tony

I'm not a CFI and maybe Parker can jump in here and give an opinion but will Robert have an issue when he goes for his checkride since there are no brakes on the right hand side?

I have never really given this much thought because I know what I had to do in my C172, but I do know that I don’t see the speeds that shadrack sees and we both have an F model. The question I have is: if I'm in cruise, all trimmed up, should I be flying with my feet off the rudder? I always need to put in just a little right rudder to maintain coordinated flight.

Jim, I'm sorry but what happen to astelmaszek is just wrong. I expect our law enforcement agencies to be professional and have done their due diligence before intervening. Iowa is a long way from the boarder of this country even in Parker’s Mooney. I would guess that the transponder was spawking at least 1200 and there was enough time to figure out who that transponder was registered to. An N number lookup on my iPhone takes less than a minute which could have been done while the aircraft was taxing. These guys didn’t act like trained professionals. If people don’t speak, abuses like this will just get worse. I encourage astelmaszek to seek legal counsel and seek compensation for both punitive and physical damages.

I checked out your photos, very very nice. I'm jealous.....

So the leak is coming where the two case halves joint together, aft of the crank seal but forward of the sump?

I think it makes sense. The cost of a used non waas 430 is about the same price as an SL-30. He gets the com and nav radio and the GPS receiver that can give situational awareness is a bonus. That GPS is not his primary nav source, its just there as a back up, if required.

My F model has that handle there too. It’s a leather strap with a screw on each end to fasten it. I'm pretty sure I have seen them for sale on eBay before. Perhaps a salvage yard. Perhaps somewhere along the life of your airplane the interior has been refurbished and the handle not replaced? I'd try to peak behind the trim to see if the mounting hardware is there.

Jolie, your Maggie looks great! Many more happy years of flying her!

Quote: Skybrd

Scott, the most competitive quote I received was from AOPA.

It is hard to make money selling airplanes, the easy money is in the sustainment and continued airworthiness.

I was able to get the drawing. I tried posting it here for others but for some reason the pdf wont upload. If anyone wants it I can email it to them. I'm going to install the h105 as a replacement instead of going the salvage route, just as Dan did. It’s a 200 amp relay and a better part. I ordered it and it should be here by Friday. Mike I saw the one on ebay but I think I would prefer a new one.

Thanks Mike, I have that catalog and it’s not in there, hence the reason for my post. I was hoping Jose would have something. He seems to be a wealth of information. That relay is obsolete. I can get a salvaged unit but I think instead of purchasing an almost 50 year part, I would rather go the 337 route and buy something new. I know Piper and Beachcraft use a 6041h105 that I’m sure will work. I just need the old spec sheet to prove it.

Do any of you guys have a spec sheet for the above part? current rating, vib levels etc.....

PM me your cell number, If its VFR; I can ferry you up sometime tomorrow

I really like my Rosen visors as well. I have never seen the laser visors so I can't compare. My visors were also installed prior to my ownership so no comment on how difficult the installation is but the visor itself is only held on with one screw.

The control is pneumatic and the button on the yoke is actually a value. It runs off the vacuum pump. I like my PC but for those that don’t, I have heard of them wrapping a piece of Velcro around the yoke disconnect.

I thought Texas was its own country?

I agree with jetdriven; another vote to make the repair and keep going

Quote: PilotDerek Is anyone concerned that the Mooney Aircraft Company is on the edge of closing?

Ocracoke Island W95 http://www.ocracokeislandrealty.com/OuterBanks/Ocracoke/ check out the video

We have beat this topic dead in another thread, however for John's benefit what is required is to comply with this AD: http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAD.nsf/4b846c8b3d5675ba8625726d006e3668/9fa5e5f8683a0a4686256e9b004bc295/$FILE/041014.pdf which states: “That AD currently requires inspection of the crankshaft gear installation and rework or replacement of the gears where necessary after a propeller strike, sudden stoppage, at overhaul, or whenever gear train repair is required. This AD requires the same actions but makes the correction that the existing gear retaining bolt and lockplate be removed from service and new hardware installed” Therefore, what’s required is an inspection of the gears in the accessory case and replacement of the bolt that holds the gear on the crank. Based on the inspection the A&P will determine if diving into the rest of the engine is necessary. To arbitrarily determine that the engine has to be taken apart without any data might mitigate the risk of a catastrophic failure but it’s an emotional decision at this point. Ok, I’m ready to be yelled at…..

Every quote I have ever gotten from Avemco just makes me choke and is never even close to all the others. I have just stopped calling them when my insurance is due. I have always had good quotes from agents when chartis and AIG were the underwriter. This year I decided to use AOPA as the broker.

The post lights on the panel? Mine was feed with a lousy 24 gauge solid wire and the same for the ground. I have no idea if that was original or something that was done during her life. Anyway, I found a broken wire 12 volt feed.

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