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About anthonydesmet

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    X35, FL.
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  • Model
    M20K 262 Trophy

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  1. anthonydesmet

    Landing Motor Loose

    Mooney Folks, Just completing an annual with no issues until mech was lubricating appropriate points in the belly. He went to wipe off some grease from the actuator motor and noticed it was loose. So he tightened it down and noticed it would not tighten. Come to find out the motor anchor are stripped and will not tighten the motor down. He made a call to Mooney and to LAZAR for replacement motor and everybody was out at the Mooney fly-in. So, any thoughts? anyone experience this? Any SB's out on this? Anyone know motor part number? I was at work so haven't able to lay eyes on. Just to refresh, I am an M20K, 1980. Cant tell you what kind of motor yet.
  2. anthonydesmet

    Factory O2 Valve Connection

    Charles, concur with Carusaum. It’s more than just a hex bolt. It’s actually a pin with a slot, a hex nut and cotter key with a couple washers that need to be installed in the right order to not allow slippage and smooth operation in flight. I had to work through a couple O2 issues when I first picked my airplane up. @DonMuncy is a wealth of O2 knowledge. I also called LAZAR who had the parts I needed and they may have a schematic of how to install. Odds are they have seen this issue multiple times and have a kit with instructions ready to send you. Also, I am not sure how much inflight O2 experience you have and because it can be a life or mishap situation I am going to offer my two cents on how I operate my O2. In the Navy as part of our checklist before we left the chocks we put the mask on and flipped the O2 switch and ensured good flow. Obviously if you plan on taking off and climbing to altitude you don,t want to find out once your up there that you have no flow or be fiddling with it on the way up or at altitude as you slowly deplete you oxygen level. So in my Mooney, after my start checklist and before taxi checklist I added a line......Check oxygen flow.....I put the cannula on, turn the lever on and adjust the nozzle to 18 thousand feet. Then I turn off the main supply lever and drape the cannula around my neck. Climbung through 9500ish I put the cannula back on and open the supply. I usually fly around 12-16K and I adjusted the O2 to 18K so I know I am receiving enough O2 during the climb. Then I just adjust my flow after level off (power setting set and autopilot on) and Usually before i start messing with mixture. some guys may ride the climb with the cannula on but I like having it off during taxi/takeoff and pattern climb. It only takes a a couple seconds to put on if it’s already adjusted. This is all VFR flying. If it’s IFR, and I a am going in the gu after takeoff or anytime to altitude I will have it on for takeoff. just my habit.....hope it helps and I am not placating.....
  3. anthonydesmet

    M20K cowl bumper assembly

    Try LAZAR.
  4. anthonydesmet

    78 J Oil Pressure Gauge problem

    Kind of, When I first got my Mooney at the pre-buy the airplane ran up fine on the ground in the morning. Three days in a row I went to go execute the pre-purchse flight in the afternoon and on start up the oil pressure would not come up. First time it came off the peg a little then froze, second and third time wouldn't come up at all. The following two mornings the mech went and troubleshot the transducer, lines, connections, etc and started the engine and oil pressure came up each time but not in the afternoon when I went to start up for the flight. Finally I told him to swap the gauge with a J in the hangar. Oil pressure came right up at start later that third afternoon. Best he could tell was that sitting in the Florida heat in July caused something in the gauge to swell and wouldn't let the needle move. We took the gauge and put it in his office while I flew then when I came back we swapped it out again. I started up and the gauge worked after sitting in the A/C for a couple hours. I called LAZAR and got another gauge the next day.......just throwing out possibilities.
  5. anthonydesmet

    Possibly moving to Maryland or Virginia

    Salt water fishing, fresh water fishing, surfing, kayaks fish ocean, river, lake -easy access to Baltimore and DC area airports ( 45 min) very reasonable GA airport (KCPK) plus increasing real estate market with all the military = come to Virginia Beach
  6. anthonydesmet

    Planning for en-route ATC frequencies?

    Concur, seems like a lot of fuss for a low probably issue that’s easily resolved by basic airmanship if it happens.... 1) go to last assigned if you think you mis-heard the switch...2) if you think you were dropped or out of range or week radio, go to expected freq (postage stamp) - plenty of tools as already stated in Printed charts or ForeFlight, garmin products,etc.....3) monitor GUARD on radio me, someone will call you if your flying IFR....either ATCC will or he will have someone relay....I have had been on the receiving end of both. I think there are other higher priority areas to focus on during my pre-flight prep.....just my thought...
  7. anthonydesmet


    @Flyin Bullfrogwill come and pick up your interior for repair or might be able to fix on site. He is based out of Norfolk, Va. You can reach him at: Howard "Rico" Lenway  Flying Bull Frog LLC  (757)452-0239
  8. anthonydesmet

    Oil and fuel drip after landing

    @gsxrpilot, its most likely the breather. I pretty much get the same thing once and awhile and I have the same motor. If you think the oil is coming from the bottom of the cowl under where the exhaust comes out then you can check and see if you might have oil on the back of your turbo. This oil will find its way to the bottom of the cowl where your exhaust comes out and drip on the hangar floor. If you shine a flash light up into the area between the exhaust and the cowling you should be able to see the backside of your turbo. If it looks oily then you could potentially have a leak with a line going into the turbo...worse case a check valve. However looking at your picture it most likely looks like the breather..... You probably already do this but I do 30 hour oil changes and fly 120ish hours a year. Every 3rd or 4th oil change I have my mechanic do it and also ask him do a 50 hour on the engine from a mechanics eye. We almost always find a clamp, bracket, hose, that needs tightening. I probably could always make it to my annual without it but it just gives me piece of mind between annuals to check the turbo inlet, blades, etc and give the engine a once over. I also look it over when I do my in between changes but my mechs eye is much better.......
  9. anthonydesmet

    M20k rear bench seat

    I modified my back seat to be able to fold down. The title of the post is “1980 K 231 Rear Seat Removal” if you want to search the title. PM me and I can also send a PDF if still interested
  10. anthonydesmet

    201/231/252 for family/commute

    100% agree with Brian and his approach. Being a mostly east coast guy I forgot Reno to SF is only a couple hundred nm,s. If my mission was around the 300nm range i would also stick with a F or J. I also looked at F-33A. But when my mission changed to mostly 550-620nm during mid-course of my airplane search I focused on the 252/231.
  11. anthonydesmet

    201/231/252 for family/commute

    Also a 262 can be thrown in the mix if you can find one. Basically a 231 with the benefits and performance of the 252 MB engine plus some other 252 accessories. Just offering another option....... another thing to consider is sometimes spouses and kids don’t like least mine weren’t crazy about when we used our friends bonanza at 8-10k. Especially in the summer. Now we routinely fly in the high teens in smoother air in the summer and punch through a lot of the winter weather on the east coast. 700-800 FPM with wife and two dogs is nice to see. Plus on the east you get more of a direct routing most of the time because you are above the B/C and on tops of some military air space and less traffic. My kids are now 22 and 27 but they and my wife never minded the O2. It just became part of our culture.
  12. anthonydesmet

    Garmin GMA 340 Audio Panel - SOLD

    Lee, let me know when you get back I may take you up on it
  13. anthonydesmet

    Monroy Longrange Tank installation

    Amen!! With the money I have spent on porta johnnies so far I probably could have paid for it twice.....
  14. anthonydesmet

    Asymmetric Ailerons

    @jackn agree with Piloto. If it makes you feel better I sometimes see the same thing but never consistently looks the same do to headwind, crosswind, crab to maintain course, auto pilot on/off, etc.
  15. anthonydesmet

    Monroy Longrange Tank installation

    @Piloto, resurrecting this thread just to make sure I read through the thread correctly for the M20K with speed brakes. My mission changed over the last 6 months. Virginia Beach used to be my home base to fly to Boston, Central Florida and Chicago. I am now based out of X35 in Florida so I need legs to get up to Boston plus I see vacations out west for my wife and I in the future so looking at the LRT's. - I understand all about accessing the outer panels for installation (riveting) and putting the barrier in for the speed brakes. I don't think I have any questions IRT installation - Confirm I lose 6 gallons total with the LRT compared to non speed brakes so as I understand it I will have 94 total gallons useable vice 100 gal - For the K, I will not need additional vents put in - For the K, they will have to use a lower access panel to install the fitting between the LRT's and the main tanks. - Aproximately what is the required hours/down time to install I just want to make sure I have understood correctly. I will probably go back to Edison for the install. He did my reseal two years ago. Thanks for the help