Shadrach

I could get closer to that with some equipment changes but there is no getting around the 40lb weight penalty for the angle valve 360.

No fire-sleeve from the factory. I remedied that decades ago. Not having it sleeved is especially hard on the hose from the servo to the divider. It spends its life being cooked between cylinders 1 and 3. I remember changing hoses in the late 90s and it was apparent which hose was subjected to the most heat.

So then no firesleeve…just like it left the factory!

1680lbs. Many early C models are closer to 1600. those speed are for minimum landing distances.

Absolutely approach speed is key. Being light means approach speed is lower. I don’t think most of the long body owners can fathom how the vintage airframes handle at low weight. With me and half tanks, I’m under 60kias by short final and shooting to be at 50 or less as I enter ground effect.

Like I said, I wouldn’t recommend anyone attempt 1500’. 2700’ on the other hand is not on the ragged edge and is certainly within the realm of what a new pilot could be trained.

Can you link the story? They only F35 crash I can find in the South China Sea involved a male pilot attempting a “$hit Hot” break for the first time. He neglected to activate APC and DFP, the tools that assist with pilot work load during landing (automated AOA and throttle corrections). He ended up low and slow. By the time he realized what was happening and applied full military power, it was too late. This was on the USS Carl Vinson in the South China Sea. Was there another?

Your experience mirrors mine with regard to internals. I’ve opened aircooled motorcycle with the cylinders ceased due to corrosion only to find the bottom end was perfectly serviceable after decades sitting with dirty black oil. My oil is typically changed between 30 and 50 hours depending on where I am. I’m not going to get an oil change away from home unless there are very special circumstances. Many years ago I came out to the airport with a trip planned. Oil level was fine but but I calculated the oil had been in service >90 hours tach time and 5 months. My partner was courting a girl about 2.5 hour away and had been visiting almost every weekend. No I’ll negative effect on the engine….My temper on the other hand.

I have done 1500’. I would not recommend it to anyone who needs to ask if it’s a good idea. It’s minimal margin affair that requires as much judgment as precision. Indeed judgement is the most important aspect for short field landings. Going around is easy and far superior to going off the end of a paved runway. Night ops change everything.

^^^^^This….I would never expect a maintenance technician to perform a post maintenance test flight. Indeed I would probably forbid it unless done by a Mooney savvy individual with lots of experience with vintage Mooneys. I’ve had some bad maintenance experiences over the course of 20 years of ownership. I regret allowing a handful to perform maintenance on my bird, allowing a mechanic to fly it doubles the chances of additional headaches. All the above being said, there are few “experts” in the US, Canada and Caribbean that I would exempt from my no fly policy.

All staged…passengers in on it as well. Maybe someone sees something I don’t but the first step is identifying possible violations and then building a case to prove violations. Jackass behavior for sure. Illegal? I didn’t see anything,

I am skeptical that calendar time matters as much as we've been led to believe. I've heard and read plenty about combustion byproducts and acidic oil. I've seen the insides of many aircraft engines as well as a few ground based air-cooled engines with various numbers of hours with the oil inside some of which sitting for years bathing parts of the crank. I have never seen an indication of PH level induced corrosion on parts that are submerged is old oil. One might expect at the very least that the oil varnish on engine internals would show signs of acidic breakdown, but I've never seen it. Have you? Anyone else?

Potentially unpopular and biased opinion. Find a nice early F that’s been well cared for and get on with your flying. It’s about the best value of any 4 cyl, 4 place single. Pros over J: Better instrument access no dual mag issues Lighter empty weight better useful load no “no back spring” issue for manual gear birds. 65-70% of the cost of a J. Cons: Looks less modern “It’s still just an F” (I don’t really care but for some J owners this is a real issue) F is a few knots slower. Pros over E: Higher MGW means better useful load More leg room making for a comfortable 4 place cabin bigger fuel tanks Larger baggage area Cons: some sa it’s less sporty, though I can’t tell the difference. Both Es I’ve flown were less than 20lbs lighter than my F. F more expensive than an E. Bottom line. A nice F will do >95% of a what a J will do in terms of speed and will likely have better useful load and will cost significantly less to buy. A nice F will do >95% of a what an E will do in terms of speed and will have more range, better useful load and far more usable cabin for four passengers. It will cost a small premium over an E.

I lknow it is a tough thing to do. I have many friends that have made the same decision. Being an aircraft owner is a very unique experience. You’ve enjoyed your machine. You’ve made some great memories. As hard as it is, it’s best to move on in a healthy way. I’ve seen many hang on to planes they don’t fly, paying bills with resources that would be better used elsewhere. Keeping your memories and letting the plane go is far better than the alternative which usually amounts to decades of neglect, deterioration and expense with a loved one then trying to deal with the sale of a complicated asset. Sometime it sucks to do the right thing.

I remember. Does his name maybe start with a T? Perhaps he hails from a different continent? Only time that I’ve been tempted to block.

Beautiful footage nicely accompanied by one of Santana’s most soulful compositions! What kind of external cameras are you using? The seem to dampen a lot of movement.

@carusoam @Andy95W Why would you use Carson speed when flying opposite the desired direction of flight? Why not just slow to L/Dmax at that point?

Beautiful machine. Congratulations!

Good news! John Paul will likely tell you that your engine is not a candidate for GAMIs. Your spread is even closer than mine. I never run LOP at such low MAP settings. I can lean past 100° LOP above 25inHg. I get a second EGT rise as it gets rough but I have no need to run that lean. Your in a very good place in terms of fuel delivery. Your engine will be smooth and efficient at any mixture setting.

Obscure song lyric reference...sorry

They have Charlie weights in the tail. However, the mid bodies with the 300hp conversion are known to be heavier in the nose as the charlie weights have a shorter arm.

The A20s are probably due to be sent in. In addition to Bluetooth issues, the mic wire has an intermittent short. I have four Bose headsets, one A20 and three Aviation X’s. I love the comfort and noise canceling but they are not very durable for the cost. For the money, one would think Bose could build wires that don’t short. The 26 year old Flight Com headsets I used for the first five years of flying still look brand new after a much rougher life. All of my X’s have been back for flat rate service. One of them twice.

I’ve heard that they’ll cure your asthma too.

I find the Bluetooth on my A20s flakey in conjunction with my iPhone. Some primes they are undiscoverable no matter how I wait. They are the least reliable Bluetooth device I own.

Carson speed is simply a measure of highest velocity per unit of input. In contrast to longest distance covered per unit of input. One is no more arbitrary than the other. Also, it’s a drag calculation, incorporating mixture setting just muddies the concept. If Carson speed is attained at 50% power, it requires 50% power. I does not matter if you’re rich or lean of peak, 50% power is the required power setting. The most efficient setting that yields the required 50% power is a different discussion.