lithium366

Thank you guys. I feel way more confident now after your advises. The fact that my vintage POH is about 20 pages makes me a bit nervous at times. Especially because there is not much info in the checklists, emergency procedures, take-off and landing performance information

That’s what my thinking is - do everything in advance and stay ahead in a critical phase of flight. But looks like you not concerned with the RPM increase prior landing? I am new to complex and as I said that RPM increase prior to landing looks awkward to me. I feel like by increasing a gap between MP and RPM i’m cooling the engine more that I need to

Your answers make me thing that I was trying to push prop forward too early... somewhere in a downwind to base turn when I still want more power

Ok so this is probably not a very Mooney specific question but what I found is that CFIs that transitioned me to complex and Mooney didn’t seem to care about this aspect and surprisingly I can’t find any information about the subject Context: M20E on approach. What I do is reducing MP / RPM to 17.5”-19” at 1950RPM in a terminal area or when it is time to slow down (normally 2000 ft above the pattern altitude or 5 mins prior to reaching FAF. I read that a lot of pilots keep RPM at 2400-2500 but I found that reducing it keeps an engine warmer per Zef article and also keeps the bird quieter. Then I drop the gear and half flaps and that gives me 90MPH with settings I mentioned. Electric pump, mixture - rich, start pushing the prop (well, actively rotate, as I being told that I should avoid pushing it forward too fast) and... wow, RPM is increasing, passengers have no clue what’s going on, kind of awkward for RPM to increase on final. Unless I reduce MP below 15” in advance so governor can’t longer maintain required speed. How do you guys manage prop speed on final? How do you avoid an RPM increase (following Zef technique) and when exactly you prefer to push prop forward considering safety when you might need to promptly increase power: 1. In the pattern 2. On a precision approach?

Can you fly a dual VOR approach using clock? P.S: beautiful bird!

Looks like the same nasty black stuff that I posted above. Is it?

Hey Scott, I was in your shoes a month ago when I was purchasing my first airplane and it is a 1966 M20E. There is a MSC in Boise that previous owner agreed to deliver airplane to for pre-buy but and we agreed on a small deposit ($400). Before I got an airplane to MSC I asked a mechanic familiar with Mooneys to do a thorough log books review (owner sent me scans). Mooney service center in Boise is Cascade Aircraft Management and I am pretty happy with my experience with them. I also turned pre-buy into an annual. Before you travel to see the airplane - get logbooks, pictures, do a title search and if the owner back up - look for another airplane. I was waiting for mine for 4 months but if you think you found a good one - act fast As for the first airplane choice - I am very surprised as if you maintain proper airspeeds your every landing will be a greaser. I have 260h total and only 17 in Mooneys but I always use less than 2000ft from threshold to runway exit when I land. Some stuff requires more attention - such as MP / RPM combinations, protecting an engine from overheating / overcooling but that's due to the fact that I am also new to complex world and this is not a rental anymore

To avoid confusion - this plastic tubing was there before my mechanic fabricated a new line: this is what he discarded

It is a piece of the MP vacuum line my mechanic took out and refabricated to fix the issue with MP incorrect readings. I think the plastic piece was behind the dash from the firewall to the instrument. As for the sealant - what is a recommended one?

And here is the chafed piece of the line. Issue is fixed. What is interesting is when we were removing avionics access panel there was a nasty black sticky stuff and mechanic said there should be a silicone and he never saw that black stuff before. Do you guys know what that is on last 2 pictures?

Hm. Can anyone post what they are asking? Pictures are nice but price is a mystery

Did you find a price list somewhere or just call them?

Actually looks very nice. Did you remove radio tray and harness?

Apparently I realized my Mooney had more space than I thought I pulled out old ADF (I prefer music from my phone) and now I think of what needs to be done to turn that hole into a gloves compartment... Should I recalculate weight and balance? Remove tray or just make some insert? Anyone did a similar “upgrade”?

I don’t think it is related. Fuel flow gauge should be calibrated for a proper K factor according to the manual. I just have this airplane for 2 weeks and not sure if previous owner ever calibrated it

Btw 22.5” was WOT with ram air open (poor man turbo) at 7500. Don’t quite remember what was the altimeter setting, I think somewhere in 29.8-29.9 range. Given that MP readings should be around 22.5 + ram effect so looks like in cruse I can trust it. At least WOT as you said at high altitudes

Even worse my IE fuel flow instrument seems to be not calibrated correctly. In my recent trip I used 22 gallons (I don’t trust my fuel stick yet so it is how much fuel I topped off since last top off and 2.5 hours flight with 2 landings). My fuel flow instrument shows I used 32 gallons and fuel flow 12g/h at 7500 rich of peak (22.5” at 2400RPM). Again we are not sure in either fuel flow indicator, MP gauge, fuel stick and how accurately I topped off tanks

+1 for this weekend. Will be glad to meet you guys!

Any advise on how to diagnose where the problem is? I have the same issue and not sure if this is senders or gauges or connections or all together

I have a EI engine monitor and MUX-8A data recorder which I never tried to use. If I figure out how to damp it's data (and more importantly what exactly is being recorded) maybe I can share it then... Looking at https://buy-ei.com/wp-content/uploads/MUX-8A-OIII.pdf if should record both UBG-16 and MP info

What I discovered is that my cap is tightened all the way to the point where nut can't longer move. If I loose it a bit - an entire cap became loose so I assume it is my time to replace the cap unless I can buy a spring separately

The instrument was installed somewhere in 2000 by previous-previous-previous owner. I didn’t find a weep hole when I was inspecting the line yesterday but I think it could be also oil in the line. I will ask my mechanic to check that line as the instrument itself shows correct setting with engine off

The gauge is digital but I can try :)

Just get back from the airport: when engine is off 28.9 inches hg is observed. That corresponds to today altimeter setting minus 1” / 1000 ft airport elevation. All lines and fittings look / feels tight under the cowling but I can’t really access that plastic tubing behind the instrument panel. Will need to bring an airplane to a mechanic. Thank you guys and sorry for dumb question, learning curve

Ok will take a look tonight. The gauge is EI M-1. MP readings correspond to POH on climb / cruise settings