bradp

I just did AUS to Wilmington NC today. We waited out the cold front but much of the NE was LIFR this afternoon ahead of and behind the system, behind that front is a strong low level shear (I had a 64kt tailwind at 7k 200 miles south of there). On the way down the ILS just now I had to remind myself to aim for L/D max and stay on the front side of the power curve. Got +20/-15. One of those days. LIFR with all that shear ain’t fun. Dark is another complicating factor. Also not sure the path - presumably he was on the RNAV GPS 14... In which case he had a screaming tail wind and was a potential set up for a behind the curve stall wind shear event. Either that or he tried to peak under. Glad they are ok. I’m pretty confident get there itis is going to play heavily in this one given the approach opposite prevailing winds.

Scour the ads here and at beechtalk A I saw one for sale in the last week but can’t remember where I saw it

I have a working when removed trim motor and relay is sitting on my shelf that I can part with if needed. b

Here is a copy of the trim switch wiring Trim switch .pdf

The Lycoming part is 37A-19773-376. It is 7/16 in thick at the greatest (outer circumference). Its outer circumference is 35 5/8". What's sitting on my plane now is the Lycoming. It is made by Gates but has a part number that does not reference to any other Gates PN. The closest sized Gates 7/16" belts are 7355, which measures 36+7/16" and 7345, which measures 35+3/8" outer circumference. They are different in that the Lycoming has an outer fiberglass backing and an internal fiberglass reinforcement, whereas the Gates auto belts are rubber with an internal fiberglass reinforcement only. YMMV.

Hi all, I am working through a charging circuit problem. Hopeful to have it up and running again soon. Alternator has an open in the armature (thank you O'Reilly auto parts). New Plane Power installed but no charge state. We're down to the alternator took out existing 1977 OECO 20082 VR vs internal / external short to ground of the field wire. Given the VR was all over the place on battery power (3v, 9v, 12v), I'm hoping that the zeftronics plug-n-play unit with the trouble light will either solve or greatly aid in trouble shooting. For anyone with a similar charging system issue, the zeftronics install manual has an *excellent* trouble shooting / resistance verification guide. There is also unpublished info about that trouble light blinking frequency (Hz) differentiating between field circuit and power circuit issues that the zeftronic folks were kind enough to share. For those who have an early 12-V J model, here is a copy of the charging circuit, isolated from the rest of the unreadable wiring diagram. Hope this is helpful, Brad Mooney 24-0238 thru 24-0377 charging circuit.pdf

Zero time! Free engine included. Hahahah

Hahaha. Or a tuna chokes on said banana peel. New theory “the banana peel effect”. Or law of unintended consequences

I recently had a family member who’s not too mobile do a trip with me. As long as the person can physically fit in the space between the leading edge and the door, this was the most comfortable entry and exit method for her. Sit on leading edge, pivot legs into plane and shift onto seat. On the way down we had the front seat out and it was very roomy / easy. On the way back the front seat remained in, and it was still easy. Exit is sit on the wing and rotate, leg legs fall in front of the leading edge and slide out from door.

I threw a gross banana peel my kid handed me out the pilot window over the Atlantic. it just smacked the H stab and caused a gross mess.

No replacement for displacement. Hehehe

Not to hijack the thread too much but here’s my issue with the field post (excuse my lack of accurate nomenclature for field post as “this guy”). No charge state associated with loose field post.

For those that known the AF447 details - was there ever a reference to ground speed made by the pilots?

77J has like volts, gear, gear unsafe and ram air. That’s it.

Also interested. I’ve got the same question about the -LS suffix.

Lois what are you replacing your Klingons with ?

Whelen lights require a log book entry

Because I was inverted

And a VOR near KSAN

Ocean city autocorrect:)

This thread reminds me of the single time I got intentionally cut off in the pattern at (Ocean City) edit MD. I was on a 45-to a left downwind at TPA. Making proper calls on the correct frequency etc. A few hundred feet below me a 310 Cessna comes screaming in on a downwind, under my left wing. No radio calls at the ultralight TPA. I get all righteous indigestion and tell my wife I’m going to talk to that guy about his pattern etiquette when we land (not on the radio clearly). And we’re no slouch - probably doing 120 on DW… Turns out he didn’t want to talk as he dropped off a pax with at least one engine still running and scurried off. I’m sure we’ve all had encounters like this… there are pilots who are passively trying to run a race to the threshold no matter who or what stands in the way.

A few things I’ve learned flying in the New York area (n90) over the years: 1. Expect multiple reroutes 2. Tell them unable. Just be direct and quick on the radio. They are accommodating. I used to say no to them trying to put me on V44 all the time 50 miles off shore and they would alternatively route me V1 over JFK instead. They even would keep me at 5k NE bound and amend *all* the departures on the Kennedy to 4 instead of 5. They will work with you. Doesn’t bother them generally. I have previously had to activate an IFR plan encountering a snow squall under the EWR arrival corridor - I thought I’d be in hot water unable to maintain VFR/VMC- but no problem. Vectors for thunderstorms that put me right in the middle of the EWR final stream… no problem. They will absolutely work with you just work with them. They are incredibly talented at what they do. Just be quick and compliant as long as it’s legal and safe (PIC authority). 3. A flight steam 210/510 or the equivalent Wi-Fi on the IFD are worth their weight in gold 4. Those things will help you stay ahead of the plane. If you need more time, tell them authoritatively and they’ll help.

There a 94 J on controller for $214 https://www.controller.com/listing/for-sale/216919725/1994-mooney-m20j-mse-piston-single-aircraft Above that listing is an F33A Bo for almost $375k. Looks like the blue book and local tax assessors have caught on to the wild ride. They doubled my assessed value from last year to this year on property taxes. And I keep having to up my hull value accordingly to keep up with market replacement. viscious cycle.

I’m not sure how much Mooney experience the new owners have.

@Marauderi like that tweed carpet. Where’d you get it?