PT20J

Not claiming this procedure is foolproof, but it has worked for me (so far :-) I tie putting the gear down to beginning final descent. That means downwind in the pattern just before flaps abeam the numbers, at the FAF or GS intercept on an approach, when beginning final descent on a straight in. In the pattern I do GUMP on downwind, base and final. On short final I always check the gear down light on the annunciator panel. You just can't land without descending and if you tie the gear extension to descent it's hard to overlook. I didn't invent this. I can't remember who said it -- might have been Ian Blair Fries -- "To go down, put the gear down." Skip

Great questions, Glen. The pressure in the combustion chambers pushes on the pistons so many times per minute creating horsepower (horsepower is the rate of doing work, so if all else is equal, faster equals more power). But, not all of that horsepower drives the airplane. A bunch of items rob power. Let's focus on two you can do something about: frictional loss and propeller efficiency. Frictional power loss increases with speed, so the engine is more efficient at lower rpms and higher manifold pressures. Mike Busch is a big fan of running at lower rpms and you can probably find a recording of his webinar on this with a little Googling. A propeller does not operate at 100% efficiency in converting brake horsepower (engine output) into thrust horsepower (what drives the airplane forward). Bob Kromer (former Mooney test pilot) has claimed that the 201 prop was designed for a maximum efficiency at 2500 rpm. However, the efficiency curve (hard to get as propeller manufacturers consider them proprietary) is likely pretty flat around the maximum so 2400 -2600 are likely not significantly different. So, down low, you will be more efficient choosing a power setting with lower rpm and higher manifold pressure. But, as you climb a normally aspirated engine airplane you will run out of manifold pressure at the rate of around one inch per thousand feet and at some point you will have to increase rpm if you want more power. As far as wear and tear: manifold pressure doesn't wear out an engine; rpm does. Look at it this way: An IO-360 has a stroke of 4.375 inches. That's 8.75 inches of ring/cylinder travel per revolution. The TBO is 2000 hours or 120,000 minutes. So an extra 100 rpm is 8.75 inches/rev * 100 rev/min * 120000 min =19,886 MILES. Skip

Is this one of those things where you already know the right answer?

You’re right - thanks for the citation. Skip.

Unless acting as PIC, there is no regulation requiring a safety pilot to have a valid medical certificate of any kind. Skip

Lasar makes a kit for that. Works well I asked LASAR about the cowling mod and here is the response It’s not a true mod we have, but the gist of it was that the “cowl fix” our old owner used to do was replace every other floating cam receptacle where the cowling attaches to the firewall with fixed ones. Takes 8 ea of part number 214-16. They have them at Spruce. My J has all fixed receptacles. Looking at the IPC, it appears that Mooney used floating receptacles (244-16) on serial numbers 24-001 thru 24-1685, 24-3000 thru 24-3153 and then switched to fixed receptacles (214-16) for serial numbers 24-1686 thru 24-2999, 24-3154 thru 24-3410 and then switched back to floating receptacles for 24-3411 thru 24-TBA. At any rate, my cowl shifts upward and rearward and has the fixed receptacles. Skip

You know, maybe it's just me, but a few hundred bucks to do it right and safely seems miniscule compared to the risk of damaging an airframe or engine worth tens of thousands.

Ah, several of us assumed you had an oil filter and were asking about the suction screen. But, it seems you are asking about the pressure screen. Maybe a picture will help.

Not to nitpick, but... It's actually a KI 256 and a KG 258.

That's an interesting observation. I wonder if it is due to new owners taking their airplanes to a mechanic not particularly familiar with Mooneys and messing with stuff that didn't need messing with and doing it incorrectly. I check the gear preload myself every annual and the IA checks it too. We never have to adjust it. The airplane flies straight because no one has messed with the rigging since in left the factory in 1994. To paraphrase Mike Busch, "If it ain't broke, don't mess with it." I like to measure and inspect, but I think twice before changing something that's working. Skip

When you put it back use a new crush gasket split side to the case. If you use anti-seize, use food grade (non-metallic). Skip

Google http://www.tiffinaire.com/en/Services/PropellerMaintenance.aspx

A lot to unpack here. First, after everything was put back together, did you have a pitot static check done? (It would be required for IFR flight under 91.411 since the static system was opened). If so, that should eliminate static issues as a cause. Second, does it do this in pitch hold mode, altitude hold mode, or both? If it does it in altitude hold and it's due to a static system issue, you should see simultaneous indications on the pressure instruments. The autopilot should follow the command bars and since you see them move, it appears that he autopilot is doing it's thing. It could be something with the KC 192, but since you changed out the KI 256 just before this happened, that would be the first place that I would look. When you change the gyro, I believe that the procedure calls aligning the gyro and computer together on the bench. I don't know if this is the issue or not, but it would isolate the problem to the computer or the gyro. Another thing worth checking is the connector to the KI 256 for any wiring issues since it was disturbed. Skip

A couple of fine points. Grease is just oil and a thickener. Oils can be mineral based or synthetic. Thickeners are generally clay or metallic soap (most common is Lithium). Because of differences in component materials, some greases are incompatible and degrade when mixed. So, it is best to stick with one type of grease for each application and record what was used. If you don’t know what was used previously, all the old grease should be removed before applying new grease. One point of confusion is the MIL-PRF-23827 specifies a type I and a type II which are not compatible. Aeroshell 22 can be used for wheel bearings. Many mechanics use Aeroshell 5. Parker (Cleveland) now recommends Mobile SHC 100. The lube chart indicates grease for the trim chain. This makes no sense because grease won’t get down into the chain rollers which are the wear points. I just use 3-in-1 oil. Skip

According to my M20J IPC, the MLG front trunnion bearing uses an Alemite 3019 1/8" straight steel drive grease fitting without check ball. Effectivity lists 24-0001 thru 24-1487, 24-1489 thru 24-2999, 24-3079 thru 24-TBA. Skip

Here's what I use: Landing gear/flap actuator ball screws -- Lubriplate 630-AA Landing gear zerks -- Aeroshell 22 Control guide blocks -- Aeroshell 7 Trim screws -- Aeroshell 7 Wheel bearings -- Mobil SHC 100 Rod ends -- Triflow Control bearings, u-joints, trim chain -- LPS 2

Sounds like a good question for Ron @Blue on Top

The oil temperature varies at various points within the engine and the gauge is not at the point of highest temperature. This article re-printed from: General Aviation News - 800.426.8538 P.O. Box 39099 Lakewood, WA 98439 comments@GeneralAviationNews.com

My M20J EDM 700 oil temp (front sender) reads about 8 deg higher than the factory gauge (rear sender). I usually run about 200F +/- 5F during cruise depending on OAT and power setting. Skip Edit: The 200 number is for the EDM 700 temp.

The way I make these decisions is to think through all the failure modes and makes sure I have enough backup so that no single failure can leave me unable to complete an instrument flight safely. BTW, if you go to a Garmin booth at a trade show and see the G5 next to the GI 275 you'll notice that there is no comparison in vividness and sharpness of the displays. Skip

My AME prints out the certificate on the cheapest paper he can buy. I always scan it in case it disintegrates before my next exam.

If you don't have a flight director, there are a couple of times when a VSI will help you fly instruments more precisely. First, while it is true that a standard pressure VSI will have a bit of lag before accurately indicating large changes in vertical speed, it is very sensitive to small changes and especially the direction of change. It will show a climb or descent well before it shows up on the altimeter. Keeping the VSI in your scan and adjusting pitch to keep the needle zeroed will allow you to more precisely hold altitude. Second, the proper way to fly an ILS or LPV glideslope is to maintain a descent rate rather than chase the needle. Again, the VSI is very sensitive to small changes and using it to guide pitch changes will make your approaches much more precise. Skip

Not sure about the short bodies, but on the M20J, the manual calls for the rudder to be offset 1-deg right with the rudder pedals centered and clamped. Skip

I've never liked those machines and have always done better with a regular chart on the wall. These days, I go to my optometrist and get an exam before I meet with the AME and have her write my BCVA numbers in a note on her letterhead and take that to the AME. The AME is fine with that as long as he has a piece of paper to back it up and skips the vision test. Skip