Peter T

My home drome, CZBB, Boundary Bay Airport, is under Vancouver international control zone. Just north of the American border. Has Customs clearance, good along runways, fuel, a restaurant, FBO, rental car.etc. from there I would follow the coast north to PAKT, Ketchikan International, to clear customs into Alaska. Enjoy your trip

Thanks. I PM’d you

Is the last letter in your pt no a ‘V’ not a ‘W’?

I have been chasing a malfunctioning right fuel quantity gauge in my 93 M20J. It typically starts indicating correctly at the beginning of a flight, then after perhaps 15 minutes it will drop down to a lower indication and some minutes after that it will drop right off , as if all power was turned off for it. We have done some checking of electrical connections and ground etc. When I swap positions with the left fuel indicator gauge, the right gauge malfunctions the same way in that location, whereas the left gauge functions normally in the right hand slot as well as the left. This leads me to believe that the gauge itself is malfunctioning. Does anyone have a functioning used gauge that they would sell me? pt # 169BH-910-4LBW Left and right fuel gauges seem to be interchangeable, so I would consider using the left fuel quantity gauge part # 169-BH-910-3LBW and re-labeling it. Peter

That is the post that I was looking for. Will check out wheel balance thoroughly. Thanks for the replies.

I thought that someone had a client with a twin where one engine shuddered and it was finally remideed with a certain brand engine shock mounts.

93 J has a shudder right at lift off that lasts a second or 2. Produces full manifold pressure and RPM and runs smoothly in all other phases of operation. I seem to remember reading something about something similar here but cannot find it.

I would think that a blow dryer would do it.

Also worth talking to Fred at Port Aerospace at CYNJ.

No,but I have a tight throttle cable, especially noticeable with colder weather..

Not sure who you are insured with.I’m in B.C. And insured with Marsh Canada. Private Pilot, 800 hrs, IFR, 64 hrs old, insured for $150,000 CAD. Recent claim history, premium is $3000 CAD.

It is not that difficult transition to the Mooney. I was 42 years old, trained in a Cessna 152, and then spent a bit of time in a piper archer. At 60 hours total time, I purchased and transitioned into my new to me M20J. You can too, with no problems.

I have one that came with my 1993 M20J. I don’t think that I will ever use it. I am in the Vancouver area in British Columbia, Canada. Whereabouts are you?

Hey John, I loosen all of the camlock‘s and attach one bungee cord on each side of the lower Cowl to support it so that it does not drop to the ground. I then roll an office chair, with the back removed, under the cowl. I unhook the bungee cords and allow the Cowl to sit on the chair. With the prop in the horizontal position it is easy to roll the chair, with a cowl on it, out from under the airplane. Reinstalling it is just the reverse. See if that works for you. Peter

I have a digital copy that I believe I can share with you if I had your email address. PM me if you like.

Unfortunately we are strictly into the Apple products.

Anyone have a box that they’re no longer using?

I trained in a Cessna 152 as a 36-year-old. After my PPL I had a deal to fly that Cessna for another 50 hours. I then put a few hours on a piper archer because I always liked the low wing. At about 100 hours I was looking for my own airplane. At first I thought that the logical way to go would be with a paper arrow. But with a bit of research I soon realized that a Mooney was the airplane for me. I bought a J and received 10 hours of dual to satisfy my insurance provider. I put about 600 hours on it in the six years that I owned it. Other things got in the way and I left flying for almost 18 years. I got back into it about three years ago and have now owned another J for almost exactly one year. You should have no problem transitioning to a Mooney. GO FOR IT! Peter

Thanks Brian. That is basically what mine looks like. I thought that there might be a cover for that whole thing so that the red release lever did not get knocked around accidentally. Peter

The aircraft has 2800 hours total. I believe the cables are original. I have had the airplane for almost one year. It turns out that as the weather got colder, the cables got stiffer. The weather has now warmed up and the cables are much easier to operate. My annual is coming up in just over a month, and we will take a close look at the cables then. Probably try to lubricate them and then see what happens. Thanks for all the good info .

I am having an issue with a stiff throttle and prop control cables on ‘93 J. What was the successful procedure with the tri-Flo?

I WOULD like to know how it actually works.

If I had to use the emergency gear extention in flight, I’m not sure if I would want to have to find a screwdriver to remove some screws before I could use it.

My ‘93 J came without an emergency gear extension cover. I would like to know how it is secured in place. Does it just snap in place over the handle? Does anyone have a photo handy of what it looks like when in place? What are the pros and cons of having it replaced? I am trying to decide if I want or need it. Peter

On my 93 J the transducer is mounted with the wires up with a 45-deg elbow at the inlet. I would not consider 45 degrees to be a sharp bend. Also, I cleaned and back flushed the transducer with brake fluid, and it has not acted up since.