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J0nathan225 last won the day on August 14 2019

J0nathan225 had the most liked content!

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183 Excellent

About J0nathan225

  • Rank
    Senior Member
  • Birthday 02/25/1988

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  • Gender
  • Location
    FT Rucker
  • Interests
    Uhh I think we know the answer to this one...
  • Reg #
  • Model
    '64 M20E

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  1. Idk about the less fuel part 23/25 LoP 148TAS 8.2GPH m20e.
  2. F or an E with good useful load would be fine. You’ll give up a little leg room for rear passengers in the E, depending everyone’s height it could be an issue. Once the pilot gets in and moves their chair forward for flight there is enough room for backseaters in my E for 2 adult females ~ 5’7”. I’ve had 1 adult male ~6’ ~200# sit in the back, not bad if they sit with legs in the opposite side, probably roomier than coach. 60M pilot here with an M20E. If you have more pointed questions. Jon.
  3. I'll be that guy, to go places: SF50 TBM Lx7/ (Lancair IV-P) ___ Kitfox for fun.
  4. Looks like I'll ride out my current tires until I can get the airstops.
  5. '64 E here no issue, I switched to fine wires. I was destroying missives with the surefly installed.
  6. Seem like I won't be getting Michelin Airstops any time soon (backordered and the date keeps shifting right a month at a time) anyone have good experience with Goodyear's version?
  7. I may purchase an Aerotherm. The sump heater + blanket isn't getting up to the 90-100+ where I'd like to be.
  8. Hmm I like the temperature output. I think with my blanket, sump heater, and space heater setup I only keep the firewall forward at ~70-90 degrees. Great article though!
  9. My after shutdown procedure is opening the oil door and unscrewing the dipstick to let hot air escape while I pull the aircraft into the unheated hanger. I then cover the cowling with a blanket and plug in my EZ sump heater and my Engine Saver. I keep the heater plugged in 24/7 as well as the dehumidifier which cycles as needed. Wondering if this is better or worse than letting the engine cool and only pre-heating a few hours prior? My thought process; I'm HOPEFULLY creating an desert like atmosphere inside the engine and keeping the dew point spread large.
  10. Per my POH, M20E, my Vy is 105 MPH x 1.32 so a Vz of 138.5 MPH or 120 Knots. I'm gonna try this soon, odd that the shorter E has a 5 knot difference of the Vz with the J.
  11. I wouldn't mind a highres version to watch myself.
  12. I had a similar issue after a prop IRAN. I had to adjust the prop pitch (front of hub for scimitar prop) What prop do you have? My issue maybe slightly different: I made 2500-2600 static, I couldn't reach 2700 until after rotation and about 2-300' in flight.
  13. https://www.aircraftspruce.com/catalog/appages/alcortcp.php?gclid=Cj0KCQjw5eX7BRDQARIsAMhYLP9vFRuJEcPNKZkFPd64fsIIJPDZsSb1_-4m-4S3YsqMqY30rFyV7YcaAv34EALw_wcB But it does say for non turbo charged a/c
  14. My guess fowled plug. I found doing patterns full rich and always going full rich on final I would fowl some plugs so much as to not be able to burn it off and would end up picking out lead beads. Some ALCOR every few tanks and leaning in the pattern has cured my issues. Did you do a mag check on ground or in air after this issue? Do you have engine monitor to observe EGT/CHTs of all 4?
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