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Although the knee-jerk reaction is to ridicule and blame the news media, "journalism" didn't have anything to do with it. Perhaps you didn't closely read @smwash02 's post above. He copied the the exact data entry that appears in the FAA Aviation Safety Reporting System (ASRS). The FAA intentionally "obscured/disguised" some of the identifiable information, which was self-reported by the pilot. The fourth line under "Aircraft" says Make Model Name : M-20 T Predator

Thanks. Seem to be getting lucky on this one so far. I had to find a different one since the subject of this one went under contract as I was writing the OP and wrapping up my due diligence before making an offer. The replacement will be an M20M, an early A, with the engine fix. Also happens to come with a maintenance policy from the owner before the seller, which still has life in it. I'll have a lot of hours left to burn on it after taking possession. No broker involved, at an MSC now getting the prebuy. About the only affiliation with the deal, is that I learned the seller had his pre-buy done here also, but the rest of the work he had done closer to home. As I won't be able to be present for the inspection myself, the rep at the MSC and I took a good look at the plane and logbooks before I left them a check. I was curious as to the answer to the question, vs having a "bad" feeling, because I have a co-worker, that owned his own crop-duster service, has purchased a number of planes, is an A&P also and had no issues using the sellers mechanic, especially a bigger shop to do the inspections as he felt their repudiation was on the line to do it right anyway. However, he's not a Mooney guy so I thought I'd also throw it out to the space. Cheers,

Caleb, On our airplane, we chose to have a flat panel at the angle that the original panel had. Like you, we removed the crease, and kept the original shape of the panel. Where our installs differ, is we continued to use the shock mounts that the aircraft had used previously (although we obviously replaced them). Our AI G5 indicates slightly nose low on the ground, and perfectly level in the air, at an offset of around 14 degrees (I'd have to look in the instrument for the specific). Hope it helps, and I'll even include a sweet post install photo! -Nolan

I doubted you, all the ones I have seen have dual alternators. But this one has the space for the second 70A circuit breaker. I have the rear end of a TSIO360MB engine with the dual drive alternator if the buyer is really interested. Aerodon

Your AI is not a level, its a reference to the horizon. You should not expect it to be level in cruise flight as your pitch at 100kts will be different then at 150kts and then your loading will change that as well. Two examples from my J at two different speeds gives slightly different pitches. The airplane has to be leveled correctly using jacks and then you can calibrate the units. You can tweak it so its close to "level" at your preferred cruise speed but thats not really how its supposed to be done or what the device is actually visually representing. See this post: Lots of good explanations on why it could be wrong. Im betting the airplane was not leveled correctly or a step was missed from the manual.

I had similar wants for my 231. I have a KFC 200 with an Aspen Max but currently have KI 525a driving it. The only option I found was to install Aspens ACU 100 and replace the KI525a with either a Garmin G5 or GI 275 then remove the vacuum system, Then instal Aspen's APS4 to use with the Aspen for a altitude pre-select

The "K" is slower than the "J" by several knots below 8000ft, but above that, it is a real performer. I typically fly my 231 above 10 for any flight over an hour and have been very pleased with the speed of this bird and smoothness of its engine. You mentioned that a "K" would be more expensive to maintain, and you are correct - but only by a little. The extra component that might generate a need for extra maintenance is the turbocharger, and if you take care of your engine, repairs will be few and far between. I also enjoy a low fuel burn (something else to consider when crunching numbers) by my smooth 6-cylinder Continental engine. I cannot speak to the idiosyncrasies of the Lycoming, but I have heard the "K" will likely need to be topped at least once before overhaul and the turbo probably the same. One really positive aspect of owning my plane is that frequently, at altitudes above 13.5, I typically see +175 - 181kts true, burning less than 11 gallons an hour. Let's see a "J" do that.

Depends on available MP.

Close. CR is 8.7:1 so multiplier is more like 15.1.

I’ve never operated a stock IO360 that does not run smoothly LOP far leaner than an setting I would use. Sure, there are exceptions but they are rare. I have never operated one that just gets quiet. Most start to get rough after the one of the EGTs starts to rise again after peak. Most will run smoothly well beyond 50LOP depending on MP. The intake design makes for an inherently well balanced F/A ratio from cylinder to cylinder. I would personally have no problems running an IO360 LOP without an engine monitor as a temporary measure (like ferrying an airplane without one), but that does mean I would recommend it to others.

Just search on Amazon for "optical tachometer". There are a lot of options that are very accurate.

darn, looks like i'm gonna get rained out

My understanding as well.

I would recommend leveling the airplane and completing the calibration that way. You can’t account for panel tilt if you input the degrees from rivet line. Below is my set up, this is what calibration looks like with aircraft level vs what rivet line showed with aircraft off jacks, and how it looks flying. Hope this helps.

Huh, I have a dual G5 flat panel and we didn’t have any issues with the calibration. I think yours is leaned back though and on mine we made it flat and straight all the way across.

Howdy. The previous owner of our J weighed it in 2021. The log book contains the measured E.W., calculated C.G. & M.A. I have nothing else. No prior equipment W&B sheet. My A&P did provide an W&B sheet after upgrading the panel earlier this year. I'm checking his work and it seems that he used an implausible moment arm for a few instruments. Can someone tell me the moment arm he should have used for (1) panel-mounted instruments, and (2) rack mounted instruments like radios? Thx. Fred

I would be up to meeting.

Beautiful airplane. I’ve been following this airplane for years (https://n252q.com) Biggest drawback is that it is was originally one of the very basic 252s that were built with only one alternator. So, one alternator, one battery.

I wouldn’t even do both of those at the same time. If you develop a problem after re-installation/installation it’s harder to narrow down the problem.

Cheers!

You can't get pregnant from a toilet seat either.

If I remember right they all disagreed by about 10 RPM

You guys really pulled this together! Thanks Alex, Dan, it is no small feat! I'll see everyone Friday

@T. Peterson ya I saw that; self fuel at TDW is currently $5.43.

Dan and I have arrived in Tampa and are beginning the set-up for Mooney Summit IX! We have an amazing program planned for this year! If you have not registered, it's not too late to jump in your Mooney and come join us. Also check out the Silent Auction this year - you do not have to be present to win. --Alex