M20S Driver

agreed. I was a Cessna driver back then but it was hard to see a beautiful Mooney wrinkled.

The front mount was attached to engine mount near the firewall with sling under the wings and fuselage. The under-body was already damaged since it went down shortly after take off with gears up.

My good friend and a Mooney M20J old timer has an issue with his IO360 . His engine was running rough due to low (zero) compression on one cylinder after take off from KSBP. It appears that one of the intake valves is cupped and not seating properly. Please see the pic. A sticky intake valve is the primary suspect. Has anyone seen this and has any idea what could cause it? The mechanic pulled the cylinder today and will send it out for repair. The main question is what could cause this other than a sticky valve?

https://www.youtube.com/watch?v=jDHcKIW9xms Someone was looking for info on how to transport a Mooney on Facebook and I had this from 1997.

I bought my plane in Florida and flew it to CA in winter. I had idle issues where I had to add power to keep the idle alive at sea level in KPAO. If I remember correctly, it was a simple mixture adjustment to make it richer per my mechanic.

Did a circuit breaker go off? If yes, which one? actuator CB or relay CB? M20S troubleshooting of LG_electrical.pptx

Agreed. My understanding is that this is only on Eaton actuators. I wonder if this is done differently on the newer Mooney planes?

Here is a more detailed version of the above youtube clip. https://www.youtube.com/watch?v=XjaiGRxveRA

Rossi Aircraft did did a great job on my 3 bladed prop in KPAO.

Where was the wire grounding? Wing or behind the side panel?

I don't like the added cost and extra weight of the parachute, but my next plane will have one for sure... If you don't believe me, just ask my wife. Driver

That is exactly what it is on my plane. There is tiny light bulb inside that I had to replace a couple of years ago.

There is still a debate weather he (N220MT) was landing or taking off. If he was landing, this could be a classic base to final mishap. See the youtube clip below: https://www.youtube.com/watch?v=VZ28szdeq8g

The fuel capacity increase is documented in the STC... Please see attached. I did not drill a hole since I rarely need that much fuel and you can pump it slowly to 95 gallons. This STC also covers switching the engine to IO-550-N

My first STC was done prior to my purchase and it included the top prop and changing the max rpm from 2400 to 2500. No GW increase and it stayed at 3200 lbs. The second STC that I purchased from Mooney/Bob Minnis increased the max rpm to 2700 and GW to 3368 lbs.

I did the STC from 280 to 310 mostly for adding 168 lbs to GW and more horses for high altitude take-offs. I talked to the STC owner/ writer, (Bob Minnis) a few times and finally bought the STC right when he sold it to Mooney. My cost was the partial STC (i already had the 280HP) and adjusting the governor and TAC to 2700 RPM. I thank Bob in my heart every time when I take-off from Truckee (6000 feet msl and 8000 DA in summer) and appreciate the improved cooling (lower CHT) due to higher fuel flow.

The unit is installed and it is great. The AOA is not really AOA directly measured but I consider it more of a pitch envelope monitor and warning system. I climbed to 4500 feet and did a few uncoordinated turns and it started to give me alerts. All of this for $795!!! Wow.. It was really windy when I tested the unit at KTCY and for those who land there, they are aware of the nasty down draft in short final landing rwy 30. As soon as I hit the down draft, I could see it on the display jumping a couple of bars. I really like the unit and I hate to admit that I trust the AI on this unit more than my Vacuum based primary unit.

AOA performance is really marginal since it is an estimation and not an actual measurement. The simplicity of the installation and price point for a back up attitude indicator installed where my useless clock occupies convinced me to go for it.

Has anyone installed an AV20S recently? I am considering installing one and I was wondering about the installation cost as well as its AOA performance. M20S Driver

Thanks for the info. I can not believe that the controllers have a jet hold between the runways. In my case, I am too chicken to land and will enjoy the flight for a few more minutes and go around. Thanks again and I keep it in mind.

Heading to KSNA this Friday for my annual cargo operation to move my son into his apartment at UCI. I will surely combine it with a Buffalo Burger at KAVX on the was back on Sunday .... Is there any new KSNA operational changes with ATC/Tower that not mentioned or indicated on the charts? I flew to KCRQ a month ago since the plane was loaded completely in smaller pieces and KSNA asked for $250 to allow my rental car on the ramp! It worked at nicely at Western Flight but the drive was a pain.

I could not agree more. "you could reasonably assume both batteries would follow the same discharge curve". This is a simple and general rule supported by mathematical equations. And of course, there could be rare exceptions but we are talking about the data from my 4 identical Concorde batteries with the same charger and load. The test is not perfect but close enough for me. With added load, the voltage drop difference is significantly more between my batteries.

while max voltage is not a good indicator, the voltage drop after a couple of minutes of load is a good indicator. It is not exactly the test specified by Concorde but a good quick test.

Yes. Multiple times using Concorde's newest charger for a few months. The voltage recovers some what on the 2.5 years old battery but the capacity had minimal improvement. I get 26.5 volts on max charge with Concorde charger and 25.8 volts after 8 hours. After installation in the plane and master on, the old ones (5+ years old) are at 24.7 after one minute and the 2.5 year old battery drops to 24.1 volts. A new battery drops to 25.2 volts after one minute in my plane.