cliffy

Did this show up all of a sudden?

Maybe its just "September Song" by E W & F

Well September has gone by and no TT A/P STC yet HMMMMM!

Me Me Me Other than an electronic "SECTIONAL" (could even be paper) what does someone need more of to fly VFR anywhere in the country? IFR different story but VFR? I can go Utah to FL on just a Sectional chart and most of the time its not necessary to talk with anyone. A NORDO J-3 can do Ii. All the other stuff is fluff when it comes right down to it. :-)

I used Avare on my androids for years ( I was a very early adopter) but switched to IFlyGPS this year after OSH because "we" (the wife) like the interface better. For a completely free system for charts and flying Avare really is hard to beat.

Lets see- tomorrow is Sept 30th last day of the month Maybe the STC will arrive tomorrow? What's the betting line odds?

Could the GPS requirement for cellular be because the cell phone uses GPS to locate and triangulate for best cell tower connection OR so YOU can be tracked in your every move down to single digit distances? :-)

I got the bungee blue print for both bungees right from Mooney when I was there and I haven't found any difference in them Haven't looked at them for several years I'd have to find them in my papers somewhere. If nose down trim was the culprit I would think there would be a tremendous amount of trim drag then as the speed went up. I'm more apt to think in terms of low speed issues. I wonder how much fwd shift in C of P there is as speed increases with our airfoil? Not a aero engineer so I have now idea how to figure it.

One could go that route and get a DER to sign off on the process and then it is an "Approved" process. Quite possibly repeatable Hmm Sounds like what LASAR does.

I've only got a vague memory of this issue from 40+ years ago but I seem to remember something about the FAA wanting to reevaluate the short body for either stall recovery way out at the corners of what was required or spin recovery at the same parameters (out at the ends of the required spectrum). I don't have a clear memory of it but it was something along those lines. I've asked for 15 years of anyone I could find if they had any idea why but all I got was crickets, Even at the factory when Bill Wheat was there and others, no one could "remember" why.

Seems strange that they changed it for 69 and on but didn't require retrofit to earlier IF there was a pitch stability issue they were trying to address (which is the only reason I can think of for the change). Pitch stability issue somewhere at high AOA angles needing more down force? Why the change and why not retroactive Aeroengineers your phone is ringing

I agree 100%

Even though its common to stress relieve 4130 (ask anyone who has welded a fuselage for a homebuilt) we don't have the "approved" drawing from Mooney on how the either "stress relieve" or "heat treat" the nose gear so therefore we can't make the part to comply with its type design. We can't just guess they stress relived the part. It might actually be heat treated and to what specs we don't know without the approved paperwork.

Any A&P is legal to make the hose up but will they? Many are afraid- afraid of what I have no idea but they learned how in A&P school.

No not on the ones that came with them They are integral to the aircraft stability certification. You may have been looking at a later model. NOW the question I have never had an answer to is? Why did the elevator throws change on the 69 and on short bodies ? From 24 up 10 down (68 and earlier) to 22 each way (69 and on)?

Why not move the battery to the tail cone? I did. Its all in 43.13 on how to do it as minor alteration.

Did anyone ever take notice that the fan turns "the wrong way" and draws air from behind the Alt to the front for cooling? I talked to an InterAV engineer about this years ago and he said they couldn't get good cooling of the diode bridge by blowing through the alt into the engine cowl so they had to suck it out against the normal flow of engine cooling air.

I think there is stuff on it in the MM and IPC on later models

That is where rusty steel tubes come from that kill Mooney airframes. This is one area that should be on every pre-buy check list but requires the interior removal to see it Without checking you have a crap shoot "Do you feel lucky? Well do ya' punk? " (Dirty Harry) Side windows can be replaced by the owner no A&P required for the sign off Only the owner's sign off.

Our early Mooneys were built before the requirement for a rotating beacon for night flight. Yes it used to be legal to night flight with just 3 lights no roto or landing light required. If the manf date of "your" Mooney was before the rotobeacon requirement then any beacon was OK to use After that date a certified beacon was required to be installed. Had to meet TSO quals. Looks like this one is before TSO times and maybe old enough to be sent to its grave, I think (IIRC) its still legal to install a non-TSO beacon on the early airframes. Not many if any FAA types (if any) even know of the early beacon requirements.

HM Standard Hydromatic props have oil on both sides of the dome piston and the oil needs to be cycled out of both sides on run up hence the "3 pulls" (A&P school on big radials) We have oil on one side only no need for 3 pulls Only function check Has anyone checked the "clocking" of the gov arm disc and or how far the prop control actually pulls the disc around to shut off the flow of oil to reduce RPM? It may be just an adjustment of the gov segment disc. I'll bet you tried it in flight at a higher RPM than 2000 Right?

At rotation the Capts seat on the 747 started back electrically He looked at his co-pilot and said- "You've got the airplane" as he took his ride aft.

AN364 Series Specifications Nut - Self Locking, Thin, 250° F (a) Minimum A not specified. Limited only by strength requirement of specification. For definition and application of drawing status note see ANA bulletin No. 337. Add “A” after dash number for nuts having non-metallic inserts. Add “C” after dash number for nuts fabricated entirely from metal. Examples of part numbers: AN364-428 = 1/4-28 steel nut, either all metal or with non-metallic insert. AN364D428 = 1/4-28 aluminum alloy nut, either all metal or non-metallic insert. AN364B428A = 1/4-28 copper base alloy nut with non-metallic insert. AN364-428C = 1/4-28 steel nut, all metal. Nylon insert nuts have a limitation of 250 degrees ALL metal lock nuts ("shake proof") have no such limitation

Luckily I was taught from my first flight in a C150 in 1962 to check the seat locking anytime the seat was moved on the rail, I have never (and I do mean never) forgotten that admonition. Its a built in habit. I was trained by a DC-3 driver. I know of it happening on a 747 Capt at rotation also only it moves back 4 feet. Installing new rollers on the seats does wonders for movability. Available in the supply chain for Mooney parts. With good rollers if it is not on the tracks correctly you WILL notice it doesn't slide well keying you to a problem. Question- why do Cessnas have an AD on the seat tracks and we don't? We both have sliding pins and holes in the tracks? Same design just not enough deaths in Mooneys maybe? :-)

How old is the gage? Factory original I'll bet? They get old and dirt on the mechanism which causes all kinds of issues, Question- Why do you suppose Lycoming requires "calibrated gages" to be used on the break in of a freshly overhauled engine? If you break in a new engine WITHOUT calibrated (with in 1 year) (in the airplane) gages you can't technically sign off the engine "IAW factory overhaul procedures" Ask your FSDO that question and see what answer you get :-) Oil Pressure gage is a primary gage IF it pegs out and stays there realistically and legally the airplane is grounded until it gets fixed 91.205 a, b (if its installed it has to work correctly) All technicalities I know but violations are written on technicalities BTW IF you have the old style 6 pac gage set "all in one" block of gages you can direct swap them for the 6 pac with individually removable gages there by being able to get just 1 gage fixed as opposed to having to over haul all of them when one fails. Some shops will only overhaul the entire 6 if they are "all in one: block type. If you have the "OLD" style and it has a Cannon plug on the back it is a straight screw one off, screw the other on deal. There is a SB on this subject. Other new manf gages are available for the 6 individual gages rathe than an overhaul of a 50 year old gage.