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I don't fear hot starts. Taught by transition instructor. Shut down at 1100 rpm by pulling mixture. On start up. Do nothing except crank. Then add mixture when fires. How do you know it is flooded? When you add mixture and it dies. When flooded. Open throttle full open, closed mixture. Crank. When fires, do the two handed dance on mixture and throttle to keep running.

Great flight down to S. Fla. We had the plane packed to the gills. Cargo compartment filled with cooler, tent, chairs, etc. My poor girlfriend was in the back seat and was practically squished against her window with blankets and pillows. At 9,500 it was cold enough she was snuggled against them. We averaged 145KTAS, so I'm happy with it. We were about 100lbs under gross on takeoff, I could've brimmed the tanks (tookoff at 90% fuel) and still had more weight. She was asleep once we reached 9,500ft. Passing Lakeland. Such a fitting name. There were probably 100 people and maybe 30 aircraft that showed up. Most of the pilots there were my age, but a lot more experienced career-types. Most of which were Riddle CFIs, etc,etc. There was a spot landing contest, pancake breakfast, BBQ lunch and dinner, and on both nights, a nice campfire and dubious amounts of alcohol involved. The 8-hour bottle to throttle rule was strictly adhered to. It was mainly a frat-party, so not my type of thing, but its has brought my appreciation to older pilots and the wisdom they share. I can't say I am thrilled with my generation of pilots, at least the ones that didn't "earn their keep" and grow up to respect it. But overall, a fun camping experience. She really does love sleeping Total time: 182.8 hrs, total time in type: 70.1

Grabbing excellent tacos in Ukiah, CA with my Mooney bro, Ron. His MS name is M20D6607U

I have an old quart mason jar and a custom cut piece of tubing that sits inside the mason jar which holds it up against the drain. Get in pull ring, switch tanks, pull ring. then inspect jar. Then put fuel in tug.

Our O-360 was using 1 qt every 15+ hours. Then rebuilt one cylinder (low compression due to a burnt exhaust valve) and oil consumption immediately jumped up to 1 qt every 3-4 hours. After ~15 hours, replaced that rebuilt cylinder with another cylinder and re-ringed piston, and now oil is back down to 1 qt every 10-15 hours.

Took a few shots today of the windows completed and a close up of the windshield rivets painted.

Unfortunately some early 252's did not have two alternators since it was an option. The single alternator 252's have a reputation for eating up batteries pretty often. Scroll down to the highlighted portion of this pdf for K model alternator comments: M20K PRE-BUY highlighted.pdf

I owned a '66E from 1977 to 1988 flying it about 2500 hours. Early on I switched to fine wire plugs and I supposed I might have put 2000 hours on them. When I bought another E 5 years ago it had Champion massives. The second time I had to taxi back to the maintenance shop from the run up area with a fouled plug I ordered a set of Tempest fine wires. There is no comparison.

Just FYI, Paul is a contributor and fellow Mooney owner on this site. He helped me diagnose a problem similar to your problem. I fortunately caught the issue on the ground. Prior flights showed no issues. The two spark plugs in my #2 cylinder decided to start failing. From the SavvyAnalysis display of my JPI data you will see two arrows I placed on it. This is a ground mag check of my plane. The red arrow shows when the spark plug on that mag completely died. Essentially running on 3 cylinders. The blue arrow shows me taxiing back to the hangar on one spark plug. I pulled the plugs and checked the resistance. They (and most of the others) failed the resistance test. I replaced all of the spark plugs with Tempest fine wires. Sent from my iPad using Tapatalk Pro

Restarting in the air after running a tank dry is not an issue I've done it several times on long flights. The injected engines in my experience usually quit pretty quickly when out of fuel since there is no fuel bowl like on carburetors. The engine continues to spin at RPM no starter is needed. Close throttle (so you don't get an engine over-speed when it gets fuel), switch tanks, boost pump on she will fire up quickly advance throttle to previous setting adjust mixture for cruise if necessary. You may experience some roughness at first but that passes quickly and could just be imaginary. Oh also warn your passenger that it is coming so they don't have a heart attack. I've been able to catch it pretty much as soon s the engine start to lose RPM knowing it is coming.

"Total time: 182.8 hrs, total time in type: 70.1" It's amazing how quickly the hours start adding up when you own your own plane. :-)

Log book entry. "Complied with AD 75-09-08 by installation of engine mount gussets IAW Mooney SB M20-192A."

I knew that N# looked familiar.

i think Guitarmaster is showing his view of the instruments in the picture. I have the same view with mine. Not a problem when mounted properly and unless you are all the way forward in the seat position you should have plenty of range in adjusting it. My opinion is if you are using your iPad for instrument flight it has to be mounted on the yoke rather than your lap because the latter is vertigo inducing. But for VFR it doesn't matter at all IMO. I use the MyGoFlight yoke mount with their plastic case as Turtle shows above for its superior adjust ability. (He must be a smart guy! )

Cody, you need to update your tail number. And tell the ladies and gentlemen who's plane you got to play with over the weekend.

The PMA is really a quality system approval. The center of this is the quality manual, which defines all facets of manufacture and ap sale of PMA approved parts. This could include STC parts or other parts that are intended for ones own STC or others, or duplicate parts. If the corporation is sold intact, it is likely easily transferred, start chopping it up and all bets are off. I suspect that the business is best left intact, but that limits potential buyers to those who wish to live in that area or can find a good remote manager. This is a tough one, it would be my dream business, but it's in the wrong place for me and I don't have the capital anyway. I really hope they find the right buyer, since they have had such a positive influence on most Mooney owners.

Oil on the bottom plugs is due to worn piston rings or intake valves bushings. There is nothing else you can do. José

Absolutely. I don't think it is possible to put in a G500 or Aspen without a "backup" per their stc. It might be possible with the ESI and the G5, but dumb to do if your 1970's technology Analog King AP needs analog pitch and roll inputs to drive it. That is probably the one reason why the scrap metal recyclers are not full of KI25x's right now, and why Mr. Bramble can live in beautiful Sarasota Fl. L3, Please come out with an D/A converter to drive the AP for your great ESI500!

Final follow up (hopefully) . . . after looking over the relay that I pulled, it was definitely burned. So when the new relays came in I replaced both relays for a grand total of $43.68 with tax and shipping and everything works great now . . and yes I'm replacing the tied up string with a zip tie and yes there's a black plastic cover that goes over the relays.

I apply some common sense to draining mine. I rarely do it as I almost never find water in my wing tank drains and in 21 years of Mooney ownership have never had water in the gascolator sump of either of my Mooney's. If I ever find moisture in the wing tanks, then I drain the gascolator. If it's been quite a while since I drained it, I will do it for good measure. I also pull the unit apart during annuals and clean the screen. (Yes teejayevans, there's a screen in it). Agree on the dumping on the floor issue. I always place a clean pan underneath when I DO drain it so I can verify if there is any water or contaminants in it (again, I've never had anything in the gascolator in 21 years).

A seal in your boost pump has failed. The purpose of that drain is to provide an outlet for the leak as well as a visible symptom of the problem. If it's a Dukes pump, prepare to be annoyed. Just a few years ago they could be sent off and IRAN's for a few $100. Now OH is the only option, so figure on $1000 min. If it's a Weldon pump call Russell Romey at D&G Supply.

Of course isn't swimming the English Channel for fun a national sport?

From page 7-8 (Section VII) of the AFM: 7. Hour Meter Hour meter – located on baggage compartment bulkhead indicates actual flight time and is triggered by the airspeed switch. From page 7-15: Retraction System ... An Airspeed Safety Switch, located on left fuselage side adjacent to the pilot's left knee and connected to the airspeed indicator is incorporated into the electrical system to prevent landing gear retraction while on the ground and until a safe takeoff speed (approximately 60 +/- 5 KTS) is reached.

From Wikipedia: Cable ties were first invented by Thomas & Betts, an electrical company, in 1958 under the brand name Ty-Rap. Initially they were designed for airplane wire harnesses. The original design used a metal tooth, and these can still be obtained. Manufacturers later changed to the nylon/plastic design.

It was..later they sent a snow cat to retrieve my snowmobile and they had trouble pulling it out...it seems one of the front skis became entangled on a tree root or bush and that is what saved my life.It would have slid back down the bank into that hole I climbed out of...all that quivering of the snowmobile as my weight was put on it was being supported by a single 1 in knob of root thru one of the ski hoops...Don't let anyone tell you are a sissy for wearing an immersion suit while over the North Sea!

Thanks when it's complete I'll post pics of everything in a separate thread.

There is no exact answer. It depends on the weather, even with a preheat. Fuel atomizes readily when it is warm and being injected into a warm manifold. Not so much in the winter when the fuel in the wings is cold and the manifold if preheated to just 40-50df. Cold weather will require a longer prime. I prime with the throttle wide open (hat tip to Byron) and the mixture full rich until pressure peaks plus 2 full seconds in the winter time. In the summer I prime until pressure peaks. It's important to ALWAYS remember to return the throttle to the cracked position. If it's winter time and I find that I've under primed, I sometimes just push the mixture to full rich while I continuing to crank.

Well, I have a 231 and it was my understanding that the drive system was improved in the 252's, but I can tell you that the output at low (under 1200) rpms is a known issue in the TSIO360 KB/LB engines. Some years ago it was thought the problem could be cured with a higher output alternator, so everyone started installing a 100 amp, but it did nothing. The issue is the coupler drive ratio is just too low at low RPMs. I flew once with a 231 instructor at a Mooney PPP. His first question when we started down the taxiway was, "Do you use the brakes or just put up with the flashing light." I knew immediately what he meant, to keep the buss voltage out of the red, the choicse are to taxi at about 1200-1300 and use the brakes periodically to slow down, or just ignor the Low Volts light. Mine works ok at 1100, good at 1200, no good under 1100, the low volt warnings will all flash. Now, that's the 231, and I had thought that was corrected in the 252, but I thought the 252's all had two alternators also. So maybe you have the same alternator set up as the 231, and low volts at low idle is just a given. The coupler is a problem, but it usually a "go-no go" type problem. There is a rubber clutch, and either it grabs and the alternator spins, or it doesn't. Sometimes, if the clutch is getting old, it will not grab well until the engine has warmed for awhile, but that is the only time I have seen clutch failure cause low volts rather than no volts. If it fails, you usually have no volts.

The week of 9/11 we had a pair drop a boom out of ORD that shook the building pretty good. Memories of ND in the 70's everything boomed up there, as long as there were no bright flashes we didn't duck and cover.

Ive managed to break thru ice twice in my life...once ice skating on a frozen pool on ships creek anchorage AK...My brother pulled me out as I broke thru ice into 6 ft deep water...I was in wool so didn't get really cold till later..second time was snow mobiling north of truckee ca...three airport guys were flat out running in a snowstorm...I am in the middle and suddenly the machine is airborne..it lawn darts hard on an unseen opposite bank and I go thru windshield.Mean while ,my buds continue on 100 ft on either side of me ,and in the snow storm don't see me disappear in the hole.I crawl back into the saddle and dismount.Big mistake...soon as I step off ,I meet no resistance and I am chest deep in the coldest water that it takes my breath away.There is a strong current sucking me under the ice and I am gripping foot rail of snowmobile preventing me from being sucked under ice.Some how ,though soaked I am able to climb up treads onto saddle and back through broken windshield while whole machine is quivering and threating to come unsticked .I crawl up opposite bank gasping like a beached whale just as my friends circling back pull up .3 miles till nearest cabin / warmup hut and I am frozen and done for the day!Everytime I see that scene in Titanic I shiver!

Yeah, looking to one side or the other could be a problem. That is quite a panel Marauder!

YES! This is what I really want...a ki300 with a better screen and features.

Looks better with red IMHO

They had it! Thank you!

The oscillation of either pitch or trim on an STEC AP is typically caused by stiction on the armature of the servo. Have your shop make up a sub min D connector harness if they don't already have one and power just the servo with 12V and run the motor in both directions for a minute or 2. I would do this at annual time every year on my F that had an Stec that developed this issue, and never had the problem again. This "fix" came from a former STEC field engineer I spoke with at OSH a number of years ago. I forgot the pinouts for the harness, but any avionics shop should be able to get the info. Cheap, easy, effective (not 3 words usually heard in the same context as aviation)

PHT hoses in Tulsa should have the hose. Ask for the upgraded brown hose with integrated fire sleeve.

Yes. I looked at EGT and CHT on the last log, not the second to last one. Good call. It's interesting to me though that the rpm didn't drop. I suppose that's because there wasn't as much load on the engine because the climb was aborted?

Take off and climb FF is driven by MP and air density. 16.5gph seems low for near sea level takeoff, especially this time of year.

I got the shades from Walmart at the store for about $10. I did not use the suction cups. I attached the brackets using the existing screws that holds the window panel. I also change the perforated vinyl cloth for solid vinyl cloth. They work very well. You can adjust them for the desired shade. They roll back at the push of a button. José

Vortex but put white on top for hot summer days.

You guys are good. Super pro-active MSers. Keep posting results! data collection and sharing is the best way to get a feeling of what we are all up against. finding a crack is kind of an expensive piece of bad news. It is the best bit of news when you find it on the ground before the flight... Best regards, -a-

Probably no issue but regardless would not be going on my engine, not worth it.

Ice landing. I have always thought that would be a great experience!!! Tom

Alton Bay Ice Runway (B18) - What a great day.

Three weeks to go. Painting almost done. Then interior in and test flights. Happy baby.

ROBERT BROWN COMING BACK: Some of you know and some don't that owner of Lake Aero Styling & Repair, Paul Loewen had Triple Heart Bypass Surgery the end of November. Because of his paralysis and because he couldn't use his arms for 8 weeks, it has been a long recovery, and he just recently is back home. He will not be going back to running LASAR full time. We are very excited to announce that our former Service Manager of 15 or so years, Robert Brown (who retired and moved to Mexico), will be back to help us temporarily for up to 3 months. We have 10 wonderful employees (see picture), none of whom are interested in taking over LASAR, so we are also hoping to find a buyer in the next few months also. We want to keep LASAR alive and well for our Mooney friends and family!! Please pass the word, and if you still have your Mooney, come and see us! Shery PS I am sending this note, using a VERY old e-mail list from my personal e-mail! Paul & Shery Loewen, owners Lake Aero Styling & Repair "LASAR" Lampson Field, Lakeport CA (1O2) Celebrating our 40th anniversary 1975-2015 shop 707 263-0412 home office 707 263-0462

I had the pleasure of meeting and having dinner with Paul and Shery when they visited Australia about 6 years ago and Paul was a guest for our Mooney maintenance program. A lovely couple. I still have a gift given to me from Shery that reminds me of their visit. I wish Paul a speedy recovery and both the best in retirement.

I went out to the hanger earlier this week to finally empty out the mini fridge for winter. Everything was froze solid except a few bottles of water. It was fun playing with, but makes me wonder why I live in Minnesota. -Dan

Last night was fun. It really is true that Mooney's attract the women. My girlfriend invited two of her friends to come to dinner with us. The two backseaters have never been in a plane before. I almost had to hit the intercom isolate button they were "oooohing" and "awwwwing" when I rotated, banked, and saw the sunset and moonrise. Flew over downtown Jacksonville, then swept down the beach down to Flagler. I made THE BEST LANDING IN MY LIFE. Nice cool air, ~60*F, absolutely no wind. Approach was ROCK solid. Transitioned to a "flare" and held it...held it...and just felt the tires start rolling. No screech, no plunk. Just perfect. The ladies thought that was normal! haha.