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The long range fuel tanks have been brought up a few times lately and I wanted to let everyone know the STC is going to continue to be available. Don Maxwell Aviation along with a partner has purchased the STC from Jose and is currently putting kits together to be available by the end of the year. Our current run of kits will be a total of 30 and if you’re interested in purchasing a kit you can contact myself at Don Maxwell Aviation or Kellen Kester at (812) 240-6223. We hope to have these available as soon as possible.

Same here. I live near Jose and have visited his electronics "lab" in his home many times. He's the consummate story teller and he always had me asking for more. One of my favorite was told to me by a mutual friend.. the two were flying Jose's J model down to Puerto Rico and one of the (I think) KX-155 radios stopped working. Jose contorted himself and got under the panel and when didn't find a problem with the antenna or wiring, pulled the radio out of the rack, opened it up and used a portable soldering iron to fix a circuit.

That's exactly right; I just have a flat piece of metal. With the gear up ALL airflow has to exit the cowl flaps. I need to go back to the logs and look at dates, but the plane had a gear up back in the last millennium. My guess is that the scoop got trashed and some repair genius just fabbed that flat plate and didn't even bother to paint it!

On our M20F, we installed only parts of the kit (https://mooney.com/wp-content/uploads/2020/12/SBM20-182.pdf). A Mooney Service Center installed the metal pieces in front of the cylinders but not the lower air scoop. After some flights, it was adjusted again and the metal piece in front of cylinder 2 was removed because we did not like the CHT 2 temp. Without the piece the CHT was a little lower. We have the Lasar cowl enclosure installed and the oil cooler relocated behind cylinder 4 instead of the front cowling. The Mooney kit 182 was designed somehow for the original big mouth without any enclosure and the standard front oil cooler. So the airstream and cooling efficiency with the complete kit installed is for sure different than originally anticipated. Our cruise CHTs are ok now. During LOP cruise we see CHT 2 and 3 at 327 F and CHT 4 at 306F and CHT1 at 302F. ROP cruise temps are up to 30 degrees higher. In my opinion, there is room for improvement in our oil temperature. It is climbing fast to 205F or so and wants to stay there. Also during taxi it is increasing fast. We changed the Vernatherm and overhauled the cooler. But I would like to see it a little lower. LOP cruise brings it a few degrees down, on longer flights to about 185F to 195F. Also a reduction in RPM helps when flying ROP. Mechanics and other pilots told me that the oil temps are normal in our hot Florida weather. On the ground, our hottest CHT is number 3, about 20F more than number 2. Typical values prior takeoff are: CHT3: 320 CHT2: 300, CHT1: 280 CHT4: 300 In flight, usually CHT 2 is a little hotter than number 3.

That’s awesome! Now the big question on everybody’s mind is will the STC kits come with Jose’s piss hose or will they have to hold it in for 11 hours?

That's two

Looks like mine was #1, exhaust leaking into engine compartment. Hmm That also probably explains why the number didn’t go down when I held the portable monitor outside of my side window. Great point! Mechanic also found that one of the JPI probes going through my firewall wasn’t sealed properly which he did. Wouldn’t explain the high number by itself and the last probes were put in years ago, but that probably contributed Yes exactly correct Dan. Exhaust issue and small leak in firewall from JPI probe.

Update- by pressurizing the exhaust system, and applying soapy water to detect bubbles technique as suggested by the awesome Don Maxwell, mechanic found the leaks, which were large amounts of CO leaking past my slip joints throughout my exhaust system. Since the exhaust and engine are nearly factory new, lycoming was contacted. I don’t actually know how high above 137 my ppm went, as I stopped looking at the monitors then and focused all of my concentration on landing. I am hugely grateful for having a monitor on board or I may have never known. If I can figure out how to upload the video, I will.

@Marauder That is very kind of you! However, I just found the dimensions in a post from 2019 by @Yetti: left to right 5 3/8 wide by 2 3/8 tall Plus thickness of material Mine is factory. so no riveting it on 3 `1/4 wide by 2" tall plus thickness of material. 5 rivets. 5/8 spacing Start first hole 3/8 from side piece 2 and 3 are duplicates Scoop 10 1/2" overall wide. 3/4" side flanges 6" long. 1" and 3/4 drop on back of scoop minus thickness of material 12 rivets on front 5 on side

I used to be 5'10. One day I went to my AME. He told me get in one of those things that measure height. I'm facing away from the ruler. "How tall are you?" he asked. "5-10," I replied . He shook his head sadly. "Not anymore."

Try drooling for 4 years… or is 5 years? Sent from my iPhone using Tapatalk Pro

They lifted their script almost verbatim from another review, included false information and came to an erroneous conclusion. Feels like the nightly news…

Not well-done. Repetitive and rather uninformative, clumsily stitched together.. The short cut is that the man likes his parachute. :roll eyes: How nice for him.

Are you flying to AirVenture this year? If so, you might want to watch my Daily Weather Roundup starting on Monday, July 18th to provide a brief daily weather overview for pilots who are planning to fly to Oshkosh or surrounding airports. I will be live on YouTube at 3 pm EDT each day through Saturday, July 23rd. If you cannot attend live, this will be recorded and available on my YouTube channel shortly after the broadcast ends. This broadcast will be in addition to my Daily EZ Weather Brief program I am broadcasting live Tuesday through Friday at 7:20 am EDT. If you are attending, please stop by the SiriusXM tent Monday through Thursday to say hello or attend one or more of the five presentations I'll be giving that week. Click here to view my forum schedule.

That sounds right.

Hmm I really don't understand someone wanting this one! For me, that was a step back from J, performance wise and cost, rarity now notwithstanding. Especially with this asking price! And not to mention how Porsche exited the market. I think you have better chance finding supports and parts for TIO541-A1A in M22 then this bird. one of a kind? Sure, but in reality lawn ornament.

Curious how you diagnosed that you need a new cylinder? Compression test? Did you scope the valves?

I was unable to locate a 337 so I went back to my IA and he informed me that I do not need it. He made the logbook entry only. I have been reluctant to say anything else about it at this point. But since he made the log book entry and reassured me that it was perfectly legal (since it was the same as the skybeacon) I figured I am safe.

So it looks like I may have all of the parts from various sources as of today. LASAR did have the 2 -005 spacers and the 913022-009 washer which finished off my mixture swivel kit. Johnny at Arizona Air Salvage appears to have an assembly off an M20J engine that contains the Manifold Pressure tube and Restrictor. I had been mis-reading the IPC and thought it was the tube (with the tiny vent hole) on the cabin side, but Items 13 and 14 are on the engine side. Everything is in shipment, so then I'll take a look at get ready to take them over to Top Gun next week if all goes well.

LOL! When you can afford a million bucks for a "toy", you don't need no stinkin' insurance! Seriously, the Evolution is a different animal than the Acclaim. Composite versus metal, Turbine versus piston, pressurized versus unpressurized., experimental versus factory built...just a totally different animal. Still, cruising 273 kts on 23 gph of Jet A after a brisk 4000 ft/min climb to altitude all in the comfort of a pressurized cockpit is titillating, to say the least. But this is a Mooney forum so I will say the Acclaim is a beautiful machine and I really think they got some things right but Cirrus keeps outselling it...some say its the parachute, others say the UL...it is certainly not the speed!

2006 may be a year before first O3's, so probably born an O2 and updated to an O3 since it has the 310 HP. If so, post WAAS update since it has no R1 RPM.

Is it flexible or brittle? It does appear to look like a coating failure of some kind. Yank the top plugs and spin the engine so each cylinder gets to the bottom of its stroke and get a borescope in there. This is not an aviation plating company but the info is still applicable. https://www.millennium-tech.net/plating.php Why do coatings peel, and is that normal? Peeling coatings can be caused by many factors. When the coating is applied properly the nickel will bond stronger to the aluminum than the aluminum bonds to itself or about 25,000 psi. In other words, the coating has higher tensil strength than the aluminum does. Because of this bond, when seizure occurs and plating comes off, there is often aluminum that comes off with it. Coatings will most often peel as a result of substandard materials being used, or when a processing error occurs. Is the coating sprayed on, and how thick can it be put on? No. The coating is an electroplated process that uses an electrical current to adhere the nickel and silicon carbide molecules to the aluminum. The process does involve dipping the entire part into the plating solution, and an electrical current must be present to start the plating process. Coating thickness varies with each cylinder and is determined by the amount of time it is in the tank as well as the amount of power used. The industry standard of plating thickness is between .003" to .005" with a useful limit of .040" thick. Applying the coating more than .040" is possible, however the coating becomes erratic if over this thickness. Another side effect is that the internal stress in the coating may cause it to crack when exceeding .040" thick.

I think it may be an O2.

The real funny stuff starts when those black mirrors have a funny red "X" across them. Welcome to MooneySpace - there are a bunch of Mooney people here who can help.

My engine was running perfectly when I found the flakes. I had just finished a 6 hour cross country the day before the inspection.

Fantastic…and I wish Jose good health.

Thanks for all the input. Ordered a unit yesterday. Sent from my iPhone using Tapatalk

On my engine, which is a Lycoming, I found Sheetmetal looking pieces. They turned out to be the outer cladding of the rear engine bearing. It turned out to be a cracked bearing saddle. I repaired it myself so it only cost $20K. My pieces were smaller than that. I can't see how pieces that big could get out in one piece. If the diameter of the curvature is about 2 1/2 inches that would be consistent with a main bearing. https://www.enginelabs.com/engine-tech/engine/the-simplicity-and-sophistication-of-engine-bearings-part-1/

Sweet looking O3 with TKS, I only wish I were closer to help you get home. Good luck with that beauty

I’m sure that scoop can be made by anyone with limited sheet metal skills. If it will help you, I can take measurements of mine if you don’t have access to one. Sent from my iPhone using Tapatalk Pro

Perhaps that’s true, but a two second vibration upon lift off that quickly resolves does not read like a motor mount issue.

It’s killing me to take so long! Marauder is still first if he’s still wanting it when I get over my hurdles. Since I sold my Mooney a while ago, I didn’t have an airplane to fit parts to and prove my kits as I assemble them. I purchased a forward fuselage this spring along with an engine mount, prop hub, an spinner back plate. I’m waiting on O-360 crankshaft bearings so I can assemble the mock up engine and know that all my pieces fit correctly. I was hoping to find a used set of standard bearings as I don’t need airworthy parts. If anyone has any laying around and wants to part with them, let me know. The bearings are the last items I need to ensure my cowling fits correctly and then I can have the mold corrected. Still making progress, just way slower than I want to be. Thanks, David

Hard to tell how thin in the picture….can it be plating? Do you have chrome cylinders?

When my stepson was a teenager we used to mark our heights, for both of us, on a door jamb like many people do. As he was getting much, much taller, I was getting shorter. He passed me and kept going. I lost about an inch and a half over only a few years.

I found a great source of oil, tempest filters and free oxygen this morning I just need to figure out how to bypass his cameras and security system.

I’m not into numbers regarding my airplane, golf, vacations or even gambling all of which are costly. I’ll agree we spend between $20 & 50k a year without much going wrong. I rationalize this, what my alternatives would be without my enjoyments. Sit home read books sew knit do puzzles all are of which ok if that’s what you desire. I generally have purchased new planes which eliminates prebuys and other peoples disregard to caring for their plane eliminating a lot of unknowns. I’ll know when it becomes to much to own to own and care for my plane properly at which time a sale sign will go out. My recommendation is put enough funding aside for two years of ownership, figuring on the high side. Once calculated you hide the $100,000 in your sock drawer which does not include acquisition costs. This provides for being ready for the unexpected.. when you drift below your sock drawer line work on replenishing it. If this rationale doesn’t make sense ownership may be out of the question. My point is flying is expensive. No shame in rentals what could be shameful is not being prepared for ownership and have it taken away. I had a friend many years who had his plane repossessed.

That’d look great on your F..C

https://oilfilterbib.com/ I have had good experiences with the oil filter bib (available at Spruce). The filter change on my F model is not that bad but it is a PITA compared to other airplanes. I usually place a small microfiber cloth on top of the prop governor and fuel pump and then use carefully thread the bib over the filter until it over the lip on the housing. I don't think I've succeeded in changing a filter without spilling a drop but I've come close.

To check if it’s a main wheel out of balance, next time tap the brakes as soon as you feel the vibration, if it stops immediately you’ll know its a main wheel.

Hi all - I have been away for a while dealing with a family emergency - non flight related, fortunately. As a follow up, Daytona Aircraft Services was the shop that performed the maintenance. My new mechanic at the time of the original issue refused to issue a ferry permit, but Jake Clemens at DAC (the A&P who signed off on all the maintenance resulting in this issue) had located a ferry pilot who was willing to fly the plane, my assumption is that he would have also issued a ferry permit for that flight. The fact that they wanted me to pay to have my plane flown back to their shop for their error was just insult to injury - I didn't want to fly it, didn't feel comfortable flying it, and my new mechanic suggested that I not fly it even if a ferry permit were issued. The solution - I purchased a new engine from Continental and had it installed. I will not use Daytona Aircraft Services in the future for anything - not even to inflate the tires if I am in dire need. I dropped everything on my plate at the time of this issue due to the family emergency, but I plan to pick back up where I left off with the attorney now that I have time to do so. My apologies for such a delay in my update. Good case for having every other or every 3rd annual performed by a new maintenance shop - I have always done this.

let’s send this over to @Jonny… At about 8 minutes into the video it becomes a Cirrus advertisement…. Showing the stock pic of the M20J with the MUNI tail number… Which failure are they discussing? There are many ownership changes, plant closures, and re-openings…. Nearly 26 successful Mooney designs…. With a few experimental ones tossed in… Last I checked… Mooney is still in business…. Call me not a fan of the words Mooney eventually failed…. Too many people, working too hard, to keep it alive… Sounds like a YouTuber trying monetize an inaccurate video…. It has plenty of video taken/borrowed from official sources… Somebody has produced a nice video, with a less than secret agenda… Best regards, -a-

Made it to Miles City, MT to overnight

Hopefully they’ve found it by now. There’s only 3 areas it can come from: 1. Exhaust leak into engine compartment. Possibly broken, disconnected or leaking exhaust. It’ll then leak through the firewall. 2. Heater muff exhaust leak. It’ll then get in through your heater vent. Depending on how well your heater valve is adjusted, it may come in with the heat off. 3. Cabin leaks let in exhaust from outside. Bad door seal, rat socks, etc. Personally, my CO issue (caught with high Sensorcon reading) was #1. Exhaust stack bolts not torqued, exhaust stack disconnected. #2 is well known and can definitely happen in many airplanes. I’ve heard people talk about #3 and I’ve seen it during runup/ground ops depending on the winds, but in cruise, my airplane definitely leaks and I show 0ppm…

Don't spend money to put something in that you're already planning to replace.

Wow, that is nearly the perfect airplane. I need to make more money.

I always have the AV20 showing the AI when flying in IMC as a second source. On the plus side, it's got other nice timer functions built in too. The AV-20S starts a timer when your airspeed tops 40 knots. Useful for tank switching in case you forgot to note the time you took off. On the minus side it's AOA function is not worth turning on.

there is a lookout parking lot overlooking starwars canyon ...typically 50 60 cars parked with USPS stating No Drones.So flying thru there now could result in 500 ft violation of people etc....with the typical careless and reakless add on...

I have a Powerflow on my J (installed by previous owner). I’ve not flown a J without one, so I can’t speak to any performance gains, although my understanding is that the gain on a J is likely barely measurable, if at all. Something else to consider: the STC requires that your prop is balanced and at every annual you have to disassemble it and apply high temp lubricant and reassemble, which is maybe an additional couple of hours labor each year.

I load the navigation db on a low capacity SD card (the G1000 doesn't seem to be able to handle high capacity cards), then put it in the top slot of the mfd, power up, it loads, power off, then repeat in the top slot of the pfd.

Update: Problem Solved! I went back today and tried one last ditch. I used contact cleaner on the port but I don't think that matter. I found a setting deep in the "FAC LIM" settings box that says "RCRD". The manual describes this as whether or not the JPI will record data or just output it in realtime to the data port. Anyways, mine was set to "N". I flipped that to "Y" and now in PRGRM I have an option for DUMP. So I can get my data off the device now. I'm using the USB Magic Box which seems to work great.