jetdriven

Brett, if it is still running out of seams and rivets and you are in PA now, i would skip a year. We are going to skip it this year and we are in Houston.

Ram air on an early J is a 2.5" butterfly below the spinner on the front of the air box. the cowl fits over that butterfly. Alternate air is a round 4" disc spring loaded closed on the back of the airbox to the side.

On a j the air filter bolts to the front baffle on the LH side. Our J has the SB done to remove the ram air. With the Donaldson filter we were showing 29.5" of manifold pressure at 1000' with an altimeter setting of 30.40. So, almost no loss.

We've done a 1000 NM day in our J once. Took off at 6:30 from Erie, landed at memphis 2M8 (recommended) for fuel, and was in Houston by 1:30 PM. 65% power, total trip fuel was around 65-68 gallons IIRC. Just leave real early.

Quote: GeorgePerry This post reminded me of a lesson I learned long ago. The Better Business Bureau is a great way to research a business and the "proper" forum with which to air a grievance and file a complaint. Let the BBB arbitrate your dispute. If the business doesn't response, then they’ll get bad marks on the BBB’s website. Before I exchange legal tender with a business I'm not familiar with, I make a habit of checking the local BBB website.

I was thinking that the laminar flow gets interrrupted by the rain at the leading edge instead of at 30% of MAC. This effectively robs the laminar flow airfoil of the laminar flow. here is some reading from those crazy folks at NASA cafefoundation.org/v2/pdf.../AGP.NASA.NLF.Holmes.Varieze.pdf

The AD is 2005-12-06. it applies now only to TCM 6 cylinder engines

It appears the money only goes one way. I never read of an owner cheating a shop.

Perhaps i will. I love spirited debates on issues. Oherwise we would all be climbing at 25 square still. Oh, and book values plus one gallon per hour. Until then, why don't you attempt to attack Mike Busch again and see how far that goes? http://www.mooneyspace.com/index.cfm?page=6&mainaction=posts&forumid=3&threadid=3722

See that's 2 or is it 3 owners who have gotten substandard service at Cole. Let's here more. Cole can get on here and defend himself just as Jimmy Garrison did for AAA, but I have a feeling that won't happen. Or we can all slap each other on the back about how smart we are, and proclaim "caveat emptor" and "airplanes are expensive"

more discussion here too. http://www.beechtalk.com/forums/viewtopic.php?f=37&t=61170&p=642304

" I lean agressively so that it will want to caugh and sputter lest I were a dummy and forget my check list to full rich before the take off roll." excellent idea.

AD 08-14-07 Repetitive Inspections (j) Thereafter, inspect at intervals of 100 hours TIS (not to exceed 110 hours), at each engine overhaul, and after any maintenance has been done on the engine where any clamp (or clamps) on a fuel injector line (or lines) has been disconnected, moved, or loosened, in accordance with paragraph (k) of this AD. Inspection Criteria (k) Inspect the fuel injector fuel lines and clamps between the fuel manifold and the fuel injector nozzles, and replace as necessary any fuel injector fuel line and clamp that does not meet all conditions specified in Lycoming Engines MSB No. 342E, dated May 18, 2004.

Wow that looks like a real competitive price. A seriously updated airplane. I have no affiliation.

Yes, even more. We have a really great shop now. A trouble-free airplane as well.

I usually fly a little larger pattern than in a 150 but I want to be close to the airport. I tend to fly a steeper pattern as a result, and use 25-30 degrees of bank generally for turns. Occasionally 45 degrees such as a turn from base to final with a tailwind. Be aware of your stall speed vs bank (ACTUALLY stall speed vs. G-loading), and unload the wing if a moderate bank angle at lower airspeed.

I especially love the mechanic type who decide to take a bunch of things apart that you didnt authorize, dont check what you told them to, and put everything back together loose and misrigged. Then charge you two grand for it. But he was an experienced and "recommended" mechanic, and expensive as hell, so it was good maintenance by the checklist of requirements. Alternator post melting off on its first cross country, cowl flap link broken, loose aileron pushrod nuts notwithstanding.

Have any of you guys ever had anything positive happen after "reaching out the FAA" ?? Or, to rephrase that, have they ever done anything about it?

According to David McGee at AAA do the 1000 rpm "don't touch anything" method.

So which happens more? Owner trashes shop's reputation or owner gets screwed for ten or twenty grand. I'd like to hear about it. I've heard plenty of owners get robbed.

http://www.moapilot.com/magazine_toc_2004.htm

try moody aero graphics. Send them a nice photo of it if they dont have it in stock, they can make one.

Both are needed. The IPC is good for assembly diagrams and part numbers.

You also need a current illustrated parts catalog

I bet for every airspeed indicator that sticks there are 100 pilots in the grave who simply got distracted and stalled the airplane. Distractions are the number one thing. Stall a laminar flow wing mooney below 1500 feet and you're dead it is as simple as that. It got Joel Smith.