Bartman

I agree if you don’t expect it this can be a real handful and my transition CFI owned a Mooney and knew this and many other well known Mooney-specific issues. He made sure I knew about slow fight characteristics and stalls with the wing drop if uncoordinated, approach by the numbers both light and near gross, the bounce, the porpoise, the go-around, and other common scenarios. I go up every year with my CFI to keep me on my toes and also to support the local independent CFI, and we do several but not all of these scenarios at every review. I like the way she handles in the flare as I continue to trim up, and I know how she responds when I add power. I had my jack screw rebuilt by LASAR and addressed after @Amelia had her incident. Discussed it with new CFI and one of my past flight reviews included a go-around with simulated stuck trim. I pushed the yoke all the way around the pattern. Not comfortable but doable, but I expected it.

I continue to trim in the flare all the way to eventual stall and when I do touch down there is very little back pressure on the yoke. After landing I have to trim down quite a bit to get back to takeoff settings.

For my usual mission of me and the wife, full fuel and luggage at or near max gross 2,740 lbs I set the bottom of the movable indicator bar at the top of the fixed reference mark and it’s not worth trying to adjust it. If it’s me and an instructor or passenger I set it the same and adjust with pull on the yoke. The biggest issue at the home airport is bumps at 1,000 feet on both ends which can launch you before she is ready to fly.

My elevator is heavy on takeoff if not trimmed up sufficiently. However, if it is trimmed up so that it flies off the runway I have to start trimming down very quickly after takeoff. It is best to trim such that I have to add some small amount of pull on the elevator with the takeoff roll and then relax after rotation, but still have to trim down a lot. The trim indicator is a little higher than the indicated takeoff mark, but I have gotten used to it.

Remove the belly pan and look for a screw that was too long and binding the elevator push pull tube.

Wow that really is frustrating having that much trouble getting your class III medical, and trust me I feel your pain. In 2004 I had a similar issue and delays due to an abnormal but benign thyroid lab ended up having to jump thru a bunch of hoops to get my medical so I have walked in your shoes, and although it was only a couple months it did result in a thyroid nodule biopsy. I did get the Special Issuance but that was dropped after the first renewal long long ago. Since then when my flying has inspired others to get training I always use my story as a cautionary tale and insist they get the medical before doing anything else. I saved a friend a lot of frustration but most have no problem. When you get your medical, and you will, please use your experience to help advise others while you enjoy 34X

I told my wife once that someone called their plane the Aluminum Mistress and she liked it so it stuck, but I didn’t come up with the name. I prefer Bartplane just so that I can say to the Bartplane…

Mine lives in a hangar and I ave never seen anything like that and yes I would be concerned. I think 88V jus dropped the mic and walked away…

What I found eye opening was not only the size of the fasteners, but also the torque value. I don't remember what the torque value was but it wasn't much and it was measured in inch pound if memory is correct.

As someone stated early in this thread this was a sick engine. On multiple flights the climb rates were consistently very anemic and cruise speeds did not increase much in level flight, but the head scratcher for me though is the very low speed on final. The only way I can explain the slow approach speed is flying by accepted Manifold Pressure such as 14 or so on final, but my cross reference is the airspeed indicator and if it’s low I’m going to add power. Did the fact that this J had a turbo contribute in some way to low power ? The reports stated it would spin freely but Is there a turbo failure mode such as waste-gate that would result in low power but still indicate correct manifold pressure and RPM ? I ask because I have no experience with turbocharged engines.

OMG you made my day… I hope for Lilah’s sake you climbed all the way to 2,000 feet !!!

Welcome aboard Papa and enjoy the J

I used new hardware for installation. We ground down the end of the old bolts slightly and drove them in from the engine side as a guide, and then drove in the new bolts from the cockpit. I also used torque seal on every fastener. The fluorescence makes it easy to turn the lights off in the hangar and use the black light to quickly check every bolt and fitting with an oil change.

Does this pose a risk of magnetizing the steel roll cage ? We occasionally see a thread about degaussing and I wonder is this how the roll cage gets magnetized ?

Two things to add. Most of my flights are cross country at or near 2740 so I know very well how the plane performs in both cold temps and low DA like today, and more importantly in July with high DA when temps are in the 90’s. Takeoff roll and climb performance are much different at these extremes. Despite having a 5,500ft runway at my home airport, one challenge we have is bumps beginning at about 1,000 feet at both ends and if your speed is just right it will launch into the air before she is ready to fly. Usually it can be recovered in ground effect but I have also brought the mains back to the runway to gain speed, and have aborted many times due to these bumps. It is especially challenging when taking off IFR and low ceilings. I did that once, and never again. Be very cautious of a bumpy runway at max gross. The other thing is flying at max gross with 1 passenger while full of fuel and luggage is different than flying with 3 passengers and minimum fuel. I am fully aware that I am the PIC and responsible for all souls onboard, and how an accident would affect much more than those in the aircraft.

Not long after getting my PP and flying from TN to Ohio and back in a rental Cherokee 140 in July I decided it was time to get a traveling machine. I too bought a 1977 J and could not be happier. In fact, we just returned from Florida after watching the Citrus Bowl and soaking up some sun. Life is good.

Damn !

Mine runs 13.8 volts and has been consistent for 10 years with the solid state voltage regulator.

I flew the $$$$ out of my J with IO-360 from acquisition at 700 SMOH until about 1950 hrs. Field overhaul was less than 20k, but I turned every wrench on removal and installation with proper signoff.

@Phil Hintonwe are all so sorry for what has happened. I have lost pilots I know, but not a neighbor and not someone I was going to fly with and decided otherwise. Prayers for all.

I cannot imagine flying that slow and that low for that long a time, but this appears to be intentional. I thought it was odd that Kathryn’s Report said the JSO homicide unit is investigating the crash. Is this a clue ? JSOs homicide unit, NTSB, and the FAA are investigating this crash.

That was awesome! Someday you will enjoy watching that first flight again with Steven.

That’s is awesome !

We all do our best to avoid the restricted RPM range, but it cannot be eliminated. When VFR I often use 2,000 rpm in that last mile until short final which puts me a little fast, and cut to idle and glide much farther than when I was training in the Cherokee or the 172. That’s the best option I have found. If it is an IFR approach I fly the speed and glideslope don’t worry about the RPM restriction nearly as much.

If you see one on the ramp it would be hard not to walk up and look at it. I wonder if it would attract unwanted suspicion and interest resulting in a ramp check from an uninformed FAA inspector.