Shadrach

I have a pump on the shelf, but I cannot break it into parts. I am sure you can source a spring of similar size and spring rate. The HE1518 is not so critical in terms of precise spring rate because that valve is manually operated by a cam and needle. The spring simply holds the valve (ball) against the seat. Err on the side of more compression than less. If you had lost an HE1516 you would need to be much more precise in sourcing the correct rate spring as it must be heavy enough to hold the ball against the seat but light enough to be unseated by atmospheric pressure when a vacuum is created on one side. I can provide spring dimensions and pictures if that helps.

Same here, with some Chief, Champ and an hour or two of Stearman time thrown in for good measure,

Nice looking bird Hector and well equipped. What’s the UL?

@Hank makes a good point. It takes more control travel to hit the stops in most aircraft, substantially so. The Mooney has a relatively slow roll rate (I’d guess ~60° per second) coupled with short yoke throws. What sort of tail dragger‘s are you flying? Many of us enjoy TW flying.

You represent one part of the spectrum of the Mooney community. Folks that I imagine are into, the latest and most sophisticated cockpits, built in O2 and 700nm legs. Dislikes include turf strips and uncontrolled airports with hoi polloi infesting the pattern. I understand the appeal but the spectrum of owners is pretty wide. Many Mooneys handle short strips/dirt/turf strips just fine and blend well enough with the Pietenpole puttering down final at 45kts. The airframe is efficient but it does other things well enough to branch out. I like landing on 1800’ feet of grass and eating lousy pancakes off paper plates with EAA guys just as much as I like sitting at a nice airport cafe listening to Bonanza owners measure each other's…fuel burn.

It’s not like you were going to go inverted. You hit a pocket of unstable air and came through it. It happens. You can increase speed in less stable conditions when runway length permits. Discontinuing the use of 1.3Vso as SOP is short sighted. Especially given that you were likely faster than 1.3Vso unless you were at max gross weight. There is too much RLOC in the Mooney community due to excess speed.

When on approach, on windy days, in low level chop, I have used all of the aileron authority available. But that’s only happened a few times in 20 years of flying this airframe. Typically when going into short strips (<2000’) on windy days at slow speeds on short final (<65mph). For longer runways a little extra speed gives a little more authority. Mooneys have plenty of aileron under almost any condition you’re likely to encounter, I think 1.3vso (by weight) on final is excellent SOP (and so does the FAR/AIM). I try to be at 1.2 crossing the threshold or less for short field work. Far more Mooneys depart the runway environment due to excess energy on landing than fall out of the sky on final because of too little.

I know they are significantly heavier, but that seems extreme given that we have the same airframe and my dry weight is 1680lbs. I would’ve expected a delta at about 500 pounds.

I would bet that most Rockets are operated much closer to gross on a regular basis than a 200hp bird like mine. With 5hrs of fuel, bags and my wife and me on board, we’re about 400lbs under gross. The closest I’ve been to MGW is the aforementioned 4 adults + infant and bags. It was a shortish trip from central MD to KFFA (~250nm). We were a little more than 100lb under gross (and it felt as much in July). I could have have taken less fuel but KFFA does not have gas and I wanted to return home without making a stop. If I’m solo, I’m almost always under 2200

That’s about what I guessed. So about ~10lbs per HP. So typical weight for me, 4hrs of fuel and a bag is ~ 2150lbs (1680lb + 470lb) which works out to ~10.75lbs per hp. Not exactly an earth shattering difference. Thrust to drag however is a “whole nother”calculation and is quite a bit more impressive.

If you calculate the power to weight ratios of both aircraft under typical load, you might be surprised. Your Rocket probably has most favorable of the breed. What’s the dry weight?

Yeah, I can’t envision an in flight fire that I’d be able to extinguish with an ABC from the cabin. However, I allow for the fact that airplanes sometimes do things that I’ve not thought of.

Agreed. My guess is that it was initially stowed elsewhere and then migrated to the hat rack. 8lbs of steel to the back of the head would be a bad deal. I keep a fire extinguisher behind right seat when I don’t have rear pax. When loaded with four and bags there just isn’t a good place for it.

The TIT limits and the inherent imbalances in the fuel/intake system are what cost you speed. Not your mixture setting. Most applications were not designed with an eye towards the precision needed for LOP operations. Many turbocharged applications run fine on the lean side of peak. However, turbonormalized applications are better suited because their higher compression ratios generate lower TITs. See two TN’d IO540s below making same horsepower at the same RPM. Manifold pressure and TIT is lower on ROP engine (L side) while CHTs and fuel burn are higher. Manifold pressure and TIT is higher on LOP engine (R engine) while fuel burn and CHTs are reduced.

I saw a Mooney on the ramp at FDK with a single use, metal, fire extinguisher in the hat rack. It looked it was just waiting to become a projectile.

I have had four adults plus an infant and bags to the ceiling. I was uncomfortable with bags above seat level but everything was soft and light. I’m more conservative now and would like a retainer separating the cargo from the soft squishy bits.

No welding needed. Adel clamps around the top steel tube could be made to work. Any vintage Mooney with shoulder harnesses uses a beefy steel clamp as a hard point for mounting the hardness. These would work just as well or better.

They all stall at high deck angles under full power.

I did not add them, but I am sure you could easily duplicate what the factory did in 67. There are two pairs of straps in my baggage compartment. Each each strap has single sewn in d-ring on the mount side. Each pair has double d-rings on one strap to lash them together. They used AN bolts and nuts through the baggage floor with a large washer to affix the single D- ring to the floor. If I were adding them, I would use a clip lie this. https://www.strapworks.com/1-inch-stainless-steel-dring-with-clip

I like it but I want something that goes to the ceiling.

My 67 came with cargo straps. I replaced them over a decade ago. I do secure cargo. I have often thought about the best way to secure a net above the rear seats.

No doubt…and fresh off the heels of the most recent LOP thread no less. It’s early in the year, there’s still time to turn things around!

I emailed them several weeks ago just for $hit$ and giggles. No reply

A fishing store, headquartered in a shed, that brands itself as fishing fashion(?) outlet for ladies of all sizes, that sells aircraft batteries at an 80% discount? What’s not to like? There is a real Simms fishing store with an identical logo. They do not offer such deep discounts nor do they sell aircraft batteries. Also they sell through multiple retailers and are not based in a shed in Fayetteville, AR.

This seems legitimate… https://www.storeweatherstrip.com/concorde-battery-concorde-rg-35a-recombinant-gas-sealed-lead-acid-battery-12v/ While I was looking, Rosalía and Aniya each bought a RG-35A….And who could blame them for just $96.99. With such great prices, I thought I might make a trip to their facility to see what other bargains they might have. However, I don’t think they receive customers in person at their expansive facility. I thought there were consumer laws against this sort of thing.