Bob_Belville

DrBill, Bill Heybruck, on here is based @ Wilgrove on the east side of Charlotte. He has an E. I'm farther away at MRN where there are 5 or 6 Mooneys, my E, one F and the rest Js.

Plus: AAA, AA, 9V batteries. Allen wrenches, needle nose vice grips, sick sacs, urinal pouches, flashlights, window cleaner, tie down spikes and line, plane cover, spare sunglasses, ball caps, shop rags, tire gauge...

When I'm at cruise and George is driving the bus I usually move the seat back a couple of notches which requires a little extra nose down trim. I'll try to remember to check where the indicator is.

I note that FaceBook has recently add a "don't like" choice to their "like". I'm thinking MS needs to do a poll re adding that feature...

I wonder if your indicator matches the full range of the actual movement of the tailfeathers? Does the indicator go to the full up position when the trim itself bottoms out? Is the take off indication where you trim for take off? The next time the belly is off verify that the indicator extremes match the trim mechanism stops. It's easy to adjust the indicator unless an end has broken off where it had been bent which made the cable too short but they hooked it up anyway. (You might guess how I would come to know something like that.)

Yeah, seems to be. But the trim indicator linkage, at least in my older E is, what shall I say, Mickey Mouse?. The lawn mower throttle cable ends with a Z bend the goes through a hole in the piloting indicator that's mounted to the plastic wheel well cover. Start multiplying the slop and I estimate the accuracy as +/- 20%. And of course neutral pitch trim will vary with CG, right? Looks like to me you might have a couple of your girls in the back with that trim setting. This pic was not taken in cruise - I do not recall ever taking one of that area in flight. The trim is set to TO position. (FWIW, landing is normally trimmed full nose up. I think Mike Elliott soiled his britches when he told me to "go around" on short final. In my little E I can, and do, apply full throttle, dump flaps and muscle the nose down while trimming pitch. With hydraulic flaps It is not worth it to try to bleed off to some intermediate position while engage in serious aviating, OSISTM after 2500 hours in this model.)

I have what I think is a common combination. The STEC 50 has no access to pitch trim. It does "feel" the pressure that it is holding on the elevator to maintain ALT. If that pressure is great or prolonged it provides a signal light to advise the pilot to trim the pitch. I also have STEC electric trim. Model ST-155, STC SA5279SW-D It is completely independent of the A/P. When activated it turns the manual trim wheel. FWIW. I have a long time ingrained habit: while in cruise with ALT engaged I will release ALT for a few seconds to see if the pitch trim is neutral. If the plane climbs or descends I will tweak the pitch trim and reengage ALT. I do not see that the current owners of the STEC stuff still offers the electric trim add on. http://genesys-aerosystems.com/

Well, I make up in width for what I lack in length. You now owe me 2 brews... and an IPC.

Oh, I meant to add for any F snobs out there that LAL is about a 4 hour leg and my poor little M20E will have full fuel, 3 full size men, tent, etc.

My STEC 50 will track HDG or VLOC. It does not hold a track to a synthetic fix, an intersection. W/o GPSS the pilot must use the heading mode and offset, monitor, and adjust the heading to maintain track if there is any crosswind at all and there always is. Is that not so? My wonderful GTN 750 displays the desired track and the plane's position relative to it but it takes GPSS to automatically stay on that track. Think of it as "altitude hold" for the horizontal plane. Neither "ALT" nor "GPSS" is essential but both are sweet - especially for a single pilot, in busy airspace, in IMC!

Sun N Fun is a few weeks away. Aspen etc, are likely to have special prices...

I intend to bring the same 2 friends who came with me a couple of years ago. (Jason and Joey - made famous in the SnF video.) We may bring a tent, chairs as well and do the camping thingy. Our schedule is not set yet but I would think we'll be there Tuesday night, maybe Monday or Wednesday as well. Hope to see you there.

+1 for GPSS. And +1 for Aspen 1000 which gives you GPSS and much more.

CJ, DMax is about as generous at it gets when it comes to helping folks over the phone. Are you a MAPA member? Don is an active contributor to our discussion group there. http://www.donmaxwell.com/

http://www.mooneyevents.com/cmodel.htm

I'm headed to DMax's workshop that weekend...

For reference: Our local shop puts his flat rate schedule on his web site. Manual gear Mooneys are $1430 (22 man hours), Electric gear models, B thru Js are $1560 (24 man hours). He permits owner assist, at least for owners who have a hanger on the field to do the work in. http://www.aglaviation.com/ http://content.sitezoogle.com.s3.amazonaws.com/u/162433/463199fe19d0e7185f3d6003cde4e48b43bd7ed2/original/flat-rate-prices.pdf?response-content-type=application/pdf&AWSAccessKeyId=AKIAJUKM2ICUMTYS6ISA&Signature=Pg8v0g8jCD6%2BqKM6LmW0sOGs7VM%3D&Expires=1457130218

The hp, speed info that appears on FAA registration is strange. It is not just Mooneys. My plane does not indicate hp or engine but my first E has IO360 and 180 hp as does a friend's 67F. All 3 indicate speed as 127 mph which does not match any V speed I know of. (It's half way between Va mgw 132, and Va 2200# 122!) Engine Weight Speed Mode S Code 1966 MOONEY M20E Fixed wing single engine (4 seats / 1 engine) BELVILLE ROBERT C MORGANTON , NC, US (Individual) Standard/Normal 929 (Reciprocating) Less than 12,500lbs 127mph 053214731 / AD19D9 Engine Weight Speed Mode S Code 1966 MOONEY M20E Fixed wing single engine (4 seats / 1 engine) ASTRONAUTICAL DEVELOPMENT LLC MOREHEAD , KY, US (Corporation) Standard/Normal 1198 LYCOMING I0360 SER (Reciprocating) Horsepower: 180 Less than 12,500lbs 127mph 053150245 / ACD0A5 Engine Weight Speed Mode S Code 1967 MOONEY M20F Fixed wing single engine (4 seats / 1 engine) SHELTON VADER JR DREXEL , NC, US (Individual) Standard/Normal 670456 LYCOMING I0360 SER (Reciprocating) Horsepower: 180

Hank, I suspect you have seen it before. There's an old thread here somewhere where I described building this from a Harbor Freight dolly, a galvanized tub, Sakrete, and a few pieces of hardware and what it cost (<$50?). The thread started one of several MS debates on how to safely and legally jack a Mooney. I suspect you remember.

I'm thinking he moved our cherished tail hold down weight to the nose!

Dave, you might want to bookmark this link. Mooney Model Chronology (1948-2006) http://www.mooneyevents.com/chrono.htm

I have a '66E. Yes, the earliest Es are distinctive, along with Cs, for their smaller, curved rear windows. I think both Cs and Es changed to the squared windows with the '65 models.

Welcome aboard Dave. It sounds like you are thinking pretty clearly and our MS folks in your area will be willing to help you. As a long time M20E owner I must protest again the "2 plus luggage" moniker some would want to tag the original (Al Mooney) concept of the perfect 4 place personal plane. See pic. (This was a 500 mile trip @ 10,000' over our mountains with overnight luggage, not a 30 minute plane ride.) Bob

ISTM the feds have made it much easier to add AOA. I installed the CYA100 a year ago for well under 1 AMU. Pics of sensor and panel display in my gallery.

I have a great deal of admiration for CFIs doing primary training. IMO, they must be ever attentive to anticipate whatever improper reaction a student might have to any given situation. There are moments in any flight when in a panic the student might pull back on the yoke or dump flaps at a very unfortunate instant...