DMM

I enjoy reading old Flying magazines on occasion. Is this the article? The author commented on the low VNE https://books.google.com/books?id=UVJTRxhEEo4C&pg=PA36&source=gbs_toc_r&cad=2#v=onepage&q&f=false August 1961

My two cents. Rev 58 of the type cert states: Fuel Capacity 52 gals. (Two integral tanks in wings at +48.4) See NOTE 1 for data on unusable fuel. NOTE 1: Current weight and balance report, including list of equipment included in certificate empty weight and loading instructions when necessary, must be in each aircraft at the time of original certification and at all times thereafter (except in the case of air carrier operators having an approved weight control system.) The certificated empty weight and the corresponding center of gravity location must include unusable fuel (not included in fuel capacity) as follows: 4 lbs. (+47.6) for the M20 and M20A; 3.4 lbs. (+48.4) for the M20B, M20C, M20D, M20E, and M20G; 15.0 lb. (+48.4) for the M20F and M20J; 48.0 lbs. (+48.59) for the M20K (S/N 25-0001 thru 25-0446); 18 lbs. (+48.59) for the M20K (S/N 25-0447 and ON); 36 lbs. (+48.43) for the M20L (S/N 26-0001 and ON); 36 lbs. (+49.23) for the M20M (S/N 27-0001 and ON) and M20R (S/N 29-0001 and ON) and M20S (S/N 30-0001 and ON); 36 lbs. (+49.23) for the M20TN (S/N 31-0001 and ON), M20U (S/Ns 32-0001 and ON), M20V (S/Ns 33-0001 and ON). Note one seems to indicate the 3.4 lbs unusable is in addition to the 52 gallon capacity.

Assuming this airport has received federal grant funds, the city is required to comply with the FAA assurances that are tied to those funds. I would start by look at the FAA Airport Compliance Manual, Order 5190.6b Chapter 15, Permitted and Prohibited Uses of Airport Revenue. Basically says airport revenue has to go back to airport ops or to payoff debt. Unless the city is trying pay for COVID costs related to the airport, I don't think the Feds will allow it.

I found this. Looks like the upgrade is going away but repairs will still be available. I've pretty much decided the upgrade cost too much and I'd be better off adding a GPS 175 or similar. https://www.garmin.com/en-US/aviationalerts/service-advisory-2027-end-of-waas-upgrade-for-non-waas-gns-400-500-series/ MARCH 13, 2020 SERVICE ADVISORIES PRODUCTS AFFECTED: Garmin GPS 400, GNC 420, GNS 430, GPS 500, and GNS 530 units are affected. ISSUE: In order to support future GNS 400W/500W series repairs, Garmin will be ending WAAS upgrades for non-WAAS GNS 400/500 series products on May 29, 2020. WAAS upgrade orders can be placed up until this date, however units must be received by Garmin by June 30, 2020. Repairs will be available for the non-WAAS 400/500 series 28v units with 16W COM Transmitter and all 14/28v non-WAAS 400/500-series units. These units will not be able to be eligible for the WAAS upgrade after May 29, 2020, but repairs will continue to be available after this date. We sincerely regret discontinuing service or support on any Garmin product. Please visit www.Garmin.com/aviation for your product replacement needs. Servide Advisory 2027 Rev A

At 16:35 MAP goes to 25.2 , FF stays around 6.4 and EGT 4 takes a nosedive. Same thing at 18:28. MAP 29.5 and FF seems low at 11.6. Fuel pressure looks good enough and stayed above 22. I believe fuel pressure is measured at the servo so I don't suspect blocked fuel filters since the pressure stays up at full throttle. This is easier to see using the live data than it is down below (time scales are not lined up exactly in the image below). Is this an RSA servo problem and #4 is the first cylinder to lean out and quit firing? I'm scratching my head. Hopefully someone can help solve the mystery. Sorry you are having problems but glad it didn't happen in-flight. Merry Christmas HRM and MooneySpace!!

Interesting. Looks wrong to me too. Compared to the old manual, Cyl 1 and 3 are switched on the right mag.

Hey, it was revised 11 years after my engine came out of the factory. A 1974 revision is recent for us vintage mooney owners:) I don't rebuild 'em. I just fly em.

The Lycoming overhaul manual shows an optional wire routing. Figures 4.7 and 4.8. In both cases each mag fires two top and two bottom plugs on each side.

Sorry you are having issues. Have you tried selecting the "reset configuration" and starting over.

I'm not an A&P but I sometimes pretend to be one on the internet. Check out the attached 2017 technical paper the FAA issued to clarify the FAA 2016 memo concerning ADSB installations. The technical paper has a very detailed sample 337 to use as a go-by. Cheers ADS-B_Out-In_Installation_Tech_Paper(9-25-17).pdf

IO-360 and I am happy with the results. Its close to 100% on takeoff (depends on DA) and appears to be correct at cruise LOP or ROP. Based on FF when LOP it's spot on. Also make sure the MAP is calibrated and the Fuel Flow K factor has been adjusted. These will affect the HP accuracy.

A 3 blade McCauley was installed prior to my purchase. I have no complaints. It is heavier and the RPM limitations are different. According to my logs a Hartzell HC-C2YK-1 2-blade was removed (weight 57 lbs arm -30.16 inches). A McCauley prop B3D36C424/74SA weighing 71.3 (same arm) was installed. Tach marking changed: Green Arc - Normal 2200 to 2700 RPM, Yellow Arc - Caution 1650 to 2200 RPM Placard installed: "Avoid continuous operation below 15" M.P. setting between 1650 and 2200 RPM when above 85 KIAS (100 MPH). PO also installed a lightweight starter and alternator so the weight gain was offset.

Here's some additional info you may find handy. Lycoming Service Instruction 1204D. Exhaust Flange Gaskets.pdf

Software update to 2.6 seemed to fix this fellow's issue.

What Bob said above. I own a 64 E and ADs aren't a problem. Some may have propellers that need crack inspections. Those can be somewhat expensive. A 500 hour inspection for cracks is required on the yokes of my E. Here's some info on the last three ADs. 15-19-07 This AD applies to Lycoming Engines fuel injected externally mounted fuel injector fuel lines. Requires a simple visual inspection of clamps and lines on top of the engine. 76-07-12 AD requires a simple check that the magneto switch works. No cost. Checks may be performed by the pilot. 17-06-01 I had to Google this one. Applies to the Ameri-King Corporation Model AK-450-( ) and AK-451- ( ) series emergency locator transmitters (ELTs). I'm not familiar with this model ELT, but the AD requires periodic checks. If it fails replacement may be required. Note I didn't read the whole AD. Good luck on your purchase. I love mine. P. S. I'm not an A&P.

If you have been waiting, QT Halos are back in stock. Both black and yellow.

Correction: Above I provided an excerpt from the TCDS concerning the version of manual required for the M20E by SN. Mooney rev'd the TCDS and I didn't catch the update. In my case they corrected the name of the document from Owners Manual to FAA Approved Airplane Flight Manual. This matches the title page of the original document that came with my aircraft. TCDS Rev 58 Interior Equipment: (See Note 26): 401. ....... FAA Approved Airplane Flight Manual (a)FAA Approved Airplane Flight Manual, dated September 3, 1963,(or November, 1965) for S/N 101 through 831 (b)Super 21 Owners Manual, dated March, 1967 for S/N 832 thru 670062 (c)Mooney Chaparral Owners Manual, 1968 for S/N 690001 thru 690073 (d)Mooney Chaparral Owners Manual dated August 21, 1970, for S/N 700001 thru 700061. S/N 21-0001 thru21-0023 (Aerostar) (e)Mooney Chaparral Owners Manual dated January 1974, for S/N 21-0024 through 21-1160. See NOTE 2. (f)Mooney Chaparral Owners Manual dated December 1974, for S/N 21-1161 through 21-1180. See NOTE 2. OK, enough internet stuff... I'm going to the hangar.

I missed that. Yeah the website pub looks like a 10th generation copy.

Here's the M20E Approved Flight Manual from Mooney's Technical Publications website. Note the first page states the document must be in the aircraft. I hope this helps. Mark20E_AFM.pdf

The TCDS specifies which Aircraft Flight Manual version needs to be in the plane. Interior Equipment: 401. .......FAA Approved Airplane Flight Manual (a) Owners Manual, dated September 3, 1963,(or November, 1965) for S/N 101 through 831, (b) Owners Manual, dated March, 1967 for S/N 832 thru 670062 (c) Flight Manual, dated July, 1968 for S/N 690001 thru 690073 (d) Flight Manual dated August 21, 1970, for S/N 700001 thru 700061. S/N 21-0001 thru 21-0023 (Aerostar) (e) Flight Manual dated January 1974, for S/N 21-0024 through 21-1160. See NOTE 2. (f) Flight Manual dated December 1974, for S/N 21-1161 through 21-1180. See NOTE 2.

In keeping with standard internet protocol, here's my totally uneducated opinion. It seems to me that a misbehaving encoder or static system would be sending the servo a "Nose Up" command since it is climbing. In this case the servo would only ask for nose up trim as needed. But the servo is asking for "nose down" trim. This tells me the servo is receiving a "nose down" command and is unable to move in that direction. Stuck servo? Only operating in one direction? I'd try applying voltage directly to the servo and see if it runs freely in both directions - on the ground.

I'm not qualified to answer your questions as I have no experience adjusting the elevator. However, the C and E's TCDS list two different trim assist bungees: (740188) for elevator position of 10° and (740044) for elevator up angle of 19°. Make sure you have the correct unit installed. Experienced/smart guys will be along shortly.

Webb signed mine too. DMIR - Designated Manufacturing Inspection Representative

I have a 64 model M20E. This was the first year they were produced. The AW cert was signed Oct 1963. So Mooney considers it a 1964 model but the FAA lists it as a 1963 since they use the cert date. As a side note, M.C Pearce was the test pilot and the plane flew for the first time on 9-28-63 (1.5 hours)

EAA had a write-up summarizing the FAA administrator's remarks about the Modernization of Special Airworthiness Certificates (MOSAIC) Rulemaking Package. Nothing written in stone yet but article included the following tidbit: "Finally, Elwell announced a very exciting prospect for the legacy fleet. For older aircraft not being used for commercial purposes, owners will be able to exchange the standard airworthiness certificate for a special airworthiness certificate — similar to certificates held by experimental aircraft. "That means the owner will be able to install lower-cost, safety-enhancing equipment — the kind that is widely available for the experimental market — without an STC or 337."