Releew

Agree with the above....... Hard to believe but I personally saw 530 antenna go bad and it created a blocked signal on the 430 a Garmin handheld 510 as well as an Ipad. Seems crazy but is can happen!! Rick

Lasar replacments and Red loctite. Looks great....stays on!

I just went through this same Q&A...... I purchased the Flight Special II's for all gear. Why?..... they had "more than enough" of a technical specification for Mooney's and were reasonably priced. And... I knew for sure there was no clearance issues. They have been on the plane for a month now and I have no regrets. I do recommend going with a good tube to limit the constant attention to tire pressure. More than the tires is the pilot landing the plane. Stay off the breaks and its amazing how long a set of tires will last! Rick

Interesting..... This must be a difficult question that has had little discussion. There is generally much more technical input. Thanks for comments! I'll start with looking for null-point in the sensor (sending unit.) I'm certain something is worn out and creating this condition. Will post my findings...... This has to be occurring on more than my aircraft... Thanks! Rick

Thanks...... The engineer side of me says there is an explanation for the erratic behavior below 8 gallons and the differential readings between devices. I believe the instrument cluster is resistance and the tanks are mechanical but there has to be a calibration point/procedure to bring them somewhat in line............. Rick

No... If I based my LSA business model on Pilots who could not get a III class medical moving in to the LAS category I would need to seriously rethink the entire process. But having said this... can you imagine the guy who just sole his Mooney (Example) to purchase a 150K LSA because he wanted to remain active in aviation........ Don't know about you but, I would be very upset! I think some LSA's are great machines but in now way compares to what we fly on this site. I want to see this bill pass....... I just think the LSA manufacturers will crank up the lobbyist as well as the AMA to shut the Bill down. Event though passing the Bill will be a shot of adrenaline for General Aviation there are other "pockets" that need to be maintained. It is only going to take minimal opposition to stop this Bill dead in its track. People who do not understand aviation will also think doing away with a pilots medical exam in any capacity will be a bad thing....... If we want this to pass.......keep writing your representative's! Rick

All.... I have 92 M20-J MSE version. Aircraft has typical fuel gauges on the instrument cluster panel and has dial indicating gauges on the wing tanks. Really nice setup for verification. Just recently I've starting flying the aircraft for longer duration's. I am noticing below 8 gallons on the Instrument Cluster I am seeing 10 to 12 gallons on the wing dials. I am also seeing a very erratic moment on the instrument gauge cluster. Reading will bounce from 0 to ~8........ I do not see an erratic instrument cluster movement when the tanks are in 15 to full range..... I have also seen the instrument gauge cluster needle stick at 0. A slight bounce of the rudder seems to bring it back to a reading but still always lower than the dial gauges on the wings. Having said the above........when the tanks have more than ~15 gallons the accuracy between the wing gauges and the instruments gauges are very close. Does anyone know what creates an erratic instrument reading and inaccurate differences at lower tank volumes? Thanks in advance! Other than this.....This baby is flying GREAT! Rick

Thank you for the link. Easy and fast to fill out and send. I know several pilots watching the progress of this new Bill. I hope for them as well as general aviation it passes! I have a feeling the LSA folks will literally throw their body in front of the train to stop this dead in its track! Time will tell..... Rick

M20J MSE 1992 Model. Any suggestions for Tire Replacements. Plane fly's about 150 hours per year. 100 Plus Landing cycles at a minimum. Currently have Goodyear's on the plane. Thanks! Rick

Although new to this site I've been flying since 83 and have always been a big fan of Mooney aircraft. I liked the plane so much I purchased my J model when the plant was closed! (like so may others have done) I've read several comments about what's predicted to take place when the Chinese become competent in either manufacturing and or reassembly of US built assemblies. I go back to the question written in my previous response..... What made Mooney's business model so unattractive that no US based business showed any interest in the purchase and reopening of the facility? Besides typical GA in general being a bad investment..... What was Mooney's biggest problems...... Top end management heavy? Poor work pool? Liability issues? Priced out of their closest market? Too good a product for the price? I'm really curious to know what went so wrong and your opinions to why........ In the end, it's a great product so something had to go very wrong... more than once! Rick

The sad part of this entire situation is that a USA based company of any type did not have the business desire to acquire Mooney. Does anyone know why this appeared to look like such a bad investment????? Heck....with the number of people on this site we could have pooled resources and purchase Mooney! Don't kid yourself..... This company was purchased to acquire the technology, tooling and talent. Once it's absorbed, count on local manufacturing going away. I have made several trips to China over the last 30 years and can attest to their ability to duplicate anything. They are Excellent at finding manufacturing shortcuts and less expensive materials. In the airplane world this is not acceptable! Sorry.... to be blunt, but I do not see a silver lining in this long term. Rick

Where does your oil level settle cold in an IO-360? My operating level is slightly below 6 quarts. The engine will literally blow out anything above that. POM states 6 quarts to be a minimal operating level and my engine will not hold anything more than 6 quarts. I recently changed the fill tube gasket and could see the oil at the base of the case so I know the case is full. Even considering the surface area of the sump another quart would have pushed the base level above the bottom of the fill tube. Thanks for any feedback!! Rick

Check the oil crossover tubes/clamps. I recently changed the gasket at the bottom of the oil fill tube as well. These were my main two areas of leakage and are common on the IO-360. Rick

Thanks..... I've used the OBS function and it works well. I am looking for the typical runway extension view like they have on just about every other Garmin portable and Software/Tablet product. I was told runway extensions could be activated in the Firmware when the unit is initializing but I have not seen anything in writing. Rick

Does anyone know how to set up runway extensions on a Garmin 530. I have been through every screen and do not see an option to turn on runway extensions. Thanks Rick

My pump failed right at 500 hours. I saw a lineman turn the prop backwards and literally on the next flight it failed. Some mechanics claim fact, others myth...... The vanes are designed to rotate in ONE direction in a very tight tolerance. Has anyone else heard of pumps failing based on physically turning the prop backwards??? Rick

I'll be curious to know if you get a quality job for 8K. Please let us know the outcome.... I painted a 172 last year and the materials alone were over 4.5K. No labor! Rick

Tape works fine to protect the rivets but is time consuming. I have never had a problem buffing lightly around the rivets. Just do not keep the buffer spinning on them...... Your biggest concern is how much paint is left to work with. A mill gauge will work....I've used one before on aircraft paint projects. It is easy to sand and buff right through to the primer. If you can not determine how much paint is on the airplane I suggest you buff first to see if you can get the result you want. Rick

Use 3M 1500 Ultra-fine paper with a soap solution. Be very careful to stay away from rivet heads and flush rivets too. I recommend you find a mill gauge to determine how much remaining paint is on the surface. If you are less than 2 mills you should not attempt to sand and buff.... just buff. If there is enough paint lightly sand until you achieve a flat sheen. I use 3M super duty rubbing compound to do a final cut and restore luster. After buffing, it is just as important to reseal the surface with a good hard finish wax. Do not use an orbital buffer. It will only create more swirls. Either remove by hand or use a dual action buffer. Rick

I've had ADS-B installed now for a month. The results are good so far with the exception of the traffic alerts. Distances for TA's are NOT user configurable. After a few calls to Garmin support, I finally got to an Engineer in Seattle who gave me the best description of the algorithm used to calculate converging traffic and what dictates a problem situation. He continuously told me their calculations and variables were FAA accepted as the standard. Still looking for that information...... Anyway... from what I gather, if that little triangle goes solid yellow you have less than 20 seconds to see and avoid. I have an older Ryan TCAD system installed as well. Over 20 years old, but it gives vertical separation and either approaching or departing traffic in tenths of a mile (no direction). Its been EXACT since we've had the plane. Only the Ryan 9900B can be integrated into the GDL 88 platform and be configured as a combined display on the 530. No way I'm getting rid of TCAD system. Although a much older system I have a 2 mile window of Traffic Alerts. If nothing else, its a great heads up to a traffic situation. Two completely different technologies and two completely different results! Rick

Gravity......

I too agree that shock cooling is a myth. Aircraft engines are designed with the necessary tolerances to handle rapidly increasing and or decreasing temperatures. The rain example proves that..... Having said that, there is no reason I see to ever yank the power to make a quick decent. Do the math and plan on a 500'/minute decent. Keep the airspeed below the caution range. If you're in calm air why not take advantage of the decent speed. A Mooney just takes additional flight planning but is not a difficult aircraft to control. I hear fellow pilots complaining how these airplanes are too difficult to slow down. I disagree......plan it, don't force it and the numbers will work out. Rick

Yes......

I've had the 92 model M20 J MSE for just about a year now and have flown it for ~120 hours. After various loading configurations I still come back to the same place on the trim indicator for the best take off's transitions. I have time in M20 C's and a few different J models (years) and have noticed the J models with three blade props feel exceptionally nose heavy as compared to the 2 blade C model. I realize there's more to it than 2 vrs. 3 blade prop configurations. I was trained to allow the plane to fly off the ground with minimal back-pressure, no more than about 5 pounds. There should never be a point in rotation in which you have to jerk or pull back hard on the yoke to initiate a positive rate of climb. My trim indication depicts ~2/3's back to get the ideal (smooth) transition to climb. The M20 C with the 2 blade prop has always been right on the neutral position for take off. So, my question is....... Are 3 blade M20 J's naturally nose heavy creating a condition requiring trim settings outside of the indicated neutral take off position? Thanks again for sharing knowledge! Rick

I switched from 15W-50 to Shell 100+ and the temperature dropped 10 Degrees plus on the CHT. Oil runs cooler as well. Engine seems to maintain oil level better at 6 quarts. When I noticed the CHT getting up around 400F I just crack the cowl flaps .5" and the temp will run consistently at 375F on the warmest of days. Rick