N131MA

I had the same issue some time ago. If this happens inflight, pulling the circuit breaker will fully retract the speed brake again. Precise Flight sent me calibration instructions for the microswitches. The process is no rocket science and the calibration takes an hour or so. Fritz: If you PM me your email address I am happy to send the pdfs.

When I broke in my IO550 steel cylinders by the book (Anthony's #7) I saw high "break in" temperatures for less than one hour. After that, temps continued decreasing and settled at current state after 5-7 hours or so. If one cylinder still runs hot after five hours, I recommend swapping the CHT sensor, make sure this jug runs doesn't run lean (engine monitor) and carefully checking airflow / engine and cylinder baffling My old trustworthy M20E was running with 350F-360F CHT in cruise (WOT, LOP).

My oil filter is mounted vertically so I never tried this one. I looks easier to use than plastic bags and towels under the filter. https://www.aircraftspruce.com/catalog/eppages/tempestoildraintool.php?clickkey=30995

Xavier I have good experience with https://www.southernaircraft.co.uk/ The very responsive team that will guide you through the paperwork within days. Insurance is no issue. Brexit and the currency devaluation of the British Pound make the GBP 375.- annual fee cheaper every day :-) Peter

Jim I believe I was insured through them with an US residence some years ago. I suggest to call and discuss your situation with the agent. When I talked to him he was competent and engaged to find a solution. Peter

Hi Tom EMPOA, the European Mooney Association offers a fleet rate for Mooney’s. https://www.empoa.eu/index.php/en/empoa-flottenversicherung.html Easy process. Happy to share contact details through PM. Peter

Here is a workaround for the insurance requirements: 1. Get your US insurance. This covers all North America including Canadian airspace. 2. Get a (short term) EU insurance. These have worldwide coverage excluding North America. The combination of both covers the ferry flight. The EU insurance is affordable and has very high liability coverage (I remember €5M?)

+1 on Sidewinder!

I suggest to call Precise support. They were very friendly and helpful with finding the root cause when I had issues with mine. https://www.preciseflight.com/ I had to send in mine in for overhaul. Be prepared to send in the control box as well. As mentioned above: Removing and installing the brakes and control box is an easy job. It took 3 hrs or so. They work perfectly now ... and hopefully for the next 10 years.

I did not do the baby jar test. That would have been next step if the fix above would have failed. I don't remember any dirt in the ultrasound bath. Both, nozzle and fuel line looked shiny and polished after cleaning.

Symptom IO-550 with GAMI injectors. Nicely balanced in cruise: GAMI spread 0.4 gal/min. At takeoff average EGT of all cylinders 1300F ... except #6 at 1450 EGT. At takeoff all CHT around 380F (hot summer day) ... except #6 quickly raising above 400F. Diagnosis I ran the SavvyAnalysis in flight tests: Ignition, mixture distribution, induction: No findings Increased max fuel flow from 29 to 31 gal/h: All cylinders got richer at takeoff but #6 Reduced RPM from 2700 to 2500 right after takeoff ... and the problem went away! #6 EGT got back to similar EGT like the older jugs and CHT fell right away. I looked like the max fuel flow to #6 was reduced. As soon as the fuel flow was reduced (reduce RPM, reduce MAP, cruise settings) everything was fine. I disassembled #6 fuel injector and the line from the spider to the injector. The fuel injector looked fine. When I blew air through the fuel feeder line it felt it was a bit obstructed. Treatment Cleaned #6 injector nozzle in ultrasound bath. Pushed a copper wire through the fuel line. Cleaned the fuel line in ultrasound bath as well. Dried and cleaned both with pressured air. Result Problem fixed!

Fully agree: I have been scuba diving with my dry suit under an ice layer in a frozen lake. Very comfortable even after 45min. I would not be concerned to swim in my dry suit for some minutes in the North Atlantic before getting into the raft. I own a Switlik single person raft. This can be carried like a belt over the dry suit. This minimizes the risk to not get it out of the aircraft after ditching. http://www.switlik.com/aviation/isplr/features For some flying single engine over the ocean is reckless, some do it for living. Everybody is right from his perspective. I accept the calculated risk ... and I'll never forget the arctic landscape, the learning to prepare such trips, the experience to fly and land in Greenland, and especially the people I met on these trips. The pic shows an example of poor preparation for a crossing some years ago: Some airports in Northern Canada sell 100LL by the drum only. I didn't have a manual pump. I found an old oily hose, sucked air until avgas poured through the hose into the jerry can, from there into the Mooney tanks. More to come :-)

I check my CC bills: ~$4k for the trip. $2.7k for avgas, $350 for two nights (aibnb in Iqaluit, airport hotel in Reykjavik), $600 for landing and handling fees, rest for food, skydemon subscription, etc. I already own a raft, dry diving suit, ELT transmitter, portable radio etc. No expenses for renting. I know you can get a 1st class commercial ticket for that money ... I currently have two residencies, one in the US and one in Germany. I am looking forward to flying in Europe this summer and will eventually fly the Mooney back to the US next year

Hey Mike - for the return trip next summer? :-) Looking forward to catch up in Oshkosh!

Sure! Happy to support with any further information. KBUU - CYAM (CAN port of entry) - CYGL (gas stop) - CYFB (overnight stay) - BGSF (gas stop) - BIRK (overnight stay) - EGPK (gas stop) - EDVE

I just did a crossing from Chicago to Germany through the northern route. Updates on gas prices and insurance: Airports with avgas and paved runways in northern Ontario and Quebec: CYMO, CYGL, CYKL, CYYR, CYVP. Iqaluit sells a 52 US GAL barrel for ~CAN $450. After that fun starts: Sondrestrom and Reykjavik were around EUR 3/liter, UK and Germany EUR 2.50/liter. Ouch. If you are planning to stay in EU for a longer time, keeping your US insurance and an insurance from an EU underwriter in parallel is an option. US underwriters cover usually NA, EU underwriters offer global coverage w/o NA. No minimum ferry flight experience required.

... in Germany you can't get free access to VFR landing charts (AF/D). That needs a ~EUR100 subsciption. Some airports do charge ATC/IFR fees for small airplanes below 2000kg (example EDDH). VFR flight following is not available. VFR traffic below 10k ft is on a separate frequency ("information") with very basic services. Most smaller airports shut down after sunset. These are some more GA blessings from privatization ... and non issues for the big airlines. Let's be happy about the ATC system and costs and freedom of flying in the US!

I had the same issue some time ago. It went away after adjusting the retract cam. Please find attached the checklist and drawings. I hope this fixes your problem? cam adjustment 1.pdf cam adjustment 2.pdf Retract Cam Adjustment.docx

SA02193CH is the STC for the airframe 310HP upgrade. As mentioned before it mentions both engines, N and the modified G SE02930AT is the STC for the IO-550G upgrade to 2700 RPM Each of the props mentioned above has dedicated a STC for the 310HP upgrade. Hartzell did not charge extra for the STC. Depending on your cockpit you may need an additional TACH that is redlined at 2700 RPM. The M20S Mauritz gauge redline is at 2400 RPM Most STCs are on the FAA webpage for reference. I agree with everyone above: The Acclaim S prop is the way to go!

I recommend Gene Scheuwimer, Northwest Flyers at Schaumburg airport. MSC & straight shooter.

Some years ago I was landing at -32C in Iqaluit on a ferry flight. The aircraft was parked outside that night. At departure next morning the temperature was -35C. The Mooney M20E started fine after 30 min preheating of engine and cockpit. I remember the AI needed some time to stop tumbling after engine start. The cockpit warmed up quickly after takeoff. I felt the limitation was more the pilot's performance at that temperatures and not the technology...

I had very weak heating performance with my Eagle. Quick fix: I plugged the cold air inlet for the heating system. with a foam plug It's the inlet on the co-pilot site of the engine cowling. Permanent fix: The separator in the hot/cold air mixer had 3 or 4 holes drilled in it. That kept cold air flowing.Taping these holes with aluminum tape makes a big difference. The mixer is above the rudder paddles on the co-pilot site.

I have been using a Stratus 2 since three years: Very reliable, one compact box with no external antennas, easy update through FF, records GPS tracking separtely. Downside: Works with FF only. I built a Statux (with the AHRS board and external GPS mouse) some weeks ago: Works great as well. GPS and ADS-B reception better than Stratus with the dedicated antennas. Downside: No internal GPS recording, more cables vs one box. Most likely I'll sell my Stratus 2 on ebay soon.

My experience with my M20S, TKS, no A/C, 310HP conversion, with (the slower) 7692 Hartzell prop: 11000-12000, WOT, 5 degree LOP, 370F CHT@ISA, 170-175 kts TAS, depending on weight and OAT.

I had a very hot #4 (was hard to keep below 390F) in cruise, and high CHT with all cylinders in my Eagle (310HP): I searched for gaps with a flashlight behind the baffling. I found cooling air leaks around the oil cooler, at the back of the baffling (28 in the drawing). Closed these gaps with high temp RTV: #4 issue fixed. The max fuel flow was set to low. Calibrated T/O fuel flow to 31gal/h: All CHT are below 380F at takeoff and during climb . Hope it helps... Peter