milotron

Interesting that it has the MB engine from the 252 but still has the two-piece cowl flaps per the GB and LB. I thought all of the 'firewall forward' upgrades like the 262 mod changed that out too.

Hi FoxMike, I am curious as to why the Bravo is not as much fun to fly. Within the short/mid/long body continuum, do they are all not flight pretty similar?

Both regulators were immediately under the panel on the copilot side, mounted side by side adjacent the center pedestal. I have the 262 like yours and the second regulator was clearly added where it would fit. Your obseravations are the same as mine; two VR415 running isolated. Each has it's fault light also. There is nothing that I could see coordinating their operation aside from the voltage settings and RPM when running. I had a broken lead to the belt alternator that caused fluctuations like this. It was hidden inside the boot at the end of the connection to not immediately apparent until it was taken apart. Check the simple stuff first. I am not sure the voltage setting is that critical any more. With newer avionics and LED lighting the electrical loading is considerably less than when these planes were built. So long as the second alternator is running and can carry load it will back up the first unit. My second regulator was literally tyrapped to the underside. The original one is bolted to the tubing to the left, but not in this image.

There is not much sophistication to the dual alternator installation. The belt drive uses a voltage regulator same as the gear drive and both connect to the main bus at that same location. They have separate field switches but that is it. They rely on the fact that the belt drive unit spins quicker so it tends to carry more load and become the primary unit for this reason, although they will both split the load to some degree. Aerodon is correct, the second alternator is part of the firewall forward upgrade, but i have seen a couple of 252 with single alternator, although they are not the norm.

another image that shows the filler tube ( black corrogated ) in relation to the overflow piping which extend to the top of the tanks through the inside. Upside down, of course. Sorry.

here. That T fitting that ties the two circular sections together. It lines up with a hole in my one piece belly. .

My K does the same. I think the additional air flow of open cowl flaps cools the exhaust muff down enough to change the temperature. Either that, or the pressure delta between upper and lower cowl sections is changes with flaps open to reduce the air flow through the muff. I am an electrical engineer and also have no idea what I am talking about, but this what had been explained to me.

Funny, I do this analysis every year when I get the winter supply of fluid. In Canada this is so much worse. Best value for $/gal for me from Spruce ( shipping to West coast ) was two 5 gallon jugs. With shipping it ends up as $58 CAD or $46 USD per gallon. And they also have no stock and is back ordered...

On the downward facing prop you can see the rubber spreader. Probably TKS prop. I cancelled a flight and drove on Tuesday heading up to northern Vancouver Island. Similar weather and reports. Too many icicles showing up in Foreflight for my comfort. Very sad to read about.

HI, not sure that is matters. I think 1800 gets into governor RPM range so that it can be exercised with some effect. 2000 rpm gives a bit more authority for excercising the prop. I use 1800 as I think that is what my 262 mod POH supplement calls for.

^^ this. Too much and it feels like the door won't latch. Not enough and it still leaks. I can never get it right. I wonder if a small piece of weather stripping could be used to fill the gap at the top, but it is a really tight fit at that point on my door.

HI, glad to hear success in getting support for this product. I have it on mine, with the manual bulb on the door, and it works very well. The only issue is that it provides no weather sealing on the ground and will let rain in at the top of the door when left out side. If you find a resolution to this, please let me know as it is an ongoing issue for me when out of town. It rains a lot here.

Hey all, I need to remove the pilot side interior plastic panel on my 81 M20K to repair some cracks and paint it. How does one remove the oxygen gauge without taking the piping out? It looks like the gauge lens/bezel screws on and it can remain in place but mine doesn't want to turn. Is it supposed to just unscrew and I need to try harder or is there another way to do this? Thanks!

The math becomes different if you are legitimately travelling for work or business development. I can fly to a work site in 1.5 hours that takes 6 hours of driving each way. When my hourly chargeout rate is considered, this is a huge savings to me and the company and worth the costs. My variable costs are about $0.67 per km ( we are metric...) and direct operating costs total $0.87 per km. I get reimbursed from clients at $0.62 per km. There is a modest loss on the disbursable expenses, but massive savings on the labour costs. We bid fixed fee jobs so Mooney makes us more competitive. Private plane = time machine.

Find me a nice Aerostar and I might be willing to sell mine.... Joking...kind of.

Another Canadian contribution....my 262 is about $290CDN an hour assuming 80 hours a year, including prop/engine funds. The first couple of years are more for maintenance catch up and personalization/fitout, but should stabilize. @Ozz I think your insurance number is low. I am $3500 CDN a year. Oxygen is way high. Not many mountains to go over in the east... Others costs seem about right, or conservative. Adding in the opportunity costs will skew this, but is a reasonable way to make this decision, so long as you are considering the time/value savings of not taking airlines or rental schedule time costs in the alternative.

My torn up, square duct was also replaced with a round one last annual. It was somewhat squarified to fit in the rectangular bracket.

No, nothing conclusive. Mech didn't anything either. It seems to have gotten better somehow, and not been over 20 at all. I think it might be my one piece belly as it has a couple of drain holes in it. I keep meaning to tape them up and see if there is a difference. My door seal is inflatable and has made no difference whether inflated or not.

I was told that one of them need part of the gear mechanism removed to buck the rivets and the outer ones may be impeded by part of the outer skin. It is fairly time consuming from what i have been told, but fortunately did not have to to this to my 81 K.

This is too funny. I don't have any images, but I just turned the dipstick around on the MB engine in my K as it was rubbing against the intake tube to the point the greenish paint had worn though. My ring now faces up, versus down. I didn't even considered whether it would read differently, but will look at it next time I am out, as I just changed it last flight. My dipstick tube is also in a slightly different spot. I can't imagine any of this would affect the reading as the insertion length is all the same in the end.

I use these spiral notebooks in a folding ASA kneeboard. The note pads fit perfectly, sheets are never lost or blown around, and always fresh pages. https://www.amazon.ca/gp/product/B007Z7MWPW/ref=ppx_yo_dt_b_asin_image_o07_s00?ie=UTF8&psc=1

Hi tyler. There are several folks in Victoria at Victoria Flying Club with Mooney time and can help. I can get you in contact with the right folks. They are CFI and the club is running pretty much as normal with masks and sanitation. iain

Hi, I have a m20K with 3 inch pedal extensions. I am 6'2" and 175 lbs and find it quite comfortable even with the extensions. It allow me to site quite a bit further back and still reach the pedals but puts the yoke in a more comfortable position for me rather than right in my lap. I have the seat on the last notch all the time, but never have anyone sitting behind me, so no concern about leg room. Also, my seats are fixed, non adjustable. If anything, they are a bit too high for me after being resurfaced, but when they were old and squishy were too low... iain

Hi, I operated and older gas version for a couple of years. I would put it in the trainer category. It was predictable and safe, but ultimately not suited for what I needed and moved to a M20K. I felt the G1000 was way too much capability for what the plane could offer in terms of capability. The big wings kicked it around a lot in the wind and rough IFR. The view was awesome though, but got very hot quickly, and the big vents up front let a lot of noise in also. The control stick was nice but was always in the way for ipad or kneeboard ( or maps at the time ) usage. I was not an equity partner in that endeavour and was glad to move on to Mooney land for what I was using that aircraft for. It sounds like your was quicker than what I was flying. It topped out around 140 or so and had the upgraded exhaust.

Steve still owns it, but hasn't flown in awhile. A 350 I believe ( non turbo )