Andy95W

Another new guy that posts a question and then can't be bothered to check back 36 hours later. -and says he found a 63 M20C but posts under Modern Mooney Discussion -and then warns us not to give opinions but only post if we can help him.

Thanks. Maybe the best explanation is that Gus got tired of yet another LOP/TnG/flaps on takeoff/etc. discussion. I get that!

Just wondering if any of the long-time MoooneySpacers here had any knowledge of Gus's ( @Mooneymite) status or condition. He last made a comment just before Christmas, but his user name logged on about 2 weeks ago. I sent him a message but it hasn't been read yet. Sure hope everything is okay. Unfortunately, as we get older, we all end up having more friends that just drift away and we don't hear from any longer.

My GDL-39 works perfectly with FltPlanGo- but mine is not a 3D version. My guess is that traffic and weather will work well, just like mine.

450-468° is way too high. The conventional wisdom is to keep CHTs below 400° at all times, although I will admit to seeing 410° during climb on very hot summer days. #3 EGT 200° higher than your other cylinders is not abnormal for a carbureted Lycoming engine. To get your CHTs lower, first step is airspeed- you should be climbing out at about 120 mph after clearing any obstacles. Next step is to address the "box" around the engine (you'll see it referred to around here if you do a search as "the doghouse"). To have CHTs as high as yours, you probably have some significant issues with air leaks that need to be addressed. When your mechanic looks at your doghouse, have him ensure your cowl flaps are adjusted per the maintenance manual. The next thing to try is to look at different throttle settings. At full throttle, extra fuel is added through the carburetor. Try leaving the throttle all the way in, but pull the prop back to 2500-2600 rpm. And of course not leaning in the climb until you reach an altitude where it is necessary.

Delta Airlines originally used the Microsoft Surface Touch for its pilots' EFB. It operated so poorly they bought iPads for all 12,000 of their pilots.

That's the point, the IA can't sign off the annual inspection without inspecting the filter screens for metal particles or foreign matter. It took reading that section to remind that. I wonder how other A&P/IAs besides me interpret that portion of FAR 43 App. D?

The "rotation" describes where it mounts on the wheel axle. If your calipers are mounted low and forward of the axle, they've been modified. If they are mounted above and to the rear of the axle, they are original. I did this mod to both of my M20Cs but it makes little (if any) difference in speed. It is inexpensive and it makes brake maintenance a snap, but if you get a flat tire you'll damage your caliper.

I stand corrected! This is the best point and answers the question. Per FAR 43 Appendix D: (3) Internal engine - for cylinder compression and for metal particles or foreign matter on screens and sump drain plugs. If there is weak cylinder compression, for improper internal condition and improper internal tolerances. Since you can't inspect the filters and screens without draining the oil, you really can't do an annual inspection without doing an oil change. (I suppose you could put the old oil back in, but that's kind of dumb.)

Tricky question. Appendix D to Part 43 doesn't require an oil change for an Annual or 100 hour Inspection. Most mechanics (at least the ones who were taught like me) were told to use the manufacturer's maintenance manual to perform the inspection, and to note that in the logbooks: "Aircraft inspected IAW FAR 43 App. D and Mooney Service Manual dated ______." If I sign it off that way, then I changed the oil, or I will note it as such ("except for changing oil which was changed at ______ hours.") Honestly, I think the Mooney Service Manual was written that way because it also has 50 hour requirements, one of which is to change the oil. Obviously, then, you would change the oil at 100 hours also. But how many of us actually change our oil at 50 hours? I bet it's not too many.

It came like that from the factory.

3 pages? Nah, it's way more than that. We go round and round about this subject every year or two.

You’re a better pilot than me, Chris. I bought my first Mooney 27 years ago, but most of my landings still surprise me.

Not sure if any of these guys are wearing Armani. But it is “proof” you can put 4 adult, well-dressed gentlemen in a short-body Mooney!

I'm with Clarence and Byron. Looks like an expensive solution to a nonexistent problem.

Inside the Mode-C veil of Class B airspace (30 NM) works, but is the only exception I know of to Class B/C or above 10,000'.

No, I didn't permanently remove the interconnect. I did take everything out for stripping, painting, and installation with new hardware. The interconnect was not added for the PC system. Mine is a1964 (pre-PC) and it has it. IMHO, you really don't want to remove the interconnect. It is very well designed and does what it's supposed to do really well. Any stiffness added to the system is offset by much greater stability. You really don't notice the control forces after a while. After about 18 years of owning 2 different M20Cs, the airplane just seems to do what I'm thinking. I hardly notice that the control forces are higher than most light airplanes. (Note- this took a good amount of work getting the rigging right so the interconnect helps, rather than hinders, flying the airplane.) Finally, my official opinion as an A&P is that you cannot remove the interconnect. Modifying the flight control system is considered a major alteration by the FAA and would require a field approval. I seriously doubt anyone would approve that.

Aero-trim is still in business, but they have a much-reduced product line. The electric elevator trim mod is no longer offered, but I don't know if they still have parts or service for the old ones that are still out there.

No, unfortunately the AUX plug is for audio in only, not out.

I read your 11/17 post. Using either XM or ADS-B as a means of tactical avoidance of thunderstorms is nuts. XM might've been better on the day in question, but it can still have significant delays. On-board radar or spherics is the only safe and effective way to avoid weather.

I gotta get one of those! I think your whole garage is better than mine.

Interestingly, Dan, you're both missing my point and proving it at the same time. Our diversity, whether environmental or political, makes us better. A country that has both people like you and people like Bernie Sanders is stronger for it. E Pluribus Unum = Out of many, One.

Well, he did say he was having trouble understanding that STC stuff...

Joe is knowledgeable but he’s also there to sell stuff for Champion. For me, they lost my business when their products became substandard and they kept insisting that they weren’t. And Joe was one of the people insisting that spark plug resistance didn’t matter- until they changed their design. He also insists that Slick mags are just as good as Bendix, but won’t address the parts issues they’ve been having with things like coils and drive gears. Like you, I’d run them if they came with the engine, but when they needed replacing I’d buy Tempest. Nowadays when I see Joe at OSH I try not to make eye contact.

Same here, as was my former 1967 M20C.