On my Birthday I discovered an opportunity to purchase a 1967 M20F. I showed my wife photos and discussed the price and was given the OK. I have always wanted to have a Mooney but other opportunities over the years have fizzled into a story about the fish that got away. This blog will try to give you some insights to the next years struggle to get this aircraft back into the air. This will also be my first blog so please bear with me. Ask questions as we go and of course I will be asking que
Day four was a huge success! We were a little late getting around and getting off the ground, but we were wheels up around noon. We were very curious and worried about some clouds we ended up flying right over and no issues with icing or getting stuck anywhere. We made our first fuel stop in KPBF, Pine Bluff Regional Airport Grider Field, for some incredibly cheap fuel and fun entertainment. After a quick trip into town for some diner food, we went back and enjoyed the culture that is incredibly
Just saying high to all those that find this club. I fly an M20E out of Pelion (6J0) South Carolina. There are two other Mooneys at my field, a J and a G.
Look forward to meeting all of you.
Sunday the 11th was a lazy non-flying day. My good friend, that is going to be on the trip with me, and I decided to rest and catch up on some R&R before we start the long journey! We also decided to wait at home for my mom and grandma to get back home so I could spend some more time with them before I head off! It was a great break and much needed. All of the devices are charged up and we are ready to hit the airways and see what the country has to offer!
It was a crazy last couple of days, but I am finally catching back up, so I am so sorry for the delays on the blog! On day two I woke up bright and early at 0530 and was on the road to the airport at 0615 with a very hopeful takeoff of 0700. I have missed the sunrises in the midwest and it was nice to experience it again driving and up in the air. Wheels up retracted perfectly at 0715 and I was off to Claremore Oklahoma. My two hour journey had started as I was off to surprise my family (Mom, Na
Today March 9th kicked off my spring break trip 2018! It was a crazy hectic day that about started off so badly. I had gotten out of class the night previous at 2130 local and by the time I got home and finished putting together my things it was after 2215 when I finally crawled into bed and my alarm was set for 0045 this morning with the shuttle leaving for Pheonix departing from campus at 0145. I woke up 45 min past my planned alarm wake up and only had 15 min to get up, around, and get to the
I have updated the following with some more specific information, mainly due to some questions raised here on the M20M power output and on what MAP is required for takeoff.
The TIO-540-AF1A/B is making more power than most people realize; the AF1B is NOT a detuned version of the TIO540, it is turbo-boosted up-tuned version (per Lycoming).
The MAX MAP of 38” is the high-limit on the density controller, normal Full Throttle takeoff MAP should be 35-36” if the densit
I hope this will help other Bravo owners who struggle to run the TIO-540-AF1B at Peak or LOP TIT. But first, in full disclosure I am not an A&P and this is not advice. I am simply illustrating my experience with this engine, and it or may not apply to you. Always follow the POH when you are not sure that your deviation from that document is in your best interest.
I am a lean of peak fan, always have been. It comes back from my days of working on non-aircraft internal combustio
Vapor lock comes in varying degrees, so a single technique to purge the fuel lines of “gas air” won’t necessarily work. I break it down by short heat soak (about 10 min or less) and long soak (about 30-60min) and yes, there is that charlie foxtrot area in the middle ~15-30 minutes where anything can happen.
This discussion is for a fuel injected engine.
During a short heat soak the likely culprit will be the upper fuel lines to the distribution device and the injector lines to the cy
My 1961 M20b has a switch market "Tank-R" above it. If I switch it down, does the gauge then read Total fuel remaining or Left tank?
When down, does the meter read Right & Left tanks together? Is Tank-R so that Tank-R minus Total = Left Tank?
[font='times new roman'][size=3]Dennis Dean Bernhard passed away on Saturday, July 11th at his beloved ranch in Harper, Texas. He was born June 9, 1940 in Fredericksburg to Norma Itz and Chester W. Bernhard.
Dennis valiantly fought a battle with leukemia having sought medical expertise at the Mayo Clinic in Rochester, Minnesota, MD Anderson in Houston and Methodist Hospital in San Antonio.
Dennis married Connie Humes January 25, 1985 at Bethany Lutheran Church, Fredericksburg. They share four
LOOKING FOR OTHER OWNERS EXPERIENCE IN ADDING SOUND PROOFING TO A MOONEY. ANY RECOMMENDATIONS ON SOUND PROOFING UPHOLSTRY SHOPS PREFERABLY IN TEXAS? DOES ANY ONE HAVE EXPERIENCE WITH SPECIAL PROPELLERS THAT QUIET THE PLANE? WHAT ABOUT FIRE WALL AND FLOOR INSULATION? ANY EXPERIENCE WITH ADDING THICKER GLASS LIKE 1/4 INCH OR 3/8 INCH? I HAVE NOT FOUND THAT ANY OF THE NOISE CANCELLING HEADSETS ARE THE LONG TERM SOLUTION TO HIGH NOISE LEVELS PRESENT IN THE MOONEY COCKPITS. USEFUL THOUGHTS OR COMMEN
I normally do not post, I want to let the aircraft owners know that in the last two weeks we have found two cracks in two different aircraft propeller hubs under AD 2009-22-03. Both had been inspected 100 hrs earlier and had shown no discrempencies. Not sure what to think, is it a vibration, time, age that these are just now showing up cracked. We had not had a hub cracked in 15 years so we are treating this very seriously.
I have a FT-101 that was working fine, My transducer died, bought a new one (Floscan 201) It now works great with my JPI 800 but the FT-101 shows about 1/3 of actual flow even after I adjusted it. I noticed when I entered the K value in the JPI-800 that it was a much smaller number than was in there (I assume the factory Transducer was mated to the FT-101) Any ideas? any FF meters that will fit in that same spot? that are K-value adjustable ?
Scott - Mooney 231 - 1981
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I just bought my first mooney a 65 m20c mark 21. Very nice machine in and out. The interior was redone in 99 but look a bit dated. Wanting to put leather and all new panels in it. Where should I go and what kind of cost am I looking at??
I own a 1966 M20 E and when I bought the plane five years ago it came IFR certified with pretty much the original panel. Since then, I have added an EI MVP-50 to it, removing most of the original engine gauges and such along with the DME and ADF. The later two removals were in anticipation of a WAAS GPS system, but that has yet to materialize. The original panel included the ADF, but ADF is fast disappearing from US approaches.
As such, I am left with dual VORs, one of which has GS. The ori
To a lot of Mooney owners a fuel leak can seem quite intimidating especially to those owners who do not hold an A&P rating. I must admit that I was intimidated at first. A small amount of leak (a seep) is permitted per the Mooney service manual as long as it is not into an unvented area so top of wing or gear bay is permissable but cabin, outboard wing area or leading edge are not.
My seep was into the leading edge and over 4 months drained the left tank dry; not enough to leave a stain on
During a recent preflight, the master switch on my 1975 M20F would not turn off. In addition, the flaps stuck at 1/2 and would not retract after takeoff. A similar thing happened last year, and the local mechanic replaced a relay which seemed to take care of the problem for a while. Now he's telling me that there is a system upgrade retro fit to replace all of the relays. Does anyone have info on this issue? Thx.
Unfortunately, most General Aviation accidents are pilot error. Reasons vary from improper pre-flight inspection, poor weather and a lack of IFR training, CFIT, inadequate communication/ planning or something else like fuel management. Luckily, with the advancement of avionics comes a whole new level of safety that can be added to your aircraft.
The majority of aircraft in the sky fly with only their outdated stock analog gauges without precise data. The slow walk towards
The Davtron indicator had to be removed due to indication incorrect pressure altitude. A continuity check of the harness found no errors in the wiring so the problem had to be elsewhere. Checking altitude encoder grey codes found that the B4 had to be high when it should have been low so there must have been a short. The only nearby high was the C1 so the short had to be here. An inspection of the connector under magnification revealed a tiny bead of solder between the pins of B4 and C1 which I