SkepticalJohn

I'm buying the plane the OP, @Schllc , originally questioned - we close this week. As suspected above, a records scrub revealed the 721 UL was an issue with the second STC not being applied in the W+B or logbook. Both STCs were present in the logbook, but the Max Gross was still showing 3017. She's not as "big boned" as originally thought, she just had on tight pants. With the adjustment to 3200, the UL is 904. Both the W+B and logbook have been corrected with entries by the A&P and IA and the plane is almost ready to come to her new home. She's going on a weight-loss program and we're expecting 1k UL in the near future.

Outstanding, thanks folks. I'm now thinking it could just be some sort of witness mark. I'll do a search and see what I find.

Pardon the awkward angle - I'm no photographer. On the left side of the photo, it looks like there's some smutz between the 90°fitting and the T. Could it be possible someone put something in there to assist the interference fitting?

Is there a loctite type substance that's located on the threads where the oil supply T screws into the turbo of a 231? There is a T that screws into the turbo and two lines that screw into that T (one is oil supply and the other goes to a pressure transducer). I'm wondering if there is some sort of loctite in there because I don't see any safety wires. That li'l turbo gets awful hot for loctite. I guess those lines are carrying oil so they can't be over a 300 hundred degrees or so... anyways, what holds it together? John

For what it's worth, Fox News Channel just reported that there was an engine fire in flight that forced the landing. Sent from my SAMSUNG-SM-G935A using Tapatalk

https://flightaware.com/live/flight/N6833N/history/20170820/2226Z/KFHB/L%2029.63890%20-81.25000/tracklog Looks like he was about 30 minutes into his flight when things went south... if that's the right plane, here are a couple pics of it from the 'net.

Exactly, 2 years and the Status 2S just works - I haven't had to perform any upgrades or load any updated software. It came with AHRS and has required no maintenance or upgrades. It's been the best option for me. "Frequent" updates might be nice for folks who like to tinker. I'd rather just leave my little box in the plane and know it's going to work every time I turn the key. The only time the Status saw my house was when the UPS driver delivered it. Maybe someday the other manufactures will catch up. I just don't believe that day has arrived. John Sent from my SAMSUNG-SM-G935A using Tapatalk

No personal experience Stratux (only Stratus 2s), but I understand the Statux only has limited compatibility with foreflight. IE: no AHRS for the synthetic vision. Here's a video, claiming to be a stratux, using AHRS on foreflight. (Notice: 1. the discrepancy between of bank indication of the aircraft's AI and the synth vision on the iPad and 2. The jerkyness of the heading) Seems like something that would be nice if you like to tinker with a box that might works, sort of, sometimes. If foreflight is what you're planning on using and you want a reliable setup, I struggle to see why anyone would use anything other than a Straus 2S, Dynon, or Garmin input. I got my Stratus 2S out of the box about 2 years ago, fly almost daily, and have had 0 problems with it - no silly software or firmware updates, no spoofing foreflight into thinking you're using something you're not, no temp issues, no battery issues. It's performance is smooth, reliable and accurate. It simply works. John

I have 2 Status 2S's. One permanently mounted in my Cessna for ADS-B in/out (via Status transponder) and one suctioned to a window in my Mooney for ADS-B in, WX, and AHRS data on the iPad. No overheating, long battery life (or plug into power source for infinite life), AHRS works flawlessly with foreflight, no subscription fees, ADS-B in is great, (delayed) weather radar, and getting in-flight AWOS data hundreds of miles away via Stratus2S and foreflight is nifty. One caution with the systems you mentioned is WX lag. Use them for advisories only: don't try to pick your way through storms - they aren't real-time like on-board radar. Here's a synopsis of a crash related to trusting a similar wx source. I use SiriusXM via Garmin 600 and GDL-69A in the aircraft I fly at work. It has a little better WX resolution on far away storms, but within 100 NM they are basically the same. The Sirius also suffers the WX delay I mentioned before. Even with the company footing the subscription for SiriusXM, I prefer the Stratus 2S. Just my $0.02 John - Most of the money I've made in my life, I spent on flying. I wasted the rest. Sent from my SAMSUNG-SM-G935A using Tapatalk

Thanks for the reference Brad! Looks like the POH still calls for a no flap landing with an inch or more ice on the Acclaim. Not trying to sharp shoot, just trying to remind the collective group. John

Brad, my last post missed your quote. "No more than takeoff flaps in the Acclaim. " Sent from my SAMSUNG-SM-G935A using Tapatalk

Brad, Do you have a reference for this? It seems counter-intuitive. The wing's center of lift moves aft when flaps are lowered, requiring greater negative lift from the horizontal stabilizer to compensate for the greater distance between the center of lift and center of gravity. The horizontal stab's ability to produce negative is hampered because it is also iced. These factors combine to increase the likelihood of a tail stall. I know no flap landings are recommended for iced landings in the M20K (scroll to the end of the page and then go back up 4 or 5 paragraphs http://www.mooneypilots.com/mapalog/M20K231%20Eval%20Files/M20K231_Eval.htm ) and IFR Magazine blanket recommends no flap landings ( http://www.ifr-magazine.com/issues/1_39/features/Ice-and-Tail-Stalls_478-1.html ). Aviation Safety recommends retracting flaps in icing because of the possibility of a tail stall ( http://www.aviationsafetymagazine.com/issues/36_8/features/Tailplane-Stalls_11218-1.html ). I find it hard to believe Mooney would recommend any amount of flaps for landing an iced up bird. I stand by to be proven wrong. John

Reminder - If you can't shed the ice, you're looking at a zero flap landing with increased speed. Flaps with icing in our birds = tail stall. Sent from my SAMSUNG-SM-G935A using Tapatalk

Excellent idea José, thank you for sharing! I'm glad I read your post before I permanently mounted mine and rendered useless the sunscreen for that window. After reading the comments in this post, I ordered and received mine from AS. As José suggested, I've nipped off the hinge area and other bits that weren't necessary to hold it in place. It works perfectly. A suggestion I'd like to add - secure a thin strip of foam on the scoop, along the mating surfaces, to prevent the possibility of the scoop scratching your plexi window. John

Mine has guards over both the front and rear switch. I've never accidentally bumped either. Sent from my SAMSUNG-SM-G935A using Tapatalk

Looks like they only have pieces for C through J models. Does anyone know if J pieces fit a K-231? Sent from my SAMSUNG-SM-G935A using Tapatalk

jetdriven is 100% correct - 10A glass fuse was exactly where described. Thank you sir! Sent from my SAMSUNG-SM-G935A using Tapatalk

Does anyone know the location of the fuse that supplies power to the overhead cabin lights for a 1980 M20K 231? Mine went in for annual inspection with all of the lights working and came back home with all of the front and rear cabin lights inop. Maintenance was done 6 hours away and they deny screwing it up, so returning to them isn't going to happen. All circuit breakers are in and I've checked some of the bulbs, which were okay. I'm guessing, since the lights receive constant power, someone has accidentally shorted a wire and popped a fuse before disconnecting the battery. Thoughts? Sent from my SAMSUNG-SM-G935A using Tapatalk

The pilot and co-pilot of an airliner were chatting in the cockpit, unaware they'd bumped the PA switch - broadcasting their conversation to everyone on board the aircraft. The pilot tells the co-pilot, "the stewardess today is a good looking lady." Co-pilot says, "after I finish my coffee, I'll go back there and have my way with her." The stewardess runs up the isle to tell the crew they are hot-miking. She trips and falls in the isle. An older lady looks down and smiles at her and says, "no need to hurry sweetheart, he said he was going to finish his coffee first." Sent from my SAMSUNG-SM-G935A using Tapatalk

I have an extra O2 gauge from recently upgrading my system. I'm out of town for work currently but would be willing to ship it to you when I get back home in a few days. Try it out, if it works we'll figure out what it's worth. If it doesn't work, you'll know there's a problem elsewhere and you can ship my gauge back.

Thanks for the fast replies! The aircraft I fly for a profession spits out the numbers and I write them down - my K, not so much... I was logging an oil change in my engine log. The aircraft has a Hobbs and tach. The gentleman who had it before me has always recorded tach, Hobbs, and total for all of the entries. I was trying to figure out what to put in the book for Total. Some entries he'd entered before were reflecting a change in Hobbs, other entries married up with tach, others agreed with neither. I'll have Total follow along with the Tach from now on. Thanks again gents!

I understand Tach time and I understand Hobbs. Can someone explain Total time AND give a reference please? I've seen / heard opinions claiming 1.0 tach = 1.0 Total. I've seen the same for Hobbs and I've also heard wheels up to wheels down. Thanks in advance, John

I think a lot of people are missing the intension of my original post. I wasn't really looking for a debate, just sharing an experience. We weren't traveling the the speeds we were traveling because of a speed limit. We had both decided our own power settings - my setting was at 75%. I don't know his power setting and it doesn't matter. It was not a race or competition of any nature - I sure hope he wasn't firewalled. Assuming the Cirrus pilot is reasonable pilot, he chose his power setting for some reason; manufacturers recommendation, better fuel economy for the pocketbook or for a long leg without fuel stop, slowing down to wait for weather ahead to clear, to be gentle on his engine, or maybe that's just what it cruises at, who knows. Regardless, he chose his power setting and I chose mine without the intension of "racing" anyone. I'd call that a "normal cruise situation". Before someone chimes in with the max range airspeed/slow cruise for the Cirrus, with my 106 gallons I could've kept my cruise speed for 1350NM and had 45 minute reserve. Is the Cirrus a nice plane? You bet! Could he have saved a half a million dollars and enjoyed better performance with a K? Yes, it was demonstrated that day. If I was given, for free, either the Cirrus or my K with the understanding that I could never sell it (washing resell value out of the equation) which would I pick? The K. My point was we were both cruising along in planes with VERY different price tags and the (relatively) cheap plane was eating the expensive plane's lunch. The K would've met his needs for less money or I could've spent a lot more money for less performance - you pick. Scenario: if there were no speed limits on the highway, Bob paid $695k for a Ferrari, Joe paid $100k for a Ford, both cars are only used to travel to/from work. Bob's car goes 150mph on his way to work, getting 10mpg. Joe's car goes 170mph while getting 15mpg. Joe is winning. The Ferrari dealership is too...

I had a neat experience in my 1980 M20K 231 yesterday and thought I'd share. My wife and I were returning from a weekend trip at 5500' MSL (because icing was higher). My iPad, via ForeFlight and the stratus 2s onboard, started showing traffic 4 NM ahead and descended to the approximate same heading and altitude as we were cruising. Their groundspeed while descending was 170 and ours level was 180. They leveled off and we drove around them at a pretty good clip and continued to our destination. A quick lookup on flight aware showed the aircraft, N998DF, was a 2013 Cirrus SR-22T. I got a kick out of thinking about my 37 year old bird passing this almost new 1/2 million dollar airplane on 75% of the fuel he was probably using. Mooneys are awesome! John

Update: I competed the modification and now have the 115ft Kevlar setup instead of my old 76ft steel. Anyone else looking to do this conversion, Aerox has all of the hardware you'll need. You'll need a new regulator and a new tank. The regulator for the steel tank WILL NOT fit the Kevlar (two different types of threads). The setup will set you back in the neighborhood of $8500 ($2200 of which is the Kevlar tank, the remainder is the regulator). If you are looking to do this for weight savings, I'm sure there are cheaper ways to save 5 lbs ($1700/lb is a bit silly IMHO). The extra O2 capacity is were your REAL gain is going to be. 4 people can breath on this system for a quite a while ~ 50% longer. My next modification is going to be Monroy extended range fuel tanks, I love this aircraft!