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About Seanhoya

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    Advanced Member

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  • Gender
  • Location
    Paris, France
  • Interests
    Adventure Flying, Overseas Flying, Flight Instruction, landing where no airplane was meant to go....
  • Model
    Former owner of 1968 M20G

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  1. William - those are impressive maintenance records! Do you have any rules of thumb for staying out of the "red box" in a turbo-charged engine? Do you not lean as aggressively? And what about LOP in a turbo-charged engine? Thanks - Sean.
  2. The $10,000 to $15,000 estimate includes everything I did annually, so it definitely includes small upgrades or reconfigurations. Frankly, I know a lot of people claim to have $2,000 annuals, but I never saw it except when working with a local A&P - certainly not with Mooney services centers.
  3. Larry - Do you see a significant speed advantage of the K over the J? I recognize that this has a lot to do with altitude. I have traditionally done most of my flying down low up to 8000', although I took a normally aspirated Mooney up to 11,500 and even 12,500 once out West. So it is hard to say whether I will do more flying in the FLs, because I have never really had a need to, in the past. But I do a lot of long-distance flying, so if the benefit is there, I might start flying higher. Thanks, Sean.
  4. I am considering my next Mooney, and I wanted to ask if anyone has any thoughts on annual maintenance costs between non turbo-charged and turbo-charged Mooneys? I know the conventional wisdom - that turbo-charged Mooneys are more expensive to maintain, but does this hold true when put to the test of actually comparing numbers? I spend $10,000 to $15,000 annually to maintain a 1968 G to my standard of maintenance. Does anyone have estimates for Js or Ks which might be data points for comparison?
  5. That is just too good - mixing two passions in life - a Mooney and Gangnum Style!
  6. I had good luck with the fine wire, aggressive leaning, and I also changed out the carburetor. For me, it was worth the extra expense.
  7. Hello 3914N. I dealt with static line issues in my 1968 M20G for years. I rebuilt the aft static drain using a kit from Lasar. I replaced the alternate static and tubing under the pilot-side dash (because I didn't know how to use the one that was already installed - it was a somewhat rare pull-type model). In the end, it was a really talented mechanic in Melbourne, FL, who brought to my attention that all connections in the static system have to use small plastic sleeve-like connectors. None of those were present in the system aft of the cockpit. So he installed those, closed the system, and t
  8. Hey Gitmo, Potomac is a great field to fly out of. A couple of recommendations: make sure you shoot the GPS approach a couple of times during daylight and VMC, and do your first nightime arrival in the twilight - it is hard to pick out the field being nestled in the trees. Also, having commuted from Potomac to Linden for a year (just South of Newark), I quickly learned that flying low under the airspace is by far the fastest way to go - IFR traffic often causes you to add a half an hour to the flight. BTW - I would always fly over Cecil County on my way North and South. Also, bear in
  9. Hey ladies and Gents, No missionary work in Ukraine - I am at the US Embassy. I have flown a couple of times - a Yak 52 and last weekend in an Aeroprakt A-32. Miss my Mooney (Alex's Mooney - glad it is in good hands), but thinking about getting something with a bit more push next time and flying it across the pond. We'll see. Until then, thank God the spring is here! Do zystrichi! Clear Skies! Sean
  10. Clean it and touch it up with touch up paint. Always use the tail cover (never let the plane sit without it - especially in the Spring) - no birds should be able to nest with the cover on. The Velcro goes through the tail to connect both sides and the cover should be snug around the vertical portion of the empannage. There are two areas of the cover that you need to make sure are flared out within the tail to not allow birds to pass (in the tail by the control rods, as seen looking into the tail from behind, pull the netting left and right to cut off access to the inside). You migh
  11. Don't forget leaning. Rember, fuel cools the cylinders, so if you are aggressively leaving, you will run hotter. While I always aggressively leaned on the ground, on the air if I was running hot, I didn't. Minimize your time idling and running up on the ground - this always caused the engine to run hotter. Put the cowl on the horizon for a good cruise climb. This will force more air into the engine. Accept whatever airspeed this gives you. Consider replacing the oil cooler and modifying your intake...The guppy hole of old Moonies just isn't good for cooling. I don't kno
  12. I know that the aeronautical engineers will chime in on this one, and of course "wing loading" will come up... But let me answer entirely subjectively simply as a Mooney pilot.... I'm a word, "No." What you get with a Mooney is speed, efficiency, and race-car style handing. Yes - the control forces are a little heavy in the roll, but a Mooney is definitely a step up from a Cessna in terms of handling. But you sacrifice stability for this in the design of the Mooney. You can depart controlled flight in a Mooney in seconds if you aren't paying attention. I think you would have to tr
  13. How about this: You accidentally turn off the engine when you are done with the check, vice returning to the Both detent. Nothing has to fail - just pilot error. Does anyone have specifics regarding this course?
  14. Am I the only person scratching his head on this one? Just wondering about the benefit of doing a mag-check in-flight? Doesn't the risk (engine failure) outweigh any diagnostic benefit?
  15. Hey Turtle, I have been very happy with my 1968 G model. I have flown it across the US and back, to remotes strips in Mexico and Canada, at altitudes up to 13,500 feet and in all kinds of (scary) weather! As I am in Ukraine now, I have listed it for sale. Climb rates vary considerably with OAT and loadout. On a cool day on the East Coast with just me aboard, I will climb at 1200 FPM. A hot day out of San Jose at Max Gross Weight saw only 300 FPM, and once at Big Bear (8000' DA), I saw only 150-200 FPM. Generally, I see 700-800 FPM climbs. Overall, I have been very happy with my
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