cliffy

NO is always an option to ATC. No matter if its a Mooney or Boeing. You're the Capt of the airplane and its their job to separate traffic nothing more. If you can do what they ask without putting yourself in ANY jeopardy great do it. If not NO is a legal and safer response. Don't think its relegated to just small airplanes. I've had "maintain 210 to the marker" in 300/ 1/2 blowing snow in a 737. Can you guess what I told them? We all talk about a "stable approach" yet we all fall into the trap of "keep the speed up" Its one or the other. Take your pick. Now if you are in a 172 and doing 75 mph on a 5 mile final at a busy airport then YOU might want to rethink what you are doing like get more training for the situation at hand. Remember its their job to keep traffic moving ( Pushing Tin, old movie) its your job to keep the airplane safe INSIDE your comfort zone. Refer back to 91.3

Couldn't have been said better Exactly on point.

AWW heck Its flat now Was more fun landing in the bowl. If you are wondering just how well the airplane will do look at this chart and plug some numbers in (Koch chart) https://www.takeofflanding.com/ Now if it says you are down to 200 or 300 rate of climb how much downdraft do you need to be going downhill after T/O instead of up hill? :-)

Pardon my interest but if I want to slow down I just pull some power off Get down early enough Planning ahead or "unable" on the radio. I don't feel "shock cooling' is a problem on any 4 cyl engine Now big 6 cylinder engines its an issue Never intended to imply slips while IMC on final. I've always been able to configure well in time while IMC in anything I've flown. You think a Mooney is hard try a whale or even a 757. I guess I just don't understand why all the issues with slowing down in time.

14 and round Nothing sounds or smells quite a good as a radial engine in the morning Everything else is a car or boat engine.

Of course you are assuming that the shoulders can reach out that far AND the knees haven't been replaced!!! A couple of bucks to the lineman solves all things!! :-)

Anyone ever hear of slipping in level flight to reduce airspeed instead of speed brakes? Can even be used the last 200 ft of altitude to the runway to bleed off excess airspeed? Speed brakes? Speed brakes? We don't need no stikin' speed brakes :-)

Changing the contour of the leading edge would be a big deal with the FAA Not something to attempt without mucho FAA involvement and aero engineers Checking the correct placement of leading edge stall strips might be a better endeavor Adding VGs does work to lower stall speed and control at lower airspeeds. Pilot technique and practice is easy and pays big dividends, I try to do every 3rd landing as a short field landing every where. I easily get stopped in <1100' (far end of the 1.000 ft big white blocks). Of course Bill Wheat would bury any of us in this if he was still around!!!!!

I tend to be like the classic car crowd when buying an airplane. I look for the most stock, unmolested airplane I can find. Any stock J will serve you well. And you won't have to worry about who and how the mods were done. Buy one equipped with the radios and AUTOPILOT that you want Make money on someone else's depreciation factor!!! Take your time 6 months is not too long to look AND NEVER BUY THE FIRST AIRPLANE YOU LOOK AT! No need to jump at any deal. There will always be another good candidate to come along. Those who jump in quick land in a hole (money pit). NEVER trust anything any salesman is telling you NEVER! Verify everything and I mean everything from the data plates on engines, airplane and props even to the S/Ns of high value avionics to all the log book entries. Spend a month or two just looking at Mooneys for sale Try to find a few near by to go look at with no intention of buying them. Mooneys are very much alike so look at all models. Get educated first hand. This exercise will give you invaluable information to file away when actually looking at J models. An educated buyer doesn't get screwed in the end as many have even here on this site over the years. Get a good prebuy by someone who KNOWS Mooneys and what to look for and where to look for it. Its worth the money. Many have bypassed this to their regret Look here for prebuy items on Mooneyspace. LOTS of threads on it Get educated BEFORE you buy.

Je vous donne mon salut monsieur

The best I can do at translation of the above :-) To correct myself if I write nonsense ... In the original B6 Group 1 system, the heading reference is given by the BI 102 sensor, which can effectively be replaced by a flow valve, see a directional with analog outputs or an HSI / RMI from which we also use the information of cap. Even if it is not yet certified. In the b601 or b603 controller, the information from the heading sensor is used with all the modes: in "Capture" The new heading is intercepted at 45 ° and at speed 1; In "HDG" we follow the route with corrections limited to 30 ° (the classic interception of a QDM); in "Tracking" mode, we follow a radio route with limitation in cadence 1 and 30 ° ... The safety of the pursuit being the automatic switch to "HDG" mode, hence Brittain's recommendation to preset the HDG of the panel B6 on the course to be followed to keep the road (therefore with possible drift correction). Finally, in "LOC" mode, useful for following a QFU, with excursions limited to 3 ° from the road, the rate of turn is limited to 1/2 and 5 ° of maximum inclination, again, the box automatically switches in HDG if you lose the signal. I understand that the Brittain, before being configured to track a radial VOR was used to track a Locator QDM (exploitation of the analog outputs of the ADF RMI). Am I good at everything?

Here's something I learned in my research doing my interior (CAR-3) All upholstery materials used in the USA today have to meet some kind if "National standard" for fire. Fabric, vinyl, carpets, etc. When you buy fabrics for upholstery get the manufacturer's name and go to their website and SOMEWHERE on that website it will list the fabric or vinyl specifications in which the National standard it meets will be found. I found it on every fabric and vinyl I used. All home or business carpet has to meet a national standard to be sold in the USA. There is a national standard somewhere. Finding it can be difficult at times. This subject comes up every 10 or 12 months around here. I have opined on it myself several times in the past. You can use a variety of fabrics in your CAR-3 airplane as long as you find the National standard for the fabric and state that the material meets a National standard per the manufacturer (AP work) in the log book entry. You can also purchase a spray on treatment for interior fabrics that will make them meet FAR 23 burn criteria.

I predate all of you I've been waiting since before there were any STCs!!

Just got my renewal bill No accidents ever in 55 years No losses ever in 55 years No violations ever in 55 years 22 years in same Mooney (@1800 hrs) 20,000+hrs with 7 Jet Type Ratings Insurance went up 20% from last year Only 1 company sent in a quote Commentary from Ins Industry sent with billing indicating MAX has a lot to do with it as many many underwriters and secondary insurers are selling out to each other and market is shrinking in numbers.

Wheels are available I put some on mine this last summer If you want to be perfectly technical they have to have the correct P/N and PMA just like every other part that goes on a certified airplane.

If I was Brittian I'd open up with an Accutrac II with alt hold. Open big on the market with safety as the sales pitch. Its already certified. Everything is already engineered for the installations on many smaller airplanes. Just basic follow a command left or right (VOR or GPS, every small airplane has one or the other) AND it will hold wings level without any left/right command (somewhat of a heading hold). The alt hold works very well (even on 40 year old units, just think what a new unit might be like!). The biggest issue with their alt hold has been the trim indicator eyeball is not available. New ones would need to be made, again not an issue. That's everything the vast majority of SE pilots need. It could hit the market at a very low price. Yes installation would be an expense but not excessive. MOST of the fleet of SE airplanes still have a vacuum pump system. Another non-issue. Market the safety issue! Pull 2 buttons and its working for you Program your GPS and it will follow the program. Level off at your alt and pull one button and wha-la it holds your altitude. Dead simple nothing too complicated to have to relearn for the vast majority of recreational pilots. Now lets move back to NORSEE I'm willing to bet that an A/P used for cruise only (no approaches) would be a shoe in on the safety aspect for a NORSEE qualification as the NORSEE specs even anticipate this. This would make things a whole lot easier for any airframes not on Brittians approved AML. I'd bet money on it. Now we can move to non-profits I have an idea that one could set up a non-profit for safety purposes to handle A/Ps under this basic system approach to keep the costs low so many more owners would install them FOR THEIR SAFETY. Could even be a new rate based system (i.e. TT) that would keep the cost lower like the Experimental a/c systems from TT. Again I can see a requirement for a disconnect of the servos as in the approved TT A/P. I'll sit back and await the slings and arrow of the in coming :-)

When has the "G" ever followed the rules of supply and demand on any of their products? It has always been their price. their in house integration or the highway. Now don't get me wrong. They have good product but? Not arguing this philosophy for the Fs and Js and above but for the lower units they don't have the option. Nor do thousands of lower cost SE airplanes owned by the average pilot who just want to go somewhere VFR possibly the majority of small plane owners out there. Owners working on a tight budget just to be able to fly. These pilots and airplanes would be well served with just a basic left/right, alt hold A/P. How many lives could be saved in inadvertent IMC by non IR pilots? This could truly be a lifesaving as "the chute"!!!!! I'm going to start a new thread on NORSEE and A/Ps

I always teach- "Always leave yourself and out!"

Questions Was it wind milling or stopped? Did they just use the key to turn it off or the mixture? Will the engine wind mill if stopped with increasing airspeed? If so did they try that? (used to do that a lot in a C150) Were they aiming for the end of the runway or mid-field? Wx conditions, carb ice? Always lots of questions on this stuff First guesses are usually wrong The fleet diminishes again.

I think we have the same paint job but mines a D Nice flight!

YUP I missed the link Thx

Not trying to throw a wet blanket on your parade but you THINK you have found the problem. Only a test flight will prove it. My questions would be - If those dowel pins are supposed to be solid per the IPC (the IPC was checked correct?) then what are hollow pins used for in any engine? Where did they come from and what engine are they used in? What is their part number vs the P/N of the solid pins? Did you verify with the parts catalog rather than someone just making an assumption? I would make damn sure of the correct part numbers at this point before the engine goes back together. How did hollow pins get in the parts supply line if they were not supposed to be used? Verify everything at this point before assembly. No assumptions or guessing. Ask for copies of the IPC call outs and the P/N labels of what goes in. Verify Verify Verify

When Mooney made his single place Mooney Mite he actually used the rubber motor mounts from a large truck for the landing gear donuts. He kept that design but had to have larger donuts made for the first 4 place M20. Those were the Firestone donuts. Firestone supply died and a conversion to Lord mounts was put in place as we have now. Most suppliers run around $110 for each donut (sometimes on sale though). There is a guy in South Africa making new donuts and he was working on an approval for them at around 1/2 the price of Lord mounts. Search here to find him. Haven't heard about him in some time. He makes donuts for other airplanes as Mooney isn't the only small airplane with this design for landing gear shock absorption.

https://www.cbsnews.com/news/wwii-fighter-pilot-harry-moyer-still-flies-every-week/

If the horizontal stabilizer tip moves more than specified in the MM you have wear in the two hinge bolts OR someone has changed them to standard AN bolts. They are actually "close tolerance" bolts (they have a triangle symbol stamped on the head around the "x" mark of a normal AN bolt), Found 1/2" of play in one Mooney a few years ago and it turned out that the bolts had been changed to regular ANs. Put in close tolerance bolts and the play went away. You can visually check to see if the close tolerance bolts are in there by taking off the tail cone. Also pay attention to lubing those bolts every chance you get. I actually "quietly" check for that play in every Mooney I walk past. Just a habit of mine. Its unclear just what the OP was looking at.