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Phillip, I'm curious, what do you think these people owe you? I'll help you with that answer. Absolutely nothing. And what have you contributed so far. Exactly the same. Have you ever used the words "please" or "thank you" in your life? People come on here all the time and request help and, just like with you, members jump in to see if they can provide any assistance. The only difference is that in almost every instance the person asking has enough class to be grateful for anyone's time and attention. If you don't like their suggestion, ignore it. Don't blast them for taking their time to respond. You have the airplane in front of you and you and your mechanic can't figure it out and you come on here and expect the answer on the first reply? “what did you do since the last time it started?" was one of the best answers you could have gotten. It sounds like you've done some things recently. You already said the spark plugs were new - did you check to make sure the leads were seated on the plugs? Are they gapped properly? Have you double-checked that they are the correct plugs? You said you had a new fuel pump - this wouldn't be the first time that a new or overhauled pump was not putting out the pressure it should right out of the box. Did you time the mags recently? When was the last time your mags were overhauled? Think back - if it started Thursday and it doesn't start Saturday, it's very likely that something in those two days changed. When we get frustrated we overlook the obvious sometimes. Getting basic answers from people on here and then chastising them for giving you the answers, tells them that you already know more than they do. But if that was true wouldn't your airplane be starting? I wish you the best in the search for your answers, but unless you change your attitude you would save yourself a lot of frustration by getting your answers elsewhere.

I miss him here and he's not responding to email inquiries anymore, either. Though kindness and manners were made to prevail during the fight that resulted in his ejection, I don't recall any significant contribution since that moment by those who were offended by Clarence and taught him that he's not above us.

Did you just want everybody to make assumptions? That's usually not helpful or efficient. You said you had a mechanic there that was stumped, and you provided a lot less information than he had if he's there, so I'm puzzled why you'd think an internet forum (of all places) would suddenly know what was wrong with almost no information? Berating everybody for not being able to guess what you're thinking isn't helping your cause.

Who’s fault is that? A vague question about your plane doesn’t start, if you don’t mention that you checked the fuel injectors, spark plugs, etc how are we suppose to know? Vague questions get vague answers.

I'm amazed that even after a not very polite first message you got very good answers. That's great proof that this forum is full of people trying to help, no matter what. BTW, am I the only one that think this account sounds like a bot and not a real person?

It looks like it started Thursday.

Let's see, you come on here asking, demanding more like, help. And provide virtually no information that might help someone help you. Then you criticize posters for telling you that we need more information. Now you admit both you and your mechanic are 'stumped'?!?? Your mechanic is privy to ALL details yet you act like there's some 'secret' we are withholding from you when we don't magically give you "the answer?" Does any of that seem remotely a rational or polite way of getting help?

You have to do that very carefully, since you don't want to sand the bare aluminum and sand off the thin Alclad surface. The Alclad surface provides corrosion protection for for the underlying aluminum alloy. But as you try to remove the loose surrounding paint it will likely keep flaking off. There are also signs in places where it appears the prior paint job wasn't stripped fully but just painted over (but could be signs of prior owner touch up too). It would be very easy to ruin the aluminums skins without the proper professional guidance/supervision in prepping bare aluminum.

Hello, My name is Juan R. I work for Marsh Brothers Aviation in Canada. My company designs and manufactures a couple of STCs for the Bonanza, Baron, and King Air. I would like to know and understand the most "frequent" issues that keep coming up on the Mooney fleet....real source of headaches for you the owner-pilots. I am looking for issues on the flap system, landing gear, cabin doors, seat roller...... problems that can be permanently solved by integrating one of our grease-free bushings/bearings, rollers or even a seal in the case of a dynamic application. Note: we have a re-seal kit for the brake master cylinder on all Mooneys. I can be reached at juanr@marshbrothersaviation.com

I have always planned for 10 GPH and it has never let me down. That gives F, or J six hours of endurance with VFR reserves. I rarely go more than five hours. How far you can go in five hours is what you need to figure out on flight day.

I’m a little conservative when it comes to fuel so I would consider 500 NM “doable” but not “comfortable.” I try to limit my legs to 400 NM just in case I’m not getting the ground speed the math said that I would. Plus, my backside gets sore when I sit more than three hours, so I’m happy to get out and stretch at least before four.

Legally? No. Former Rotax owner here - and for those that don't know, using 100LL in Rotax powered aircraft doubles one's engine maintenance, so we take it pretty seriously. I'm fortunate enough to live in an area of the country with ample MOGAS, so it was a rarity I had to choose 100LL (maybe 5% of my total fuel usage). But there are huge pockets of the country without access to MOGAS. I've been following this for years, have read and listened to Swift's marketing information and honestly believe it WILL happen...but it'll be the 2030's before it happens. Not to tout California for anything good, but they'll be the first forcing function for the FAA to keep EAGLE on track and move to a single lead-free solution for all GA piston aircraft. But, that is at LEAST 5 years out (probably more). And it will take congressional action...and we all know how that will go. Most people assume that MOGAS is cheaper than 100LL, and in some cases that's true, but more often than not, it's actually priced higher than 100LL. So, for most Rotax engine flyers, it's a quality choice they're making and has nothing to do with cost savings. I did, however, have an FBO nearby that sold unleaded 94 octane MOGAS (a Phillips product) for $3.85 a gallon. That being said, that's only a $1 cheaper than local 100LL. I'd love to see an STC for the 360 powered Mooneys, but just don't see that happening. On a practical note, I've lived & worked on the African continent for several years in some very austere environments. Access to AVGAS on the continent is very limited and yet the piston fleet keeps on flying. Lots of pilots operate an AVGAS tank and a MOGAS tank, some just mix and don't care. I'm also not ignorant of the vast differenced between dedicated AVGAS and running pump gas too. There are far too many variables for me to feel safe about running anything that a fleet standard in any Conti or Lyco powered aircraft. So, I'll just wait until I'm old(er).

Sure, but unless someone stuffed a rag in the intake, that’s less likely. This actually happened on the museum B-25. The mechanic stuffed a rag in the downdraft intake to prevent FOD falling in and someone else put the cowling back on without noticing. It started and ran fine but didn’t make takeoff power. So, you have to really shut off the air supply to keep it from starting because it needs so little air at low power.

Thanks for the advice here, this sounds more complicated than I was hoping for... I live pretty close to artcraftpaint.com, I'm going to reach out to them for advice and I'll let everyone know what they say.

BIG data. There is a market for it. What Foreflight is attempting to do is correlate flying data to insurance rates and thus to loss rates. This is not new. Car companies have been selling data from their premium services like OnStar to insurance companies. Remember, ForeFlight is Boeing, and Boeing is into BIG data. https://www.motorauthority.com/news/1144138_gm-sued-for-selling-info-of-16-million-drivers-to-insurance-companies Read the last paragraph https://www.ainonline.com/aviation-news/air-transport/2023-06-16/boeing-global-services-charts-data-solutions-path

You can go around comparing with other guys or you can have @Parker_Woodruff get you the best rate and service.

40:1 gears for the Dukes gear actuator "No Back" spring Steering Horn Nose gear truss rebuild (Not sure if LASAR is still doing this)

I’d consult with an aviation tax attorney in your province, it most likely is quite an expense, especially if over $100,000 which I believe kicks in a luxury tax in combination with PST tax, you could be hit with federal, local tax and provincial tax. Ask some friends at your local airport prior to making your deal since the likelihood may be a dealbreaker. We have loopholes in the states depending where we live in C I have no clue. Good luck I hope you can get your plane and enter into the joy of flight. D

SWMBO told him to sell it

Looking at this plane, he may easily have 300k tied up in it. He just doesn't know aviation calculus yet. Hard lesson coming!

So far, so good… let’s see if I remember how to summarize a challenge… We have an M20K with an TSIO360… lots of new parts… lots of fuel pressure… with an interesting, but non descriptive statement… The engine won’t commit to start? it does turn… hmmmm… sounds to me like the starter isn’t able to turn the engine over with any speed. if we consider the starter, the battery, the starter relay… and all of their connections… the starter should spin the prop without any issues… if the starter can spin the prop without slowing down under cylinder compression… we get to the next level… cold start, warm start, hot start… getting the start procedure right for the M20K depends on which fuel priming location you have… if your priming system is working… your Fuel Flow indicator shows fuel going to the engine… it is easy to flood the engine… and then follow the flooded engine start!!! Hi all! -a-

I am always apprehensive of soliciations for personal data under the guise of "research" to provide me with a better deal on anything. My admittedly biased opinion is that this is nothing by a data collection effort for resale to whoever wants to buy it. I respectfully decline to share more data than what is necessary.

I'm ballparking in an attempt to pick areas for suitable airports/alternates.

The max legs are not done according to fuel flows and fuel capacity, but the wife’s bladder endurance. 4 hours is a stretch.

A few years ago, I went 1300+ NM west, hung out a while and came home (WV-->WY-->WV). Westbound groundspeed averaged 129 knots Eastbound groundspeed averaged 151 knots 1970 M20-C, 180 hp, ROP; 52 gallon fuel capacity My longest duration leg was probably from Yankton, SD to Cody, WY via the Billings VOR. No stress about fuel. I typically flew at 8500 westbound, and either 7500 or 9500 coming back. I no longer remember anybfuel burn numbers, but at 9500, 20/2500, it's often less than 9 gph, but I can't do LOP very well with the carburetor.

Another concern with an in-panel compass installation is fields created by whatever electronic components are near the compass in the panel. Those can change depending on what the nearby device is doing and how much current it is drawing, which can change with different loads due to use and configuration. I replaced my whiskey compass with a full-faced dry compass partly because the flimsy plastic mount for the whisky compass kept breaking, but it's been nice to not have to worry about leaks, too.

That’s what I was trying to get at. I agree with you, nothing wrong with putting them in at the top of the range.

Most likely nothing. People like the sound of the phrase "turbo normalized", but it doesn't have any specific meaning -- it's like the phrase "pre-purchase inspection", which also has no specific meaning.

As I have an F model so I'm not sure what value my numbers will have for you. But, here goes: 1) Normal cruise for me is right around 140-143 kts at 65% (LOP) and 8.5-9.0 gph. (WOT, RAO, 2550 rpm) at 8,000 ft. 2) Just did a 'balls out' 3-way GPS run: 152 kts 100 ROP, WOT, RAO, 2600 rpm, DA=7400 ft., 14.5 gph 152 kts is pretty close to book numbers for an F model. Which is somewhat disappointing as I have 201 windshield, cowl mod, dorsal fin mod, and all the gap seals. Forgot to close the fresh air intake on the cabin roof...I'm sure that's the problem

In the roughly 20 years we've owned our airplane, we've had a handful of audio issues. Every single one of them turned out to be a loose ground somewhere. Loose audio grounds interfere with the audio performance itself. Loose grounds elsewhere in the system create electrical noise, which can translate to noisy audio. In as-purchased condition, a number of the ground connections for various electrical components in our airplane were made for convenience rather than robust design. Several were made via nearby screws that just happened to fasten into metal components. Over time, I've managed to re-wire most of those to the ground terminal block near the circuit breakers that is really supposed to be used for this, and it makes it much easier to check for bad grounds. But there are still several different locations where "things" are wired to ground. Nowadays, when we get electrical noise, the first thing I do is sigh. Then I take an ibuprofen. Then I lie down under the instrument panel and start tracing and wiggling all the grounds, one by one. Suggest you start there. It's tedious, but straightforward, and free.

AFAIK, Mooney has not STC´d Mogas for any model. Lycoming specifically says that to legally fly with Mogas the Airframe has to be STC´d. Oh, and one often overlooked data point: the mogas that you can use in some aircrafts has to be Ethanol free.

Elliott Seguin is coming to Mooney Summit X to talk about Test Pilot Awesomeness! Do not miss his keynote - there are just a few more days left to register.

Assuming everything works properly I would follow the POH

I’ve got an issue of filiform corrosion around rivets in several places that I’m attacking every now and then. I have tried multiple methods of mechanical paint removal, but by far, the best way has been the Harbor Freight soda blaster to clean each small area without affecting neighboring paint. At first I tried it without a compressed air drier and it was a tortuous job. Now that the air runs through the refrigerated drier, it’s a cinch. After paint removal, I feather each spot then treat with etch, Alodine, epoxy primer and top coat.

So unless I've got a good tailwind, I can slow down to get online, then speed back up. I love it. FWIW, I just got a mini roam delivered yesterday, for other purposes. I might try it in the plane at some point.

A bit off topic but I agree with you re the G1000 as well. It seems ludicrous to me that something that sophisticated doesn’t include the ability to set alarms for CHT’s, TIT’s, etc. I spend way too much time with my head down monitoring because I can’t use the electronics to alert me.

Yeah .. but if you really want a turbonormalized J, the best way to get one is with the Rajay already installed. Anecdotally on MS, people who have these do seem to like them, and maintenance hasn’t been much of a problem.

Hi! It's been a while. Welcome back

This is a good thread. But I think the issue is to properly clean and prepare the exposed metal to coat with paint. Just sealing over corrosion won't fix it. But if you try to sand down to bare metal you may be removing the alclad surface layer. For small touchups I went down to my local auto paint store with my access panel (has all the colors in use on the aircraft) and had them color match a two part paint match in a spray can. You can spray in a container and use a brush to apply with small chips. But once you activate the paint you have 24 hours to use it. Cost about $30 for a can.

Good morning… that sounds like a fun plan. As mentioned by Dan I do fly a lot in central and South America. My own a M20 now E (I swapped engines) so my flying is slower and lower… but nevertheless I do fly over water and some mountains. Some comments based on my experience: Mooneys are rare in South America. Mostly they fly pipers, Cessna and beech. So if you fly a Mooney you better know your plane in and out and be ready to get involved in maintenance. Having said that maintenance is overall very good. They have good labor and they know what they do. flying over water or jungle… with single engine… it makes me nervous. But then my Lycoming engine is very reliable… so I trust it. But still sometimes I would prefer to have two engines, Specially if I have to face 500 miles of open water… so… I fly a lycoming and it has been up to now bullet proof. If you know your plane well maintenance is not an issue as labor is good. Parts you can get them… they may be more expensive, but you can get them. I would just bring the basic stuff such as filters and spark plugs. oscar

Not once in the almost 14 years I’ve used one. My strategies. Mount in a way that allows airflow around it. Keep the screen brightness low while still readable (bright screen = heat) Turn screen off when not actively used. Have it already charged so you don’t have to charge while using. Don’t leave it in the airplane when you land for lunch (and in a shaded spot during preflight).

Before there were iPads and Android tablets, I actually used an app for a few years called Reader Plates that was brilliant. It ran on a Sony e-reader (an e-ink display) and replaced several giant leather binders of paper charts. And since it was e-ink, I could use the charts in direct sunlight and the battery lasted for days. Reader Plates was better for approach plates than any general-purpose EFB.

Looking forward to seeing you all there! Yeah after holding for 28 min for 3 airliners to go ahead of us while watching the wx roll in, the ILS into Burlington dropped to 100' above minimums with 3/4 vis in moderate rain with -15kt shear near 1000' to keep you on your toes. My student did an awesome job!

I recently replaced my #1 cylinder (Continental IO550) because of very very low compression. It was sent Zephyr Hills in Florida. They failed the cylinder because of a crack and I wanted a factory new cylinder. Cannot get one from Continental either. So was aa able to get an overhauled one from them. Alan

Zeftronics sounds like some cheesy 80's breakdancing crew or something. wiki wiki wiki wiki

I'm another F owner that really wanted a "J" bar but ended up with electric gear (the one I bought checked all the other boxes and was priced right). After nearly 7 years of ownership I've learned to trust it I make sure to perform the gear box maintenance every 100 and 200 hours per the SB. I think pretty much every other make and model of RG aircraft have powered landing gear...every time I see the $hit show of a Cessna single retracting its gear I breathe a sigh of relief I have Mooney electric gear! So, no, don't make electric gear a deal breaker, IMHO.

This is going on my Santa wish list this year. Pro tip - grab your wife’s phone, open instagram and say what you want to buy 3x. Do this daily for a week and her feed will be nothing but what you want. I'm batting 1000 and she thinks she’s crushing Christmas!

Finally a small update… found one bad plug - figured we were on to something. But still a vibration. Compressions are all good, plugs are all tested/good. Both magnetos checked. Magneto timing checked. Prop was dynamically balanced 2 months ago. We dug through log books and we found the Lord motor mounts are 32years old. They don’t have tons of hours but 32 years is a long time if the logs are right. Motor is not sagging, mounts look ok visually and are squishy still. Bottom mounts maybe look a smidge sagged. We decided to do motor mounts. It’s good maintenance no matter what. I’m curious what we learn, I will continue to post. I spoke to a 30-year vibration expert, he told me any mounts beyond 10-15 years can easily equate to doubling the vibration. He went through all details with me and agreed mounts are next on the list. I’ll continue to post as we learn more…

I've been far more concerned with bladder capacity vs. fuel capacity for quite some time now...it's not like any of our Mooneys have lavs IOW, asking the CFO (my wife) to pee in a lady-J would quickly end my flying career, marriage, and possibly my life 104 gallons!??!!! I'd recommend, "Stay thirsty, my friends!"

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