M20S Driver

I purchased my plane through Premier and they did an annual and top overhaul prior to the delivery. I enjoyed my transaction with them and I found them to be good and honest people. The maint shop quality was reasonable (not perfect)! I will buy from them again if they are selling what I am looking for. I also have an issue with the specification that is hour based. I bought the plane used and not sure if someone did hundreds of T&G with the gear going up and down or the time is built up in multiple long cross county flights, so the safest thing is to put a new one on and not worry about it. I called Top Gun again today regarding no-back spring. They recommend to replace it at 1000 hours until Mooney officially changes the requirement. I will be happy to spend the $1100 and not worry about a belly landing with my family onboard.

Please see the image from the maint manual below: sbm20-282-a.pdf

This is exactly what I heard from Top Gun last year. Tom R. (Mooney Guru at Top Gun) also mentioned that Mooney is looking into 1000 hour inspection and 2000 hours replacement recommendations--- still not mandatory. Mine was inspects at 400 hours and I may choose to replace it at 1400 hours.

Full throttle and top of the blue arc on EGT, 3100 lb at take off, cruising at 6500 feet gives me 186 knots at 19 gal/hour versus 180 knots at 17 gal/per hour (75 deg rich of peak). I gain 6 knots but burn 2 gallons more fuel per hour. My conclusion is that at 180 knots, the engine, the airframe, and my pocket book are happier.

This works on 530W also, right?

TAS or with GPS flying NWSE headings?

Has anyone heard an update on this? I could not find any new information online..

You are correct. The ring is the locking ring that was stripped due to excessive torque. The threads look OK the cylinder head side. See pic...

The exhaust stud came off from the cylinder head while my mechanic was removing the exhaust flange (see pic). Has anyone done this repair and how intrusive is it?

Fixing the sagging prop (.5 inch) on my M20S gave me an extra 3 or 4 knots at max power at 10,000 feet. The pitch stability was improved a lot.

Thanks so much. This is very helpful

Good ones! I will add them to my list

Here is my rev1 proposal. Please help improve and clean it up GNS 430/530 ILS/NP Approach Checklist Cruise/Pre-approach · ATIS · ALTIMETER · Load Approach (“PROC”) · Select Transition · MAILMAN: o M - minimums o A - airspeed on final o I - Initial rate of descent (configuration) o L - Lost comm procedures o M - Missed approach instructions o A - Approach check o N - Navaids set Approach · Activate Approach (Vectors to Final?) · Load the ILS frequency (VLOC flip-flop)—or confirm · Press “CDI” to select “VLOC” --- or confirm · ILS--MARKER BEACON: ON TEST....Lo-SENSE.....SP · OBS: INBOUND COURSE · TOWER FREQ: SET · NP-- TIMING............ FAF / MDA / VDP / MAP · ILS--OM CROSSING ALTITUDE · DECISION HEIGHT · MISSED APPROACH

Thanks teejayevans. I read the article and I agree. I could have saved a lot of time and reduced my IFR workload while being vectored around Sacramento a couple of weeks ago

Thanks Jose. It is very helpful to see the terrain on the approach map. I will definitely test it out Here is the checklist that I used to fly IFR without the Garmin 530: ILS/ NON-PRECISION ATIS ALTIMETER ILS--MARKER BEACON: ON TEST....Lo-SENSE.....SP ILS--COMPASS LOCATOR SET TEST DME: SET NP--- NAV FREQ: SET AND VERIFIED ILS--LOCALIZER FREQ: SET.......IDENT OBS: INBOUND COURSE NAV #2: SET TOWER FREQ: SET NP-- TIMING............................. FAF / MDA / VDP / MAP ILS--OM CROSSING ALTITUDE DECISION HEIGHT MISSED APPROACH

Does anyone have an IFR checklist for Garmin 430/530 approaches? Here is a sample of what I used flying my Cessna 182 with no GPS: ILS/ NON-PRECISION ATIS ALTIMETER ILS--MARKER BEACON: ON TEST....Lo-SENSE.....SP ILS--COMPASS LOCATOR SET TEST DME: SET NP--- NAV FREQ: SET AND VERIFIED ILS--LOCALIZER FREQ: SET.......IDENT OBS: INBOUND COURSE NAV #2: SET TOWER FREQ: SET NP-- TIMING............................. FAF / MDA / VDP / MAP ILS--OM CROSSING ALTITUDE DECISION HEIGHT MISSED APPROACH

No, as long as you are high and fast enough with minimal G-forces and landing on a long runway. I would add a little power. I would still go around if it is windy with gusts or a good cross-wind.

Well, the problem was a loose or bad contact on the audio panel. Cleaning the contacts and reinstalling it solved the intermittent stall warning buzzer activation. There was no problem in the last 2 hours of flying. M20S driver

I started this topic in June of 2014 and was asking shops to take my money and install a KT74 and integrate it with my GNS530. I am glad it did not work out. There are so many additional options coming and most look better than King and Garmin integration. I was close to buying a Garmin 330es but now I am thinking about waiting till after OSH.

Looks like a nice option, perhaps better than KT74 with all the integration issues. I would go for this unit as long as it is priced right.

Mounts were not required last year when I spoke to Bob Minnis and Midwest Mooney.

My governor is already capable of operating up to 2700 rpm with a minor adjustment according to my mechanic. I also checked with the local prop shop and they looked up the model number and confirmed it. The additional costs are the STC and fuel set up and setting the Tac to red-line at 2700.

My 280 HP STC could be converted to 310 HP by adjusting the prop governor. No overhaul is needed.

Great pics. That's a nice looking plane.

There are multiple software upgrades on Garmin side as well as KT74 side. I think there is not enough money in the upgrade to excite the shops. In addition, none of the shops that I talked to had done a Garmin 430/530 integration or were familiar with the STC.