bradp

Jetdriven I should keep you on speed dial. Thanks again for the good advice. Sent from my iPhone using Tapatalk

Upon further research as long as the Dukes P/N is not 4196, the AD doesn't apply. The early J's (mine is 24-0348 1977) are supposed to have Dukes 1057 with the 40:1 gear. I had taken "need Dukes actuator inspected per AD" at face value. Thanks for helping me inch my way back towards the CheapBa$tards club which I feel I have currently self ostracized myself from. I let Henry Weber know that and am waiting to see what they say. Unfortunately the mounting bracket for the actuator is cracked and needs a doubler. So the part about leaving the motor attached is moot. Sent from my iPhone using Tapatalk

Plus one for Oscar's reason. Did that. Sent from my iPhone using Tapatalk

Hi all, My main landing gear fairings have become pretty beat up at the corners (probably from years of stones getting kicked up at them). I can start to see areas of "daylight" at the corners. Structurally, going to fall off any time soon, but cosmetically doesn't look so great. I am wondering what the best way to repair them is? I'm thinking 1) body filler with some sort of a backing plus refinish 2) remove - patch with fiberglass / epoxy and refinish 3) remove, make a mold, learn to work with composites and manufacture replacement fairings, refinish. I believe these fairings are fastened by cherry rivets, which I don't have a problem with except for question of access to clean up leftover bits that I wouldn't want to leave in the wing for years and years. I am not near the plane, but I think there's an inspection panel near there. For reference re: which faring , I attached a picture from the parts catalog. Thanks for your opinion, Brad

Well inspection is done - the folks at Henry Weber are very good - extremely detail oriented. But not cheap by any means. They found things that other reputable Mooney shops either missed or just plain did wrong. I have been flying around blissfully ignorant for the last few years. Fortunately nothing major but the big ticket items are shock disc replacements for the mains and the AD on the Duke's gear actuator motor.

This could have very well been the result of the other TOAST thread. Glad he did well to put it down safely. A discernible proportion of us will experience this someday or have experienced an engine loss. I know that folks like Austin Meyer are trying to develop iPad based best glide tools to try to make this type of an event more survivable. With the plethora of GIS information, obstacle databases and satellite imagery I'm surprised I haven't seen a tool that can lend some assistance in this type of an event. (Specifically engine loss in IMC) "Hey you can't make the airport 10 mm in a headwind and there's a populated / congested area that way but there is a bunch of flat farmland over there so that's your best bet." I'd go for that in a heartbeat . ... Or FLIR. That would be nice someday. Sent from my iPhone using Tapatalk

New (2012) PTS for commercial includes he following: VIII. Slow Flight and StallsNOTE: InaccordancewithFAApolicy,allstallsfortheCommercial Certificate/Rating will be taken to the “onset” (buffeting) stall condition. So there doesn't seem much use in taking stall beyond the recognition phase and it would seem prudent not entering a fully developed stall unless performing specific spin training ... Which would be done in something that's not my Mooney. I've done a couple of biennials with nonspecific CFIs not necessarily familiar with the stall characteristics of Mooneys... I just make sure they understand that we will only be taking stalls to point of recognition. Sent from my iPhone using Tapatalk

I saw one Ovation with a gear collapse on cape cod a few years ago (felt really bad for the owner who was a really nice guy). That collapse occurred when turning sharply for a tie down at predictably low speed. The owner attributed it to aggressive towing by an FBO. The second I just saw in a hanger. Another Ovation but this one was a runway overrun I heard upon landing with a tailwind. Sent from my iPhone using Tapatalk

Re Slick magneto coil. Ugh. I IRAN'd both mags at 500 hrs and had spent way too much time troubleshooting why all of a sudden I couldn't hot start for the life of me and cold stars were significantly more difficult. Shop that did the work (a not very well known MSC in the region btw) kind of shrugged their shoulders and said it is what it is. Sent mags back for re inspection and the benched fine twice, and local A&p and I troubleshot air an fuel systems will all okay. We found that the left impulse coupled mag never made a good spark across air gap. It was always weak (like 1/4 inch instead of 3/8) inch. Got a replacement mag on there and back to usual strong starts again. I should have probably just put a set of bendix mags on there it retrospect, but at least I have a set of working mags. I called Dorn at Henry Weber and he was of course immensely helpful as was the local a&p where my plane was kind of stuck as I no longer had confidence In the engine with this starting problem. Anyway, I brought the J to annual at Henry Weber this week and if anything I have less anxiety knowing that knowledgeable folks are working on it. Dorn also had awesome flying and maintenance adventure stories and I could probably listen to him for hours. Lessons are your perfectly well working equipment can come back in a messed up state after IRAN and there is a difference among folks that know and care about Mooneys and versus those who just put the logo up on the hangar. Sent from my iPhone using Tapatalk

My milk run to visit my long distance wife took me through NE/ NY Bravo airspace on IFR trips for a couple of years. I have a GNS 430 and the constant reroute and reclearances would have been pretty painful save having the iPad and foreflight. The show bends only toggle on the foreflight nav log is a real time saver for entering waypoints into the GNS, or alternatively to show all waypoints to easily identify potential exit and entry points along the airway for the "join v1234" instructions. So for me GTN doesn't add too much in terms of workload reduction and I'm not sold on the use of touchscreen on the panel in turbulence. If you are using paper in the cockpit, I can see how these features might be very useful... Sent from my iPhone using Tapatalk

I am also in the partial flaps camp in the J for the reasons stated with regard to rudder authority. The other thing that I like about having partial (in my plane takeoff flaps) is that there is a higher likelihood of a rejected landing / go around in a high crosswind or gust situation. Having to make significant trim and flap adjustments is one less thing I will need to deal with when its time to get out of dodge. Brad Sent from my iPhone using Tapatalk

www.pilotedge.net Keith Smith - who runs this site - is a good guy and an experienced pilot. Like VATSIM in that it simulates real time ATC with actual humans but much more professional. It's being used by hobbyists, training programs and professionals alike to integrate flying "in the system". Good stuff. . http://www.flyingmag.com/blogs/fly-wire/real-atc-pc-pilots Sent from my iPhone using Tapatalk

Hi all Prop seal is leaking so the prop is of right now. My highly recommend MSC (2nd annual at Virginia Aviation) very honestly told me that they are not the best shop for a dynamic balance. Any recommendations for a good place for a dynamic balance in the mid Atlantic or northeast? Live in MA/ PA so anywhere along that route would be ideal. Thanks much and take care Brad Sent from my SCH-I535 using Tapatalk

I am going into three years with 1QH, which does have a gear up in its history. Happened at Kerrville and Dugosh performed all the repairs. Engine was torn down at that time. I had a PPI with Top Gun and keep owing to the reputation of both those shops, I was reassured that I found a good airframe. Feel free to get my details by PM if you'd like to talk more. Brad Sent from my SCH-I535 using Tapatalk

Hi all... The 77J is in for annual and mags are getting overhauled at 540 hrs. Engine model is an A3B6. Per the MSC timing was set at 20degrees, as per the data plate. I'm interested in at least considering setting 25 degrees advance. Per this thread it seems like this might be possible. Was the Lycoming documentation that may allow this just for the b6d to b6 conversion or for b6 in general? Please feel free to post or private message. Thanks for helping. Brad Sent from my SCH-I535 using Tapatalk

Hi all, Looking for a tailpipe hanger assembly clamp (the actually clamp that fits over the tailpipe) for a '77 J. It's referenced as #16 in the parts catalogue figure (link below). It's part number 630120-003. Thanks! -Brad https://docs.google.com/a/bcrpweb.com/file/d/0Bzl7PMswQfWsaHBUOVdwUFV6Mnc/edit

I would also recommend BDR it's close to the metro north new haven line and then you're looking at about a 1:15 ride to mid town. BDR (three wings) have always been good to me, as has volo, the other FBO. Avgas is reasonably priced. Only downside is a municipal landing fee.

Does anyone have a recommendation for an instructor in the New England (specifically Boston) area? It's time for the first BFR in 1QH and would love to learn from a Mooney experienced instructor. Thanks, -Brad

Agree that nothing looks obviously corroded from the picture. However, the small trail of something on the bottom of the lowest part of the floor may indicate something had collected down there. If I'm not mistaken, there should be a drain at the lowest point of the empennage; check that it's not blocked up. May be a good idea to clean the areas and either re-spray some zinc chromate / phosphate or use a dielectric anti-corrosion compound. Not to take the thread too far off topic, but anyone found that corrosion X attracts dirt and tends to pull old zinc chromate off the aluminum? Brad

I had swapped fuel injectors last year a couple of times until I was very happy with the gami "spread". Had dirty stuff in the injectors at this year's annual. So we took them off and sonicated them in cleaning solvent for a few hours and they got much, much cleaner. Unfortunately have to go back to square one and re-measure and will re order the fuel injectors tomorrow. The procedure for figuring out the gami spread is as described above and pretty straight forward. I really like the video idea, and may try it tomorrow. I guess I could just download the data, too. Remember that engine RPM is also linked to fuel flow and, indirectly, mixture, so make sure that RPM is at least in keeping with what you plan to cruise at. Are you getting any engine roughness with 24/2400 configuration? I've found that my engine seems to really like 25/2500 for LOP operations. Running the engine too "fast" can halt your attempts at LOP pretty quickly, and pulling the RPMs back too much seems to shorten my nice buffer zone between appropriate LOP and the onset of engine roughness. Have fun with it... my fuel savings in a single year of flying LOP has already paid for the EDM almost twice over. :-) Brad

Hi all, Working through a newly found gear rigging issue. Urgh. Anyway here's the process I used: 1) Wash 2) Clay bar (wet) to get stuck on dirt off 3) Clear coat safe rubbing compound (Maguiar's); important to apply by hand, don't let dry and wipe off with clean microfiber 4) Clear coat safe polishing compound. Again by hand but lots of rubbing 5) Cleaner wax (Maguiars); with soft foam buffing wheel covered by a microfiber bonnet on my portable hand drill. I went through a battery about every 15 minutes. 6) UV protectant wax (Maguiars NXT); hand polishing I'll see how this holds up but I am hopeful; the zinc dust overspray error literally wiped right off. Take care, Brad

I'm just about to complete my first annual (knock on wood, not signed off yet), with few surprises. So far, battery needed to be replaced, ELT broke during testing and valve cover gaskets need replacing. We're finishing up tomorrow. I've spent every day of the last week putting in some elbow grease doing touch up zinc under the belly, doing some touch up paint work around the fuel caps. Participating in the annual and learning a ton during the last week has been about the most educational aviation experience I've had to date. The shop has been top notch, and the A/Ps have been totally professional, very knowledgeable and fun to hang out with. Probably the most labor intense thing all week... paint restoration. Got all the oxidation out of the 36 year old paint with some astounding results. Only took 4 hours each top side of each wing . Thought I would share some pics with y'all. I get a kick out of the before and after; it's like an infomercial... Take care and happy flying, Brad http://mooneyspace.com/gallery/image/33980-/ http://mooneyspace.com/gallery/image/33982-/ http://mooneyspace.com/gallery/image/33979-/ http://mooneyspace.com/gallery/image/33981-/