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It appears based on the time stamps at (KMJX) Ocean County Airport, NJ, that Mooney N211CT , a 1966 M20F, did one " full stop, quick taxi back and go" (it took about 5:25 min:sec to clear the fence on short final and then clear the other fence on take off), then one "touch and go",(it took only about 1:31 min:sec to clear the fence on short final and then clear the other fence on take off) and then another " full stop, quick taxi back and go". The runway 06 is 5,950 ft long. Then on the 4th landing he landed gear-up. https://globe.adsbexchange.com/?icao=a1bd7d&lat=39.927&lon=-74.314&zoom=14.2&showTrace=2025-08-05&trackLabels&timestamp=1754407409 Although this M20F was stripped and heavily modified by Mooney Mart back in 1998 with all the "201" speed mods and 201 style panel, it has a Johnson bar. N211CT | 1966 MOONEY M20F on Aircraft.com "Johnson Bar Gear Control, 201 Instrument Panel, 201 Glare Shield, 201 ¼ inch Windshield, ¼ inch Side Glass Mod with, 201 Picture Windows, 211 Speed Kit (gap seals all around & gear door overlap), Wing Wheel Well Liner Fairings, Electric Speed Brakes, “Whisper” Super Sound Proofing New Paint 1998, New Leather Interior 1998"

Just lost a strobe supply on a clients airplane. A new supply was more than the LED kit. From Aero/Wat. I wish the aero lamps had a brighter green nav lamp. Seems they mimicked the washed out old green grimes Lamps. Super easy install and the aero lamps look and fit better than the WAT lamps. -Matt

I have a G600/GNS430W in my M20J. The antenna wires on the King KA-22 glide slope antenna (mounted inside the windshield on the center pole) wires broke off when a maintenance shop pulled the sun shield off. Now I can’t get an ILS glideslope. I can’t seem to find a used King KA-22 anywhere. Is there another approved ILS glideslope antenna for the GNS430W? It seems like the COMANT CI-193 might be, but I’m not sure. Can anyone provide any help on my options? Thanks!

https://asn.flightsafety.org/wikibase/534662 The aircraft landed with the gear retracted on runway 6.

I am not surprised that you’ve encountered different peak EGT ranges in different aircraft. All other things being equal, raw peak EGT number is influenced heavily by compression ratio. Greater thermally efficiency = lower EGT number. The number by itself is not really meaningful, but it can give you a clue when it does not make sense as relates to peak.

Did you sell?

He went other shorter, rougher and obstructed fields, too.

If a bearing is leaking it'll leave streaks on the wheel, which you wouldn't be able to see if there was a cover on it. Likewise making sure that the cotter pin is there, etc.

I do believe that's who I remember, the name is familiar, although in my memory the strips shorter and bumpier. Rumor has it that the only reason he was able to get out of some of those places are the wheel covers.

That was @piperpainter, in his red C. He now has a more appropriate tailwheel plane with tundra tires, last I heard. That's what I thought as a new owner, admiring a set of chrome wheel covers to aid in visibility. But I was discouraged from buying them by my IA, something about heat buildup and difficulty to inspect the bearings.

Thanks everyone. I will be going to the hangar tomorrow to check the strobe part #. Will post back here what I find out. I did see one log entry from 2020 where it said replaced strobe powerpack HDACF S/N 132XX with new HDA-CF-14/28 S/N 0976373xxxx The replaced Powerpack does have 3 outputs. So not sure if there are 3 powerpack units or just a single one.

I don't have the bush kit either and since my bearings get repacked every year, I'm not sure how useful they are. I have noticed some damage on the flaps though that I could have avoided with mudflaps or fenders. Back in the early days of the AOPA board, there use to be someone that took his Mooney on back country strips, places I wouldn't consider even in a 182.

Doubtful. For those who really worry about that there is now a bearing seal option to replace the felts for many Mooneys.

In eight years I've yet to do any 'back country' operations in my Mooney So far, concrete and asphalt runways don't seem to have resulted in stuff in the wheel bearings.

Don’t forget to live it before installation. Installing dry will result in a very hard bit of rubber than will leak pretty quick.

Like @Niko182 said, it is the bottom of the filler neck. If you turn your plane into a screaming eagle, those filler necks can be removed or forgotten plus a higher UL and higher HP.

Can you be more specific? Maybe a picture of what you are looking for?

Thanks, guys. Parts on order.

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That is what we tell ourselves, when we really just like the way they look.

Don't they help keep even more stuff out of the wheel bearing than the felts do?

I used ~1250 in my F for target egt. Worked very well. When I arrived at cruise, that egt corresponded to ~150-200 ROP. So probably richer than the "old school" way which is what you'd want for climb, but it's too rich for cruise. Once you know that target egt, it makes leaning in the climb simple all the way up. Just be advised that a little change in mixture can make a big change in your chts on the way up. So if you find 1250 works well, but you try 1300 on a warm day, you might see some hot CHTs.

My C generally peaks ~1450°F, depending on conditions.

Yes, most airplanes with constant speed props should make redline in a static runup. An airplane with a fixed-pitch prop will usually have a minimum static rpm specified somewhere in the airplane documentation (POH, AFM, SMM, whatever).

First, we have to know if your current visors are attached at the upper outside of the windscreen. If yes, mine will work, if not, they won't. Where are you located? I am trying to develop a set for the earlier models, but I need someone in the Dallas area that would be willing to drop their headliner (perhaps several times) to give me access to the frame so that I can figure out how to do them.