bradp

I’ve been replacing them as they failed. One a year for the last few years. I had my YD go first. Then on two sequential trips home from Oshkosh, I lost my pitch trip and pitch servos. Just yesterday I had the roll servo finally go. So I guess that answers that question

One other potential in this accident is flap setting. The J will climb out takeoff flaps or no flaps, but on a hot day it will be a dog of a climber if gear down and flaps are full. I scared myself once early in aircraft ownership when doing a (planned) go around at a 3100 airport at 1000 ft elevation on a 90+ degree day, half tanks, 2 people. Flaps got stuck full down (we tracked it down to the down-limit switch) and the plane would barely climb out. Still wouldn’t climb well, clearly felt on the back side of the power curve. Sped up and the air load unjammed the over limited flaps and then climbed out normally. Since then my config for IAPs or a planned go around is half flaps to minimize config changes in flaps and trim during climb out. This accident also highlights the importance of a pre departure briefing. In 15 years of flatlander J ownership, I haven’t encountered many sets of common conditions where I’ve exceeded about 1300 ft ground roll. I use a standard of 20% beyond the calculated ground roll. So my departure briefing is this, out loud: “If not off by XX hundred feet, I’ll call stop and we’ll notify ATC and taxi off the runway. Once airborne, we are committed to forward flight. No turn back until 800 feet AGL.” Experience can tell you whether your aircraft is performing as expected. I think tragically, this pilot lacked the experience to know something was not right until well into the accident sequence. Third point - someone posted a nice ForeFlight takeoff calculation. Make sure to include a safety performance factor greater than one.

I get 18.3 gph on a SL TO run and note 1280 for my normal TO EGT. It’s just my particular airframe. I use 1280 as a leaning target during climb. My richest peaks at about 1475. You’re not far off from me.

A good painter can feather / blend that in pretty nicely. Paint should be in the logbook. I’d take it back to your recent paint shop for a quote and have the shop owner make you whole. Either shop pays or puts on their insurance or you put on yours and your underwriter will subrogate against theirs.

Target has equipment. As does Walmart. Be aware that there are occasional “runs” if a bad storm comes in and a bunch of tents get knocked over. The preferable thing to do instead of chucking the tent after the week is to donate it back to the goodwill store. I’ve got a friend that has no room in an experimental and has done the buy a target tent thing and hasn’t had any issues so far. You can occasionally find bikes or razor scooters for a few bucks at the goodwill stores. Use those for the week in areas that bikes are allowed, and donate them right back.

Just an FYI, this is the battery minder model calibrated for Gill or Concorde Flooded 12V batteries. https://www.batteryminders.com/content/manuals/CEC Aviation 128CEC1-244CEC1 RevA4 050416.pdf

This is great James- will you also carry the cowl mounted landing light lenses ?

Andrew I’ve just been able to see your update. I’m of course sad but also amazed what a full life you’ve lived with so many adventures and what joy and love you’ve brought to those around you. Thank you for having made the Mooney community more like a family. Your Mooney restoration project happened to extend to a community of expanded friends whether you realized it or not. Please send our best to Andrew. Wouldn’t it be ironic if you found the next life included a Mooney that was deserving of a refit and some new adventures. Blue skies.

BAS is parting a rocket

I think half of the issue here is that there was a very public discussion on the a/g frequency … sometimes better part of valor if the CA decision had been made would be to save the discussion for once on the ground.

I’ve replaced 3 of my 4 servos under warranty. 0 cost to me with each replacement.

Wasn’t there another factor in this … like probe heat and anti ice capability was somehow affected?

Here’s what mine looked like post repair and paint.

Looks great!

hey @Z W if you remove it from the tray (hex key required) the units data plate is on the rear of the 430. This will show the SN and the voltage, information that any potential buyer will want to verify anyway.

I had a really good experience with MASI Midwest Aircraft Services Inc did an Iran for me- essentially overhaul minus the fuel system and mags. Matt is there. Good guy. They use all lycoming factory parts if available.

Yeah it’s grounded properly but does live in the left wing meaning it travels with the battery cable for about 2 feet as the audio wires exit the fwd wing tunnel and head up to the panel.

A very mild pulsing that I think might be draw with the unit itself … only when audio selected with the LHS. Nothing too annoying and barely audible. I originally thought it might be the Beacon or the strobes bleeding through on the audio input, but I don’t think it’s either. Next time I am. in the plane, I’ll see if I can record it.

I’ve got my landing height system set up such that I still have the 2- and 1- foot call outs (very helpful at night), and the gear position annunciator is wired to the second side of the gear switch. I put a little placard stating LHS indicates gear switch position only. It’s pretty flawless. I do get a tiny bit of electrical noise in the system, though.

Like the MCP up high. Good choice on that.

Does the original machine have a base-plate of prefabulated aluminite, surmounted by a malleable logarithmic casing in such a way that the two main spurving bearings are in a direct line with the pentametric fan?

I have also had my avionics radio relay fail in a way that powers down the circuit. It’s not designed that way but it can still fail that way. I my case one of the spades for the relay contactons had been vibrated loose in the housing by time and the heavy gauge cable pushing down on it. It bent the contactor so that it could not physically touch - so essentially it was in an always “energized” or radio power off state.

If I recall correctly all J and higher had normally closed avionics / radio masters so that if power failed the avionics would fault to an “on” state. I believe the modern panel Fs also had relays but I can’t recall if the shotgun six pack panels had this setup. Maybe an owner can inform.?

The latest revision is an amazing tool with the bitching Betty gear reminder. They will improve night landings as well.

Rep at Oshkosh said it can be done. There are a few identical part numbers.