Mooneymite

I'm no lawyer, or physics major, but I suspect the asymetric forces are the culprit. Cycling the prop on run-up certainly causes a sudden RPM loss, but hopefully no damage. I think prop strikes are grossly under-reported. I have seen prop strikes where the "corrective action" by the owner was to clean off the prop. I saw a twin engine aircraft hit both props as he crested a grassy knoll with subsequent RPM decrease. No recognition, or remedial action. The owner/pilot seemed to have no understanding that what had occurred was a prop strike and required both engines to be inspected! I've had two friends who had engine failures (one on the ground, one in flight) because the crankshaft bolt sheared. I can only speculate that there had been an un-reported prop strike in the past. That bolt/lockplate must be replaced with a new one using a specific anti-seize to give the proper torque reading. Lycoming is very specific..... According to the AD, there's not much wiggle room on what constitutes a prop-strike, but if it isn't in the logbook, it didn't happen.....apparently.

Two references for you: http://www.caa.si/fileadmin/user_upload/pageuploads/AD-NOTE/AD-2004/038_FAA_AD_2004-10-14.pdf http://www.lycoming.com/Portals/0/techpublications/servicebulletins/SB%20475C%20(01-30-2003)/Crankshaft%20Gear%20Modification%20and%20Assembly%20Procedures.pdf Exerpts: Compliance (e) Compliance with this AD is required as indicated before further flight if the engine has experienced a propeller strike as defined in paragraphs (i) and (j) of this AD, unless already done. (f) Inspect, and if necessary repair, the crankshaft counter bored recess, the alignment dowel, the bolt hole threads, and the crankshaft gear for wear, galling, corrosion, and fretting in accordance with steps 1 through 5 of Lycoming Mandatory Service Bulletin (MSB) No. 475C, dated January 30, 2003. (g) Remove the existing gear retaining bolt and lockplate from service, and install a new bolt and lockplate, in accordance with steps 6 and 7 of Lycoming MSB No. 475C, dated January 30, 2003. http://www.lycoming.com/Portals/0/techpublications/servicebulletins/SB%20475C%20(01-30-2003)/Crankshaft%20Gear%20Modification%20and%20Assembly%20Procedures.pdf Definition of Propeller Strike (i) For the purposes of this AD, a propeller strike is defined as follows: (1) Any incident, whether or not the engine is operating, that requires repair to the propeller other than minor dressing of the blades. (2) Any incident during engine operation in which the propeller impacts a solid object that causes a drop in revolutions per minute (RPM) and also requires structural repair of the propeller (incidents requiring only paint touch-up are not included). This is not restricted to propeller strikes against the ground. (3) A sudden RPM drop while impacting water, tall grass, or similar yielding medium, where propeller damage is not normally incurred. (j) The preceding definitions include situations where an aircraft is stationary and the landing gear collapses causing one or more blades to be substantially bent, or where a hanger door (or other object) strikes the propeller blade. These cases should be handled as sudden stoppages because of potentially severe side loading on the crankshaft flange, front bearing, and seal.

I bought a Mooneymite years ago. It's a single place, so there's no flight checkout. When I picked the plane up, I got a short explanation of how the manual gear worked. I got to my first destination okay and spent the night. The next morning I flew a very short flight to a nearby airport for fuel. When I took off, I forgot to RETRACT the gear. Entering downwind at the destination, I knew I had to do "something" with the gear and I raised the gear, thinking I was extenidng it! Low speed, short flight segment, the gear didn't seem to make any difference up or down. I had virtually no experience with the plane. On short final, I just could't seem to slow down....that was a clue. I looked around and realized the gear was up and that I was about to join "those who had". Happy ending. Good lesson.

I resemble that remark!

If you're looking for that elusive gain in useful load, do NOT weigh your plane! Ask me how I know! Okay, I'll tell you anyway. I bought my plane in 1998. Years ago, after a concentrated program of getting rid of "stuff" like boat-anchor DME, ADF and useless wires, connectors, etc. I was carrying, I had my plane weighed and the empty weight was still MORE than the weight and balance showed. We rechecked everything...amount of oil, fuel on board, dust, dirt, EVERYTHING. Then we checked the scales....dead on. Planes gain weight with age. It's a proven fact. Owners and their mechanics tend to under estimate modifications . From now on, all my empty weight numbers will be derived mathematically! No more reality for me. .

Thanks. PM sent.

Thanks. Lots of choices for throttle linkages, but no luck finding the stop nut. I'm still looking.

Generally, the same thing that makes you forget to put the gear down will also make you forget your checklist.

In Navy flight training, it was the Marine instructor in the back seat hitting you in the helmet with his knee board screaming at your stupidity. Very effective. I'm sure they can electronically reproduce that same tone of scorn for a "modern version".

I'm always amazed at how expensive the various add-on warning systems are for production airplanes. The original M-18 Mooneymite had an ingenious (and inexpensive) gear warning device: When the throttle was closed enough to allow one to land, the throttle linkage opened (un-pinched) a vacuum line to an old-fashioned vacuum windshild wiper motor mounted behind the instrument panel. On the shaft was a flag that wagged back and forth in front of the pilot's face. Not fool proof as the record of Mooneymite gear-up landings will attest, but it must have been more effective than a red light and a horn of present day. On the few Mooneymites that came with factory electrical systems, the wig-wag flag was replaced by the "newer" lights/horn combination. I wonder if anyone kept records to see which was more effective?

Here's what Don Maxwell emailed me: Hi, That part is no longer available but there are parts in automotive applications that are very similar. Mooney has a retro kit Pn. 660051-005, that includes a heim bearing, bolt, 2 spacers, flat washer, castle nut and cotter pin for $132.82. Let me know if you would like to order one. Don So, I'm still looking for that "stop nut". Anyone have one in their "junk box" after the conversion?

Hmmmm. A heim link was suggested to me by the engine shop. However, I'm not sure that such a substitution is technically legal without a bunch of paperwork. As they say, "this is the way the airplane was designed". I can make a replacement (owner fabricated), but I was hoping someone might recognize/identify a readily available part. It is 3/8" in diameter, fine thread. Such bolts are plentiful in the PMA section of Lowes, but have to be modified.

Working on my throttle linkage, I found the "stop nut", or whatever it is called is damaged. Most of you will recognize this as the carburetor end of the linkage. This is on a 74 C model. I have tried Aircraft Spruce and my local engine re-builder, but have not come up with either a name for the "stop nut", or a replacement. Obviously, the one I have is useable, but it's "broke", so I'd like to have a new one. Anyone?

Hmmmm. This is a great idea. I wonder if there would be a better, more user friendly format for this? Maybe and alphbetical listing by state/airport and type of Mooney so one would not have to go through the entire thread? Also, when I travel from airport to airport, it would be nice to have a "quick list" of Mooney-friendly folk at each location. Any ideas?

Do you still have a PC installed? It makes a difference.

At what altitude do you think it's safe to turn crosswind in the traffic pattern? That'll probably work even IFR. Generally, if you haven't started your turn by 1000' agl, tower will give you a gentle reminder. Taking off from an uncontrolled field, your clearance will sometimes be to "enter controlled airspace" on a specific heading.....that's something you must comply with. Most of the ops specs I've worked under (and the AIM) have specified 400' agl. Take your pick.

Marauder told us about this: http://www.aircraftspruce.com/search/search.php?s=COMPASS%20BALLS Worked like magic for me. After years of a wet compass that could not be adjusted, this little gem allowed the compass to be dead on.

I'm still planning Saturday, but in my Hatz, not the Mooney....the wx should be perfect.

I have no way to use my Mooney in business and I am not sure if I did, I would. As much as I like my Mooney for personal travel, I'd hate the pressure of "business" in my go/no go decisions. If I have to "absolutely, positively" be somewhere, general aviation does not rate very high on my list of conveyances at least located here in the land of thunderstorms and winter-time icing. Leaving my plane in a strange city while I rent a car to get home, or make a business appointment would definitely peg out my irritation meter. My salute to you gents who made it to work....for years!

Before bending /adjusting anything, check the ball with the aircraft leveled on the ground. Could be the ball, not the plane,is out of rig. Simple, easy fix....and cheap.

My Mooney has a gasoline engine that is based on 1930's technology. Fusion turbine? Heck, I'd be happy if we could just bring our gasoline engines into the present century! Innovation marches on. The FAA protects us from it.

Kind of both. I have the fltplan.com elog on my Android device as an app...it's just one part of the FltPlan app. However, the times you log are apparently kept in a big log-book-in-the-sky, so you have to log in to up-load your entries. If you don't have the app, you can just go to the main site.

You are correct. I was thinking in terms of number of votes.

Done. Going with the mogas solution will split support and leave high performance owners a minority.

Excellent! Congratulations. As you are well aware, the FAA does not give that honor to the undeserving.