or bring along top notch baskets of food and I can go armed if I want! All on 180 HP ! :-) :-) Been doing it for 28 years in the same airplane.

I jut have a "thing" about that. I won't deal with a company with this policy. There are many single person A&P operations around the country trying to survive that are not licensed "companies". If the seller won't sell to an individual A&P then so be it. I'll buy elsewhere. Exceptions made for "Wholesale" companies who deal in large lot sales. I, too, have many friends with a business license that would order it for me but as far as I'm concerned, they just lost my business going forward. Your offer is gracious but not a route I'm willing to go but thank you anyway It is appreciated

The one on controller won't sell to individuals PP does not have a cross reference for the flap/trim cover plate and the p/n shown on their web page doesn't match the part I'm looking for (as shown in this thread) Nice people but no stock no make according to them. I can patch what I have and probably will until a better one shows up sometime in the future at a junk yard. Frustrating even Alan Fox hasn't been heard from yet :-)

Hadn't thought about a metal one from an earlier year. Mine is royalite. Scales should be the same I'd replace mine though Your's looks good Now I'm wondering about the aluminum P/N as of course everyone only goes by P/N I'll start digging into parts books tomorrow unless you have the part number handy? :-)