cliffy

We are basically one small ridgeline away from Mesquite, NV so we get a strong desert weather influence from the Las Vegas basin. 2900 MSL and as I write this it just stated the first snow in a year (very light). Quite pleased with the autopilot at this early time. Being a vanguard install some things needed to be figured out but overall for my needs (day, VFR ) it seems a perfect solution. Next week the weather will be better for my flying.

St George Maybe 2 inches a year and gone by noon :-)

Hasn't warmed up yet in fact 30 degrees this morning Brrrrrr! No cracks from the peanut gallery either. I live here to avoid the white crap!

Try a 1/4 - 20 bolt in it to see I think that is what it is. 1/4 National Coarse IIRC

I used to sell large industrial ultrasonic cleaners. Simple Green is a good soap to use (10% solution w/ water) Careful doing fiends jewelry- if its fake diamonds they may shatter. :-)

In reality if we did a study of airplanes at airports we'd probably find that the "active" fleet may only be 50 or 60% of the total registered fleet. With that in mind and extrapolating to only the MOONEY FLEET it brings the total number of airframes down to a point that it may not be advantageous for anyone to supply new parts or STC articles to such a diminished fleet size. As I've said before- we are seeing the September of our Mooneys an the sun will set on them. Just think, in 20 years the fleet will be pushing 80 years old. How many airframes will remain then?

Just did a tour of my airport outside tie down and half of the planes tied down are derelicts that will never fly again. Flat tires, cloudy windows, fabric hanging, etc.

Yup well known problem bleeding dual brakes. Our local shop spent 3 days on one last summer. I'll pass alone the good idea of blowing the shuttle over to them Thanks!

Here is a post from another site provided by permission by CST Flight Services (link at bottom if needed) For those thinking of flying outside the country and what to consider before you go- ( I have no connection with CST other than this article is very inciteful) I find it so distressing to see pilots get into trouble for things that were entirely preventable. The two biggest penalty case topics that we see pertain to travel documents and firearms. While many pilots rely on Dispatchers, ISP’s, 3’rd party Apps, spouses or “the lady back at the office”, it is the Pilot In Command (PIC) who will shoulder the bulk of the consequences. These consequences can range from significant fines and loss of Border Overflight Exemption and Global Entry privileges all the way to jail time. Remember, it is not just US laws that you need to worry about, foreign countries have their own laws that we need to abide by which can include their own APIS or pre-authorization requirements. Unfortunately, I don’t speak from theory, we keep seeing it happen and by the time the pilots come to us, there is not much we can do to help them. Submitting incorrect document information and the unauthorized carriage of firearms or ammunition on an international flight can be almost completely avoided at one single critical point in the flight, at the cabin door during boarding. Here are several common situations: • Carrying the wrong passport. This can be a spouse’s or child’s passport, a second passport, or an expired passport. If the passport that the traveler is carrying doesn’t match what was submitted in APIS, or matches the person presenting it on arrival, you have a violation on both sides of the border. • Updated passport. If a passenger replaces their passport and does not tell whoever presents APIS and/or the information in the 3’rd party App being used to submit APIS is not updated with the new passport information, incorrect data will be transmitted. • Forgotten passport. This can create serious issues on both sides of the border. • For private flights, there is little to remind/prevent a passenger or crew from unintentionally, or intentionally, bringing a firearm, or ammunition aboard the aircraft without the necessary authorizations. In many countries, the possession of ammunition alone can be just as serious as having a firearm and usually implies jail time. As a professional pilot, I urge all PIC’s to do the following three things: 1. Have a copy of the APIS manifest that was submitted and request that the rest of the crew and all of the passengers present their passports as they board the aircraft, and that the passport information is vetted against the manifest. This can identify most of the passport related issues listed above before the wheels leave the ground. 2. Ensure that you have the properly executed authorization forms or import forms if there are any unaccompanied minors or dogs on the flight. 3. Calmly brief all the passengers that the unauthorized carriage of ammunition and/or firearms could put them in jail for many years upon arriving at the foreign country. Ask them to please pause and think if they have ammunition or firearms in their bags, if their bags had been used in the past to transport ammunition or firearms or if there is any other possible way they could be knowingly, or unknowingly, carrying them. If there are any doubts, unload the bags and verify. If there ARE any weapons and/or ammunition being carried aboard, make sure that they exactly match the authorizations for not only the foreign country(s) but that you have a properly executed CBP form 4457 for returning those firearms back into the US. That includes the make, model, caliber and serial number of the weapons and the number of bullets or shells authorized. Remember that local laws at your intended airport of landing on your return to the US could also affect the legality of having that firearm on board the aircraft. While this is not an exhaustive list, it covers the most common issues that we see. Identifying and dealing with issues needs to be done before the wheels leave the ground, otherwise, the resolution options become very few and the consequences very great. Remember, as PIC you are legally responsible for any errors, or omissions, made by passengers, or dispatchers, which could seriously affect your job and your life. This not only applies to professional pilots but to owner-pilots as well. There are so many variables to contend with while planning and executing an international flight that it is very easy to overlook these issues until it is too late. We strongly recommend maintaining clear and consistent communication with passengers throughout the entire trip planning and execution process. From the initial planning stage, ensure that they are informed about all entry requirements for both the USA and their international destination(s). Providing clear guidance early on not only helps passengers prepare but also ensures there’s enough time to secure any necessary permits, preventing last-minute issues and delays. Clear communication keeps operations running efficiently and ensures a smoother experience for everyone. _________________ Rick Gardner http://www.cstflightservices.com

Just an example of what can happen- Boeing 737-200 KMDW I was above the cloud deck outside the marker, crossed the marker and entered the clouds. From this point on ice gathered at a high rate. Of course the anti-ice was on. The windshield wiper nuts were building up a thickness of ice (the way to check icing on an early Boeing) In 1 minute the HEATED windshield was getting thick ice stuck to it Power was moved up to maintain airspeed Power went to 150% of normal to stay at speed (6,000 #/hr to 9,000 #/hr) The decision was made that we were not going around on this approach due to too much ice on the airframe. Once on the ground the flaps were not retracted as the spaces between the flap slots were packed full with clear ice. 3 inches of ice was attached to the landing gear This all happened from inside the outer marker to the ground 3-4 minutes in the clouds. NONE of it was forecast or reported by earlier traffic. So those of you who fly a lot of IMC in cold weather take heed- it could happen to you.

Too install the cover over the jackscrew is not a big big deal but will require using a short 2x4 under the jackscrew (between the last fuselage bulkhead and the tail bulkhead) to hold the tail in a position to work on the jackscrew. Make sure you have some way to locate how far "out" the jackscrew is when you remove it or your stab trims settings will be wrong if for some reason the screw gets moved even half a turn. While you're there check the wear in the link that connects the aft end of the jackscrew to the rudder bulkhead. Lots of times there is wear in the bolt hole but the link can be turned around and the hopefully unused holes on the the other end can be used to eliminate the slop.

Maybe a picture of the doubler for general shape and size and going to 43.13 for the specifics on sheet thickness and rivet spacing would affect the "repair" appropriately. Even if a crack is not visible yet, it is still a repair. "Repaired bulkhead at flap attachment location with doubler- etc etc" Accomplishes the same thing as the kit does.

JMO so take it for what its worth after 60+ years of playing around ice in airplanes of all sizes. It all comes down to a personal choice of safety margins after the legalities are considered. "Made me nervous" would be enough for me to clean it or scrub the mission. There was some drag there also. How would that affect the stall characteristics/ Stall speed? Then again many fly through all kinds of weather in icing conditions in Mooneys with nary a thought Many have flown in icing conditions and picked up ice with no ill affects which only leads to greater tolerance of those conditions the next time until ? We've all seen pictures posted here of Mooney wings covered in ice after landing- does this contribute to a more tolerant attitude toward icing condition than is warranted? Especially for those with less experience in flying than others? Having experienced unforecast "severe icing" a coupe of times in Boeings (3 inches or more in 3-5 minutes) I'd hate to see the aftermath of that happening in a Mooney. "Made me nervous"? YUP That would be enough for me JMO

Some of you here are way beyond the norm while the rest of us are still hammer, tong and forge!

Actually I like Oshkosh better but that's me Shields up for the incoming Photon Torpedos :-)

The airplane should have solid nose gear rods in the wheel well. Sometimes they are replaced with the spring ones from the electric gear airplanes (not really legal) but in any event a full lubrication and rerig goes a long way (especially because it has sat unused) to a smooth gear operation Make sure he has the tools to do the "over center torque check" Nothing else will substitute period! And he knows how to do it. The mains are adjusted first and then the nose gear rods are fitted per the book or else you are wasting your time. If you adjust one rod they all need to be rechecked because one affects all the others!! Thick carpet on the nose wheel well between the handle and the wheel well can make it very difficult to secure the handle in the DOWN gear position. Thick carpet on the floor can make it almost impossible to latch the gear in the UP position The dust boot/mouse boot at the base of the handle can bunch up and prevent easy actuation of the gear. If its on jacks you try it and see if it feels any different than it did airborne. If it does maybe you were just going too fast :-)

I mentioned this somewhere else but in a couple of months there is a utube channel "The Motor Oil Geek" that is going to put out a video or 2 on aviation oils. He is a degreed Lubrication Engineer and has many many videos on car engine oils and additives He does it all from a scientific stand point with nothing to sell You might want to check his channel out I find it very informative.

It can be done but it takes a lot of practice and it has big risks with our Mooneys and their narrow turning radius BIG RISK! We used to push airliners that way with 40,000 pound tractors and only a few of the mechanics had the ability to do it. I even did 747s that way with a 125,000 pound tractor. Maybe 1 out of 3 could accomplish the task. And this is with professional mechanics. You're not alone. It may never happen Make a different plan. You would be much better advised to remove the snow plow and have a hitch on the front end, MUCH MUCH EASIER but still has the risk. We all know of Mooneys who's nose gear was almost or was torn out by using tugs to push them even from the nose of the tug I even know of a local Comanche that its nose gear ripped clean out by using a tug to move it, Twisted it right aaprt. BE CAREFUL!!!!

Its only good for "your" airplane. The DER has the rights and knowledge and can repeat what he did for others I'm sure for a fee. You have to remember its OPP not for sale to others or other airplanes.

I'm going to add again- If gears are the issue one can always hire a DER and make their own gears. All it takes is $$$$$$$$$$$

I have known of an FAA Inspector (many years ago) who dinged a plane with 6 ply on the nose and it not being in the TCDS I don't think today any current FAA type would even know that issue but why ring the bell?

With the nose wheel off the ground rotate it (like its turning the airplane) to see how much left/right slop there is in the linkages at the top of the nose wheel well Next push it front to back to see if there is lots of play in the big vertical main bushing Next be sure to check tire pressures (low pressure equals shimmy) Read the above SB and check to see if your caster angle is correct. One item not checked by many is the torque of the big vertical bolt that the nose wheel turns on (it passes through the bushing you checked for play above) There is a required torque to be checked every annual that no one does. Be aware the torque value was lowered in a later bulletin than the maintenance manual specifies. Be sure to check this torque Order of events- Check tire pressure and bolt torque (as its up on jacks now) Check left/right steering slop and fore/aft bolt bushing wear. Check the SB and hang a plumb bob as specified to check caster setting. One of these (or several ) will cure your problem.

100% right on. I find the same issue when I look over most Mooneys out on the line. Its not too hard to find external ball joints that do not slightly rotate because they sit in the weather and dry out and begin to corrode. Mooney flight control push/pull rods have broken right at the flying surface because no one ever lubes them' I always tell folks that every 3 or 4 months go squirt every rod end you can see with a little TriFlow and avoid problems in the future. They only wear out due to lack of lube.

They are set in when delivered They are easily found in the installation manual available on line if you need to review them Install time will be (or should be ) between 30 to 40 hrs. Maybe a little more if on a short body with mods to make to the pitch mounting. This is my guess for a first time installer. Follow on installs by the same guy will be somewhat shorter but not more than 10-15 hrs shorter. Like I said I'm satisfied by its performance for what I need I can see light IFR capability but not hard IFR down to mins all the time. Also its restricted to basically non-precision mins (700 AGL) Just like the Brittains. But if you can't hand fly the last half of an LPV (when its already set up for you) then you shouldn't be flying in IMC (JMO) Maybe more flying next week when it warms up a little.

I hate to say it but there is nothing "sacred" about the -005 bushings. They are plain jane steel bushings with a 3/16th ID and length to match what is needed. Any AN hardware supply should have a good selection.