blaine beaven

J models weren’t produced until 1977… there are some early ones built in 76. So are you sure you have a J? Generally in my J I do not see high oil temps unless it is a very hot day and I’ve got 5qts or less of oil in the engine due to usage. What power setting are you running that you’re only getting 115IAS? And is that knots or mph? Indicated isn’t that useful to trouble shoot; true airspeed is a better indicator of performance. At that set up, with full throttle and 2500RPM, I would expect to see at least 145ktas. If I’m not making what I expect to see for TAS then I know there is something wrong.

I’ve got the same question!

On the 0-540 I flew, it had a minimum oil level of 3qts.

Thanks for the responses. The installer spoke to JPI and they said that value is not critical or a limitation, so as noted I will have to figure it out once I get it installed. Blaine

Hello all, I have a 1978 M20J with an IO360-A3B6 engine. I have ordered a JPI EDM 830 engine monitor. My shop gave me a form to fill out with parameters; one of them is “Gallons per hour at takeoff”. I currently do not have a fuel flow gauge (just fuel PSI). I could not find this information in my POH, or the Lycoming Operators Manual. JPI asks for it to set as a limitation when programming the parameters. Does anyone know what the number is? Thanks! Blaine

Hello, is this still available? And would you ship to Canada?

That was attempted - no dice.

Hello all. My starter adaptor on my 1978J decided to stop starting today, while I was away from home. The bendix will not engage, and the motor just whirs. Was eventually able to get it started by hand and flew home. Reviewing the logs, it looks like it might be the original starter. From looking at it, there is a Kelly Aerospace tag on the adaptor and MagnaFlight logo on the motor body. I am expecting I will simply have to replace. I haven’t had to buy a starter for a plane in a long time. What do people recommend? I know there are some light weight options - are they worth it? Thank you in advance for everyone’s insight. Blaine

Mine used to be strapped to the floor under the back seat (78J). In flight to reach it I would have to slide my seat all the way back and take my hands off the controls. I didn’t like that so I moved it. It now lives under the instrument panel on the co-pilot side. It’s attached to the frame behind the pedestal. I can grab it with one hand while flying easily, and no one can step on it there. Sent from my iPhone using Tapatalk

Alas, no engine monitor for me or I would have been able to nail the culprit a lot sooner… Sent from my iPhone using Tapatalk

I gave my mechanic the following write up: “As discussed the issue I am having is intermittent rough running when I select the LEFT magneto. My switch goes OFF-RIGHT-LEFT-BOTH Often this rough running is when I do a mag check at 1000rpm, although on occasion it has happened during run up at 2000rpm. I suspect I have a spark plug that might be failing.” They pulled the engine cowls to check the plugs coming from the left mag, and discovered the following: So the spark plug lead is broken. They were able to repair it with a repair kit, and then tested the lead and it tested ok. I had them stop looking at that point and cowl it back up. I’m going to test run it tomorrow. I’ve got about 8 hours of flying to do with it this weekend. Because it is an intermittent issue it might be hard to track down. My question is: has anyone had a broken spark plug lead before like what I have in the picture, and if so what symptoms did it give you? Thanks! Sent from my iPhone using Tapatalk

I hate to bring up old prices from days gone by, but in 2014 when I was looking to buy a Mooney there was a guy in the US that was selling TWO Porsche Mooneys for… $60k. Two. For $60k. The only thing that stopped me from buying both, having one for a parts plane, and slapping a IO550 in the other, was that I was told you could not do the IO550 STC in Canada for that plane. Not sure if that is true but it deterred me. My 78J (which cost more than $60k) does the same speed and has a higher useful load than this bird, while burning about the same fuel. Shorter body, but as my wife tells me length isn’t everything. She’s a kind woman. Sent from my iPhone using Tapatalk

I have heard of someone using an oil cooler shutter from Vans with a control knob in the cabin. It’s fitted behind the oil cooler on a J model, and by slowing the air flowing through it (by closing the exit) it will keep the temperature at mid range on the stock gauge in -25C. So I’ve been told. Sent from my iPhone using Tapatalk

I can confirm my 78J has a drain hole as in your picture. After my last annual I had to pull the cowls for something and got really excited about all the oil in the inside middle of the bottom cowl; I then recalled that shortly after the annual I had been flying through some heavy rain. Sure enough a lot of the oil that was on the new air filter ended up coming out the drain hole and dripped onto the cowl. Something I had yet to experience but made me more conscious of that drain hole. Sent from my iPhone using Tapatalk

I’ve always been partial to grapes on long flights. A nice way to stay hydrated without getting too fluid filled. Sent from my iPhone using Tapatalk

That’s from the EBay listing, post incident, where it stated “no damage history” if I recall… Sent from my iPhone using Tapatalk

I know we all like to wag our... tails... about highest airspeeds. This M20F managed to go 242KIAS (likely straight down, or close to it) and didn't come apart. Air transportation safety investigation report A21P0001 - Transportation Safety Board of Canada (bst-tsb.gc.ca) Makes for interesting reading, and a good reminder on the importance of partial panel skills.

Any update on this? Looked at the Mooney website and couldn’t find anything…

Put the Ash Lights in my 172 back in the early 2000’s - was great for night flying. Really helped illuminate the cabin. Sent from my iPhone using Tapatalk

Hello friends, My 1978 J with ~2900 TTAF is starting to get some shimmy and play in the nose gear. It will be going in for an annual at the end of January, and I like to try line up parts in advance. I have been doing some reading on the topic, and I see people will either replace the steering horn, or install an oversize bushing kit. Looking through my technical records, it appears that at approximately ~2300 TTAF that an overhauled nose truss was installed, new nose gear shock disks, and an oversize bushing kit LASKIT122A was installed. Given that an oversize bushing kit was already installed, am I correct in deducing that I can't install another kit? My only option is to replace/repair the steering horn? In that vein, I see that LASAR has a yellow tagged steering horn on their website - does that mean it has been repaired to original tolerances, or just that it is within tolerances? I don't really want to put a "used" part on my plane that will just have me chasing the same gremlin in 6 months. Other than LASAR, is there anywhere else to source a steering horn? Thanks in advance for any wisdom you can impart!

Don't feel bad - back when I was flying up north, a friend of mine who was flying for another charter service ended up at the same small remote airport as I was, holding for passengers. He was flying a Navajo, and had just done his PPC on it, which included a ground school. This was one of his first single pilot trips. He parks and tells me that he thinks something is wrong with the Navajo, because when he moves the rudders he notices the control column moves. I, never having flown a Navajo, said that sounded odd. I guess he called back to base and raised this with one of the mechanics, who wasn't familiar with Navajos, and dispatch decided to send a second plane out to inspect this one, and bring the passengers back. I am sure that he got his ass chewed out by the Chief Pilot for the extra costs, and not being familiar with the POH on the aircraft he was just type rated on...

I fly between 80-120hrs a year, and most of it is to take me to work. Because I have to arrive at work at a specific time, I need to be airborne at a specific time. This is obviously a later time than I would have to depart at if I was driving. Every morning that I wake up to fly, I wake up at the same time as if I had to drive and check the weather. If everything looks good, I go back to bed for a bit. If the weather is bad, I hop in the car. The weather forecasters often can’t get it straight beyond a day... I always have a plan B. If you can predict the weather more than a week out, bottle that ability and sell me some. Sent from my iPhone using Tapatalk

Looks like a great trip - I’m up in CYXE and just threw that into ForeFlight. In my slow J it would take 18hrs!! I’ve never flown over the ocean, but I’ve done enough float flying and submersion escape training to tell you that you DON’T want to wear a life jacket that is always bouyant or auto inflates. Get one that you have to pull a tab to inflate and wear it, so you can decide when to be floaty. Otherwise, you could end up pinned to the floor of an inverted airplane. Safe travels! Sent from my iPhone using Tapatalk

I just scrapped my McCauley 2 Blade for a Hartzell on my 1978J. I have the spinner and backing plate and hardware. PM me your mobile number and I can send some pictures of it if you still need it. I’m in Canada, so expect slightly higher shipping than in the US. Sent from my iPhone using Tapatalk

I think less than that. Hartzell’s website says the Top Prop weighs 62-64lbs, and replaces the C214 that weighs 52.3-54.3. If that’s accurate, it’s a 10lb weight gain. For an aircraft with a 1008lb useful load I won’t complain - especially to lose the RPM restriction and hopefully gain some speed. Sent from my iPhone using Tapatalk