brndiar

Thanks, I found this: http://donmaxwell.com/fuel-tank-repairs-how-we-fix-them/ what should I use to prime wheel wells after cleaning? m

Hi. I have fuel in the right wheel well (co-pilot site, picture below), but only when right tank is completely full. There is no leak "symptom", when I refuel right tank approx. 1,5-2 inches less. From pictures it is clear, that right tank has already been repaired. Where should I start? How "acute" is the problem? Thanks in advance for your opinion/experiences lg,m.

Citat from Langenwiesche's Stick$Rudder: Epitaph: "He did not know he was pulling the stalling lever." It is easy to be safe.

Wind contition at the time of the accident? Tailwind on base leg? RIP airmann.. m

So look my freshly modified cowling with Lasar Cowl enclosure. I have to confirm, that it was good invested money. CHT are definitely better. I can't comment on speed gain, because motor was overhauled & new prop (I do not know what contributed more). lg,.m

Hi. Need an advice. Trying to fix a problem. My EGT shows only last 75 F from the Peek. The Engine is fresh after TBO. The same numbers were before engine overhaul. Suppose the Probe has not been replaced. Any suggestions? thanks, lg,m

Interesting, thanks for that. I know, we are of the initial topic (gear up landing), but for me it is safety issue too because with less than speed for best glide we are entering back side of the power curve. It would be practical to know best glide speed numbers for gear down, T/O and full flaps situations (+idle RPM). m.

Hi Ross, This is what mine looked like, when I bought my 1977 C. m

I would just like to add math from POH (C model): BEST GLIDE Gross weight, gear & flaps up: 1, Prop. stopped 12,7:1 glide ratio at 87 kts IAS ...tan (a)= 1/12,7... 4,5 degree descent. 2, Prop. windmilling 10,3:1 glide ratio at 91 kts IAS ...1/10,3..... 5,54 degree descent. P.S. I try to figure out numbers for gear up & flaps T/O and full down. lg,m

-At approach speed 70 knots (personally 65 knots with my C when solo) you are on the back side of the power curve (C model). -With long & shallow approach with full flaps + headwind (no strong headwind needed!!!) there is no excessive deceleration, everything looks normal. -Finally, despite gear up power is needed (back side of the power curve) what is extreme tricky, because there is no warning horn. -Without checkliste completed you are lost.

Hi, Austria/Deutschland with central European Klima with normally hot summers(20-35C, 68-95F), cool winters (-5-15C, 23-5F), frequent overcast skies in fall, winter, and early spring, couple of rainy days in sommer. But far away from salty environment. By Corrosion affected was: 2x cylinder, camshaft & lifters. m -

Hi Last year I used exclusively multigrade 15W50 Oil for my M20C (Lycoming O-360-A1D), which previous owner also used for years. In the past the plane flew around 40 hours/year and I suppose was hangared outside. I flew last year cca 145 hours. Now, after TBO and break-in my biggest concern is internal corrosion, because there was "significant internal corrosion" documented during repair. I do not have hangar place at the local airfield, the nearest hangar possibility for me is 80km away. That is why I do not expect to fly more than 40 hours this year. Now my question- what kind of oil would you use- Multi or Single grade? I hear options, that with regard to "low hours" for internal corrosion protection single level (W 100 (SAE 50) )would be better than used 15w50 multigrade. Thanks in advance for advice. lg,m.

https://aviation-safety.net/wikibase/235678

I had similar Problem. In my case 1 Servo was not working + somewhere was kabel defekt. lg,m

Hi. Now I am confused. My is 1977 M20C, with P2A Autopilot, without modification. Though system is electric, my P2A Directional Gyro NEEDS VACUUM. m PatrFinder P2A.pdf

...Go to 7500' altitude (actually density altitude but 7500' is close enough) with full power and you are turning 75% power Any higher and you won't get 75% ... 7500 ft "Pressure Altitude" Could be theoretically cca 5200 Ft Density Altitude bei ambient Temperature -20C (-4F), on the other site cca 9500 Ft Density Altitude at +20C (68F) ambient Temperature. Fortunately, nowadays we have in Europe almost "standard atmosphere" with about 0C in 7500 Ft :-)))). For case, Does anyone knows how to use that "user friendly" Chart for cerrecture to "non standard temperature"? thanks, m

Hi, Should be HC-C3YR-1RF/F7282 (do not have dokumentation at hand). The engine before general overhaul did not have bad kompressons. I did not fly any other M20C than mine, so I do not have anything to compare with. But now it is completely another bird. Besides more speed also less noisy and more smooth (the last two just my first impressions). Because the wings are low I removed "fix step". m

#1Testflight after a Motor GO + New Prop. I was impressed. The airspeed was a little better than book :-)

Hi, Tomorrow is my bird finally ready to fly Flight test #1 after a general motor overhaul with brand new 3 blade Hartzell Prop. Please, how can I find 75% power setting for a given density altitude in that "complex" Lycoming chart? To be honest, unable to locate A on full throttle altitude curve...... Of course, there are "Performance Tables" in M20C POH, for different altitudes, but for standard temperatures only - not the case nowadays here. thanks, milos

For me, should be reminded....just for "Go around" case.... Lg,m

TRIM??????? Lg,m.

Me too. The last one, before touch down (where I check 1, speed 2, green light) saved my Mooney and my a... Unfortunatelly go-around was inkl. propstrike. Lesson learned: 1, never say never 2, full flaps are sufficient enough to slow the plane down. 3, with power approach there is no "warning horn". Lg,m

I also swore it could never happen to me to, but it happend. From my experience i can confirm, that your instructor was wrong...... It slowd down, no warning sound (approach with power, landing gear switch not komplet down....) P.s. just Prop strike, safe landing after goaround.