anthonydesmet

Marauder, Great fix, sorry I didn't see page 2 in the forum and your solution. Great idea.

Lancecasper, Lots a great info here as usual. If you haven't come up with your repair plan yet then as an alternative I HIGHLY recommend calling Miguel at Master Air Parts. I found him through Dan at LASAR last week. The same fitting on my O2 at the connection at the bottle for the pressure line cracked last week the day before I was leaving for Florida. I sent Miguel the picture (similar to what you have here) and he diagnosed, made a new part and sent it overnight allowing my mech and I to install it the next morning. I was wheels in the well by noon for less than $150. Miguel was also originally employed by Scott when they were in business so it is highly likely he has seen this before and knows exactly what you need and has it on hand. Here is his info: Miguel Gomez | Sales Agent Master Air Parts, Inc. 3070 Skyway Drive, Suite 303 Santa Maria, CA 93455 (805) 928-2929 Phone (805) 928-2944 Fax FAA Repair Station #:1MPR946Y EASA Repair Station #: 145.6351 www.masterairparts.com Cheers,

Thanks! I also just got home and pulled out my electrical schematics and it's a 25 amp breaker switch for the dual 100w lights. Sent from my iPhone using Tapatalk

No, covers are fine, need to replace the actual switch

Anybody know the best place to buy Klixon switches. Looking for a Landing Light. Also can someone confirm for me the model number. I have seen 20TC-BG-5 and 20TC-BG-25. Haven't gone to pull mine out yet.

HC, I specifically moved my airplane from Norfolk International to Chesapeake Regional so I could have Jim Parkman who owns Epix Aviation work on my plane. He and his mechanics are good honest people. We did an owner assisted annual last July that was a great experience. They are up to speed on all mooney AD's, issues and pitfalls. They know a lot about mooney's but are not a mooney certified center. However, there have been a couple times that I have called up either Mooney themselves or Don Maxwell and have gotten specific answers for issues for me and my mechanic. During those times also Jim has never charged me for labor since I am doing the research and maintenance directing. Another place I have used is George McClellan out at Suffolk. He is also very proficient and works on a friend's 231. Interesting fact....his father received his pilot training and license from Orville Wright. He has a bronzed imprint of the actual license dated in 1921 if I remember correctly. For your pre-buy however I would try as best you can to have Don Maxwell or one of the other MSC's do it if logistics workout. I am sure once you narrow down your mooney and location there will be plenty of folks here with a quality pre-buy facility but you can never go wrong with DMax. I plan on having every 3rd annual or so done by him. If you need a Mooney CFI for sign off or a ferry pilot when you get closer let me know because I also have a few names. If you are still around Northern Va you can also hit up George Perry who works for AOPA for additional info. He is a mooney owner (posts a lot here but not sure if he is a CFI). He and I were in The Navy F-14/FA-18 community together for the last 26 years.

HC, Yea, that's a tough one without a defined mission. I spent a good part of a year looking at "J"'s even though my mission was going to be 90% over 500 miles. I was also a little nervous from a lot of the M20K talk that you will read IRT pilot workload, cost per hour, etc. however in the end I still felt like the M20K was better suited for what I needed and being able to fly from our house in Va Beach to Florida and Chicago in the high teens in cool smooth air above the the weather in the summer at 175kts true was where I wanted to be. I havent regret ed it and it has worked great. It just takes a little planning before you come smoking out of 19,000 feet. I will also tell you though that when I go out and just fly during the week or my wife and I jump over to the shanandoahs the 262 does feel like overkill at 6500 feet. But at the end of the day.....you're flying a Mooney, one of the best GA's ever built. Regardless whatever Mooney you end up with it will be great because you will be part of a special club no matter if it's a decked out C to a nice 252. Sent from my iPad using Tapatalk

Robert, Give Dave Mullman at Precise Flight a call with one of your serial numbers. He will probably send you what you need. If you just want the inspection procedure and install procedures and what you need to do for the ICA I uploaded it with my post above. If you cant get it to download let me know and I'll send it but not sure what series SB's you have or if your just looking for an entire manual or if PF has anything more than what I have. Sent from my iPhone using Tapatalk

Plenty of great advice here in regards to learning in a rental which I agree with. Since this is an opinion piece let me add a couple more: - don't put off going to the airport this week and start towards your PPL. I see so many of my friends talk and weigh options that they go another 6 months to a couple years before they get started. Just "go". Once you have your PPL and mooney then find a mooney CFI who can teach you the finer points of flying a mooney. You will enjoy it so much more. - while your learning and once you get to around your solo time start looking for your mooney. Decide on your mission and then decide if you want a C, F, J, K and if you can afford it...Bravo, Ovation, etc. I think you will be much happier and better on your pocket book if you buy what your mission requires first and not with a future upgrade in your mind for later. Plus, it may take a awhile to find the right plane and then going through the pre-buy and loan process can take a long time. It took me 2+ years to close on my plane after walking away from three pre-buys. By the time you find yours I bet you will have had your PPL in hand for a good bit. Plus the more hours you tack on before your mooney will help your insurance costs and approval. I live in the Norfolk area also and I am based out of CPK if you want to chat mooney's later. Sent from my iPhone using Tapatalk

Gents, Sorry, here is some more info. On the K model there are 2 x 100-watt landing lights right next to each other on the nose under the propeller. I was brain storming with my mechanic before I went home and we got to thinking....we have taken the cowl on and off quite a few times in the last month with oil change, troubleshooting a couple issues and maybe think we have scraped a wire somewhere....maybe as it goes into the firewall. If it were in the engine compartment I don't think I would have smelt the electric fume when the CB popped, although I did have cabin heat on in the descent so I guess it might have came through then. The smell was pretty instantaneous and then gone.

Gents, just went out for a short spin, the first in a couple weeks. Twice around the pattern at pattern power my landing light switch cb popped and also I could smell a slight electrical smell. Light and switch work fine during pre-flight on ground without popping. M20K. 263, 1980. I believe I have klixon switches also. I went behind panel to look for anything obvious but all looks ok. I traced the wires out best I could to look for any dark burnt spots or any possible crossed wires. Could it just be the switch. I would think the switch is working the way it is supposed to. Thoughts?

Thanks Tony! Great idea about the BBQ cover, never thought of that. I have my backseat down 99% of the time since it is mostly my wife and I and sometimes the dogs so I can put my QR CD01. I do Tri's and not so much TT's. I plan on heading over to he Bahamas this November for Conchman so all these ideas are going to come in handy. I goes to figure that a majority of us Mooney owners are into athletic hobbies....goes along with our Adult onset ADD...hah!

I used Dorr Aviation in 2014. Their rates were a 1.5% lower than AOPA/BOA. In July 2014 I received 5% for 15 years with 15% down. They were outstanding and if you are going to finance you plane in an LLC, they will walk you through it. With all the refi talk I think I may look into it also plus I have a tank reseal coming up.

Aerodon, do you still have the Ka51 and the flux gate?

Thanks George! Definitely not like when were back in Tomcats is it...plenty of power, options.....flying around the boat in the Adriatic, ice, snow, night, trying to get marshall to keep us out of the ice....oh wait....that scared the sh*t out of me too......

I currently own a 262 and couldn't be happier. As Bennett stated, the POH is basically the 252 for engine parameters. As already stated if you go with an earlier 261/262 you might miss some of the finer cabin features that your used to with the 86 J. Like the split back seats, nice white panel and adjustable pilot/copilot seats. But whatever you decide you are going to LOVE being able to cruise in the mid-high teens (especially in the summer), nice smooth cool air at 170+knots. Plus really take advantage of some the higher altitude tail winds. I am pretty sure speed brakes were standard for both mods and most likely on the 252 but just verify because you will definitely want them when you go turbo.

Gents, Had the same issue as RobertE last spring and when I went for my annual I contacted Dave Mollman at Precise Flight. He sent me the ICA (Inspection for continued Air worthiness). My mech and I pulled the boxes and inspected, cleaned and lubed IAW the ICA. Large amount a gunk came out of the vacuum houses which was most likely preventing the vacuum system to work properly hence the slow deployment and retraction. They work smooth as silk ever since and they were installed in 1993. I agree with Jose though about the cold but I still recommend first to look in your logbook and see the last time your brakes were checked out IAW the ICA. If your brakes are fighting clogged lines and a lubrication issue you're really not helping them out in the cold weather. My ICA is a part of my annual now. I have attached the ICA for my model speed brakes (100's). If you don't know your model/serial number and its not in your logbook you can get the serial number off of one of the brakes by pulling the lower inspection panel. You should be able to use an extended mirror and a flashlight. Call Dave and he will be able to tell you the model number, year they were installed and who installed them, assuming you're a Precise Flight owner. He will also send you the correct ICA. I also remember reading in a post on MAPA (might have been from Don Maxwell) that you can't use any type of lube so definitely do some research. Don, not sure if this will help your issue though but Dave maybe able to walk you through it. There maybe a mechanism that allows the complete removal of the vacuum pressure when all electrical power is removed however...meaning your lines still maybe clogged...but I am just spit balling.... doc00093120150629102302 (1).pdf

Update: went out on Wednesday to get airborne and had another bad mag check on right with #2 rolling back as described in original post. Pulled cowl off that afternoon, swapped plugs with #4 and still had same issue with #2 ahhahhh....mech isolated it to my right mag block after we did a little digging in the logbook at what was replaced during the mag overhaul last January. Mech team pulled right mag yesterday and found one pole gummed up. Not sure with what and what all was done to the block but I will let you all know all details when I see my logbook today. But in any case, engine is running nice now. Still had had a little oil on #2 plug I will have to track. But as I mentioned before I have to add a a quart about every 14 hours and maybe a little more frequently the more I get above 30 hours. Oil still looks nice though and not dirty. Next steps: - thanks to some great advice here I am bumping my oil changes up to 30'hours - next oil change this January I am probably going to swap out current champion plugs with tempest after all my reading.

Update: we did a compression check on Wednesday and all normal. In fact #2 was one of the strongest at 72. Also did a bore scope and everything looked normal. Next step is to continue to monitor oil consumption and possibly due a crankcase pressure check but for now after three flights, all appear to be normal from last plug cleaning. At my 50 hour oil change in March I also think I am changing to tempest plugs I also think I am similar to you teejay in that my oil consumption goes up at about 30 hours into my 50 hour oil. Hi how is where I am now. more to come.....

Update: i was a little to eager with my last answer, so I was not able to get out to the airport today but I had someone check my oil level because I had to run off in Sunday and couldn't wait 30 to 45 minutes for the level after shut down. Turns out I burnt a little over half a quart in about 7 hours flying which is a little high for me. Just curious to how often you guys have to add oil/hour. comoression check tomorrow.....

Sorry, one more thing to answer Cliffy's question.....we did check the plug resistor during the cleaning and it was fine. Checking the plug leads when we have the cowl off for th compression check on Wednesday.

Gents, thanks for all the great info. I just wanted to clarify that I am in no way near going down the overhaul road yet nor is my mechanic pushing it. We've outlined an investigation process and you guys have offered some great info to add to our plan and I will definitely post updates. Here is how I did over the weekend after the plug cleaning: - flew 6.5 hours this weekend without losing any oil. - oil is about 2.5 months old and 17 hours old. Not new looking but still doesn't appear to be "over dirty". You can still make out dipstick markings through the oil. - out of the 17 hours flown I have lost about 1/2 a quart. For some reason my engine likes 6.5 quarts on the dipstick. After oil change and putting in 8, it will go to 6.5 and stay there. After my June annual it went to 6.5 and I added 1/2 quart To keep it at 6.5 until my last 50 hour change in October. - compression check happening this week, probably wednseday - JPI over the weekend showed #2 EGT within 10-20 deg of all other 5 cylinders. However it did always have the highest CHT, by about 20 degrees. - climb, cruise, fuel flow numbers all seem normal here is my plan so far: 1. Compression check - if compression still normal and I get another episodes then when I go back to Thailand in January - replace plugs with tempest when I'm gone 2. Obviously if compression check is bad then bore scope and see what I have. ill keep you posted.

Sorry Gents, I didn't give you enough info. Engine is TSIO-360MB. 800 hours from zero time factory overhaul in 2009. Mech said it was "most likely" oil. I do lean pretty aggressive on ground after start. Little more background, my job takes me way out of the country for 3 to 4 weeks at a time so airplane will sit until I get home for a month then i fly at least once a week and usually Florida to Virginia once or twice in that month Also, when I am not doing a mag check and running in both mags on the ground #2 will be about 50-70 deg hotter than all others when this happens so I usually know when it's going to happen Sent from my iPhone using Tapatalk

Morning Mooney people, i have a possible cylander overhaul question. Here is what I have ran into the last 6 months. After my annual in July in which I had no issues, normal compression, etc. on two separate occasions I have had an engine run up where my #2 cylander temp dropped to zero on my right mag check. Mags overhauled last January. On both occasions, lower plug was pulled found fouled and failed bench test. After cleaning, plug passed test, installed and good mag check and follow on normal flight. During flights on JPI, #1 and #2 temps are within each other by about 10 to 15 deg EGT and 20 deg CHT. my oil consumption has not risen any either. And it does not appear to be o be isolated to aircraft sitting for a week or after a flight 2 days prior. My mech says though he has found oil in the plug which is causing it to fail. Any thought? Time for cylander overhaul? Ha had no issues with the upper plug, only lower.