0TreeLemur

Looking at the prices on Amazon, the 3M stuff is ridiculous. I got this Scotch brand stuff for 80% less. I don't suppose you'd need more than a few short pieces. If so, PM me how many strips you need, how long, plus your address and I'll mail it to you free.

Here ya go.

Send it to Jake. He'll fix it to good as new condition. That's what I did and all's good.

3M makes a white/clear HD PTFE tape designed for this. It's expensive . Scotch makes an "equivalent " product that is considerably cheaper. I bought the Scotch brand and it's holding up well.

One thing for sure, options and competition are good things!

While looking for zip ties in the tool box, this greeted my wife last night. She handled it real well with a burst of adrenaline, and a "OH MY GOD THERE'S A SNAKE IN THE TOOL BOX!!!!" For those of you unfamiliar with the particularities of southern U.S. snake species, that's a venomous copperhead. How/why the heck it got up there, I have no idea. It is the time of year when they are attracted by warmth as the evenings are beginning to cool off here. The copperhead's venom is not particularly strong, and they are not very aggressive because of their excellent camouflage when in leaves, not climbing on a toolbox!

We installed Accutrak II, Accuflite, and PC/AH in our M20C, and because of the status of Brittain I hoarded parts. We've since sold our C. I've got a spare parts for all of it, except I don't have a spare Accuflite. I even have two spares of the elusive BI-805 valve. PM me if interested.

The SFRA training is pretty lightweight and its all online. If you are in the system with a discrete squawk and VFR flight following it's easy to get around SFRA as long as you don't want to get within the Flight Restricted Zone (FRZ) within 15 nm of DCA.

Not met, but heard on the radio during an IFR trip a couple of years ago. I checked in with Denver center while flying M20C N2903L, and was warned "N2903L be aware that N2905L is on this frequency". Did some research after I returned home, and found that N2903L and N2905L had airworthiness dates 2 days apart. N2904L was exported to Switzerland.

Sorry for my delayed response. I've been flying. A lot. That's recent performance between AL and MI, it has been warm. T=11C at 8500'. At least 14C above ISA.

At 8500 ft and 70F ROP my m20j cruises at 155 burning 10.3 gph. If I lean to 10F LOP it burns 8.3gph and cruises at 145. LOP ops cost me 10 knots WTH 20% fuel burn savings. Others have reported similar performance hits running LOP. You will only approach Poh numbers ROP. You gotta produce something close to max power.

Ok, thanks all. Based on a synthesis of above, I think I need this: https://www.amazon.com/Fastener-Reclosable-Interlocking-Adhesive-Mushroom/dp/B09G5L4LSF/ The ad text says: Long term temperature resistance: 93°C(200°F), short term temperature resistance: 149°C(300°F). I'm assuming these temperature resistance number refer to the adhesive not the interlocking part. Order in.

I've affixed a CO detector to the panel with what seemed to be high-quality 3M brand Velcro. When the hangar gets hot in the summer, the stuff looses its "stickum" and I find the CO detector on the floor. I've measured temperatures inside the hangar as high as 110F. Is there a particular Velcro with an adhesive that doesn't loose its adhesion at high temperatures? To be clear, it's not the hook/loop part that is losing its stickum, it's the adhesive on the back.

In early 2023 I flew into Miami Executive (TMB), which is located less than 10 miles south of MIA. I parked a few nights at International Flight Center FBO while I attended a meeting. Nothing negative to report. Pricey as you would expect. FUN getting into if you like that kind of thing. I do.

IIRC, that's very similar to what the resistance units in my M20C were. I think nominally they are 30 Ohm senders.

I just read the AvWeb article here about the FAA PAFI and the woes it has caused. The article says that George Braly of GAMI made a presentation at OSH this year that the article and associated comments suggest was very interesting. Did anyone attend that who can summarize? Or, is there a recording of it somewhere that I can watch? Inquiring minds... Thanks, Fred

Normally, it is not hard to remove a drain valve. That said, removing them can create unanticipated problems that one might wish to avoid. For instance, unbeknownst to me the steel bracket inside the left tank that retained the sump valve on my C was corroded. Removing that valve caused that bracket to fail. That was a time consuming repair. In the spirit of risk mitigation I'd suggest that if there is a way to do the calibration without removing the valve, do that. Particularly in an older Mooney... It's easy to run a tank dry too. Plus you get to fly while doing it.

According to the instruction manual, you must do the calibration for each aircraft due to peculiarities with tank geometry and sender types and properties. The procedure is well documented in the installation instructions. I've done on two different Mooneys. Rather than remove the sump drain valve, which in my experience is asking for problems, I returned from a trip with about 10 gallons on one side and the other side ran empty. While filling the empty tank, I recorded numbers on the JPI (setup menu) for empty, 1/4, 1/2, 3/4 and full fuel levels. Then I siphoned all the fuel I could out of the tank with 10 gallons remaining, went flying, ran it dry, and repeated the procedure for that tank. It's not too bad, a fun day at the airport. If my J had a prop on it, I'd fly down and help you with it!

Agree with this fully. Earlier this year the KFC-150 in my J was acting up so I took it to a shop, who tried to sell me on a 50 AMU big-G panel upgrade. Since I had not budget for that, I chose to work with @Jake@BevanAviation , and now my KFC-150 is working great. All for less than 4 AMUs. Maintaining a legacy system is a pain sometimes, but since you are active on MS, you care enough to accomplish it. On the plus side, components of legacy A/Ps are abundant because so many are being removed for big-G upgrades!

The JPI EDM900 in my J is powered by the master bus, not the avionics bus. It has a USB "mini B" port on the front. At the end of a flight after I shut down the engine and turn off the avionics master, I plug a USB stick with a short 1/2" USB-A to USB-Mini B adapter into the JPI. It asks "Download new data, or all data". Press "new data". It takes about 15 seconds to download 30 hours of flight recorded every 2 seconds. Then I switch off the master. Once I get home I just plug that USB stick without the Mini B adapter into my PC and upload the data to Savvy.

Thanks Skip! Just what I was looking for. -Fred

I'm pretty sure I screwed up. When I retract the gear in my J she quickly accelerates. By the time I got off and she started to settle, I there wasn't enough runway left to land on.

My Doctor laughed his off when he got to that one! He asked me if I had one and checked the box.

The McCauley B2D34C214-A prop on my M20J started leaking grease, so I removed it for a reseal. Thinking forward to having an A&P reinstall it, I don't have a manual for this prop. Looking at the McCauley www page, I did not find one to download. Does anyone happen to have a pdf they might share? Particularly interested in a document showing the stud installation torque spec. Thanks, -Fred

The C I bought in 2017 had a Brittain wing leveler. Loved that thing, especially in turbulence. Over the first three years I owned it I added the Accutrak II magenta line follower, the Accuflite heading bug chaser, and the PC/AH II Dynertial rate of climb control and altitude hold. It took work to find the parts, but none of them cost more than 1 AMU each when bought correctly. With the help of advice of Brittain fans here on the forum and an A&P who was willing to let me do the installation research and provide guidance, I had a full two-axis autopilot capability for probably less than 6 or 7 AMUs. I flew it in some soupy IFR conditions. The Brittain equipment is extremely well thought out, reliable, and I would say elegant. That is a cost effective certified A/P option if you have the patience and desire. As far as I know, Brittain will still provide STCs for correct installations at no cost if you can locate the equipment.