Mike A

I am having leaks on my less than 1 year and 50 hr overhauled prop as well. My trusted mechanic said to wipe it off and see if it wasn’t just the blades settling, which I did and my leak on the front of the blade seems to have gone away, but there is still a small one on the back of the blade throwing grease on my cowl and windshield. What is the reality of really fully cycling the prop? I always was told, for example, not to let the RPMs drop below 1500 on the run up cycle. Is there really going to be any damage of my letting it sit in full low RPM pitch for a couple min on the ground? Any suggestions on how to cycle it to see if it will reseat or reseal before I go and have it repaired?

Yes. They did the necessary ADS-B certification tests, just not a full IFR recert.

No IFR cert during the transponder install (not due till 4/2020) We seemed to get a wide range of speeds at which the gear started retracting (up to 100 kts), but that was also very unscientific and involved someone blowing in the pitot tube while someone else looked at the airspeed indicator and estimating when the gear movement started. The dual "gear safe" and "gear unsafe" indications at the same time were throwing everyone off I don't believe in coincidences and think the install has something to do with it. The new transponder coax cable runs right in the same area as the up limit switch. I am less inclined to believe its the handle as every time you move it it does something, even if its just changing the annunciation light from gear locked to gear unsafe and back, but will keep that up my sleeve.

I had a Garmin GTX345 transponder installed in my M20K last week and after getting it back the gear would not retract on the first attempt or without pushing the override button Initially when the gear handle was put in the "up" position the "Gear Not Safe" light would illuminate and the "Gear Locked" (or whatever it says) would go out. Recycling the handle would put the gear back down in the locked position then moving it back up would retract the gear, however, it has progressed to when the gear handle is put "up" both the "gear locked" and "gear not safe" lights would illuminate but the gear would not have moved. Pushing the override button would make the gear retract without incident. I went to my MSC to have them try and do a diagnosis during an oil change and they could not figure it out either. They are going to look deeper during my annual in July but I wanted to try and get some ideas from those who may have seen this before. Any thoughts? I think that something happened during the transponder install because the gear worked perfectly before. Swinging the gear in the shop took between 60 and 100 kts on the airspeed indicator to get them to move (sometimes). Is this an up limit switch issue or a airspeed switch issue or something else. The actuator is in good shape, retracts smoothly and has been ruled out as the issue (so far).

Per another thread, I’m pretty sure that the UAvionix TailBeacon can’t be used on the plane since it has no strobe and the 231 has enclosed wing strobes therefore requiring a tail strobe. May want to tell the seller to research and cancel the order.

That’s going to be my plan

Anyone know the size of the small set screw for the overhead vent knob on a 1980 231? Last shop that removed the overhead panel lost it. Luckily it was set in the “on” position. Thanks

I bought the D2 Delta PX then returned it and got the D2 Delta instead. I didn’t think the built in pulse ox was worth the extra price, plus it’s just a big watch. I think the Delta is perfect and bought a new fingertip pulse ox and a nice steak dinner with the savings. Honestly I don’t really find myself looking at the watch enough in flight to make the constant pulse ox monitoring worth it. The best feature to me is the flight logging (see attached example) but your mileage may vary

Mine was received on 1/16 and was processed yesterday.

I’m in the middle of a address change with my registration renewal. I called them on Monday and they were processing renewals/changes received Dec 28th. Guy I talked to said they process them in the order received and to be patient.

Stayed with Global and was the exact same amount as last year.

Everyone should watch these because there is a lot of bad information going around and items that dont necessarily apply to the -360s

936 lb UL 1980 231 w/ Aspen PFD, 430W, JPI 730, leather

Check eBay. http://www.ebay.com/itm/MOONEY-M20K-231-AIRCRAFT-AVIATION-COWL-FLAP-CONTROL-CABLE-/271839813398?hash=item3f4aea5f16:g:5XUAAOSwPgxVLqYu&vxp=mtr

Why does he say that it is a necessary instrument? It is not required by the FARs and not listed on the type certificate.