0TreeLemur

From the factory, our C had the poppy-red paint job shown in the top photo.

I just removed this from a frame and finished scanning it to post. Beat me by 30 seconds.

Not at all. The top category is >939 lb, which lets you fly with full 64 gallon tanks plus at least 556 lb of other stuff. I'm more interested in the low end of the distribution. Note in my profile that I have an '83J, before the MGW increase. I'm trying to get a sense for how heavy my bird is. I hope that explains why the poll is set up the way it is. Thanks to everyone who replies.

Interested to see what the range of UL for M20Js is. Please fill out the poll you own an M20J, or even if you used to own one.

One thing to keep in mind when draining the fuel to weigh an older Mooney is this: The fuel drains screw into a steel gusseted receptacle that is riveted in the bottom of the fuel tank where water sometimes accumulates. They corrode. Removing the fuel drain can damage them so be gentle. You'll find that in this case after screwing the fuel drain back in it doesn't completely seal. We discovered that problem in our '67C, and they replaced that steel receptacle when we had the tank resealed.

bump.

It depends on the location of the OAT probe. One well positioned probe is infinitely more valuable than a poorly positioned probe in the heatstream of the engine. My EDM-900 OAT probe is located maybe three inspection panels out on the left wing, way outside the heat influence of the engine. The magnetometer/temp sensor connected to the Aspen Pro is on the tail and consistently reads 4-5 degF higher then the wing mounted probe. It's not accurate, and throws off the TAS calcs done by the Aspen.

Calibration not necessary because ADS-B doesn't make the news, it just reports it. Then the FAA ignores it . I don't believe that the FAA software does anything with it automatically. I've read that controllers can access your extended squitter info, but generally don't. The only thing they get by default on their display is the good ol' mode C altitude readout, which was calibrated when you do your mandatory IFR Cert. test on the pitot-static system.

I heard this as: "A man with one watch always knows the exact time, right?"

The Hartzell Top Prop we bought a couple of years ago came with NYCO grease, and a nice big sticker on the hub saying that was the only acceptable grease. My A&P last annual said "What's NYCO grease?". Luckily I bought some and a grease gun before the annual and gave it to him. If only the paint would stay on the leading edge within 6" of the tip... That's another story. Some law firm could make coin organizing a class action on that one. I know of several people here on MS that have the same problem with the paint on Top Props.

Yes, we had to do that because the base flange on the PCU is thicker than the original governor on my C. What a P.I.T.A. Removing the originals was not fun. Especially in July in an Alabama hangar. Good luck.

The plastics in our '67 C were not that bad, but pretty cracked in places. In those locations, I used epoxy/fiberglas on the back side. When the epoxy oozed through the crack, using a Dremel I ground it down and used a pointy bit to restore the stipple, then painted all.

For me, it's when I'm flying in turbulence in IMC, a busy controller clears you a waypoint CRZZY, and you can't find CRAZY in the GPS, and they are too busy to ask for phonetic spelling, then then they tell you to descend, my passenger is feeling queezzy- then just as you find CRZZY, they tell you they have a rerouting, notify when ready to copy. In my opinion, the flying isn't the hard part. We practice every approach to minimums. It's all the other stuff happening that sometimes makes single-pilot IFR so difficult.

Maybe- if they totally analog ratchet-master 9000 included the ability to advance the timing!

I've dodged many thunderstorms this summer using the Stormscope WX10A in our J. This year is my first experience with one. Wow. Great technology. The Stormscope is based on differential reception of "sferics", the radio frequency noise produced by lightning. The receiver is connected to two coil antennas on the belly. It is quite accurate in azimuth. I've done some research to better understand how it works. As I understand it, the unit estimates azimuth this by measuring the time delay between reception of the strike signal by two coils separated by about 8 inches! That's why the processor for Stormscopes is so heavy. It is a very precise instrument. Stormscopes are not so accurate in range. To estimate the range to the strike it uses an assumed relationship between signal and range, which is often a pretty poor approximation. However, with a good measurement of the azimuth combined with the ADS-B composite radar obs on the iPad, you can see the storm and measure the range. Mine sometimes seems to pick up a lot of noise when flying at lower altitudes. Above maybe 5k AGL that goes away. I love it.

They are surprisingly light. 1.4-2.4 lb depending on the model. I left mine on as a wear block as suggested by @EricJ, just in case

Two more long cross countries and it seems to behave better. The ff reading is very stable. I don't think its a connection issue. It was only installed about 50 hours ago. I'm going to monitor it for a while longer before doing anything invasive.

This June I flew non-stop 945 NM in our J from FNL to TCL in 6 hours and landed with 14 gallons remaining. https://flightaware.com/live/flight/N202Y/history/20230619/1716Z/KFNL/KTCL At those power settings/altitude, she trues out at about 148 knots. The flight faced headwinds for the first two hours, and got a nice push for the last two hours. Burned 7.9 gph LOP at 11,500. Could have done it in still air and landed with 10 gallons remaining. After living for years with the 52 gallon tanks in our C, the 64 gallon capacity of the J plus the 10-20% lower fuel burn depending on altitude running LOP expands the range considerably. Now if could only expand my bladder! The J is a travellin' machine.

Sure. Why not spend $30,000 to fix a $300 problem! The KFC150 is a great autopilot.

Congratulations Richard!

You can see individual hail dents in the leading edge of the wing. Looks to be golf-ball size. Maybe larger.

@SnowJustice before replacing the master relay I suggest disassembling, cleaning, and reconnecting all the wire connections to the relay. Those relays do fail, but more often than not the problem in my experience was corroded connections. When you flip the switch do you hear the relay click? Should be audible without headphones on. If so, and you have no power, it is either the power connections on the relay or the internal relay contactor. Clean those connections (big wires) and try again. If you flip the switch and you do not hear a click, then it is either the power connection to the energizer coil, or the something causing the contactor to bind (unlikely). Clean the energizer connections (small wires) and try again. If after that it still doesn't work, then your relay probably needs replacing. Good luck.

Ah yes. Teutonic logic. While stranded on a streambank in the wilds of Panama by a non-starting French Allouette helicopter, my research team and I were forced to ponder staying yet another night in camp with two additional people who had no food or gear. The pilot was a logical German fellow who figured out that the starter/generator contactor had failed and would not switch to generator mode on start-up. After that he tried for hours to contact commercial carriers passing overhead in/out of PTY to no avail. I guess because the helicopter was on the ground and the antenna was on the belly it just wouldn't break squelch on the airliners. So, as the late afternoon sky started to darken, I needed to start a fire to boil water for food. All our firestarting stuff was damp from humidity and the jungle floor wet from rain. I took a small cup to the pilot and asked for some fuel to start a fire. He considered my request for about 10 seconds and said "I don't want to do that." I considered his denial for about 10 seconds and replied "Do you want to eat?". "I'll get you the fuel."

CE Reading the docs, it does require an A&P sign off.

I think I see the problem. Thanks to @LANCECASPER for including that link! My IFD-540 is running S/W Ver. 10.2.4.1 We took possession of this J in January. After reading the Avidyne forums, I learned that the 10.3.0.2 release out at that time had some annoying features (e.g. re-tuning radios to Melbourne, FL each power cycle). It seems that ver. 10.3.1.2 fixed that frequency problem. Vers. 10.3.02 included other upgrades to allow display of ADS-B input from portable devices! That's why I can't do what I want. My unit needs a software upgrade. Does this require a dealer or can a bloke with an engineering degree do it? Thx to all. Fred