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About Fry

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  1. Unfortunately, there is no such thing as a conveniently located mechanic in my case. And I know I sound differently above, with the self-written maintenance manual and such, but believe me, you US guys have it much better in every (aviation-related) respect. Gotta appreciate that! Thanks again to all of you for the valuable advice!
  2. Thanks guys! Well, just let you know, I agree that owner-assisted maintenance is a good thing. The two reasons I am not immediately going for this with my 50h (!) inspection are: 1. I am planning to do owner-assisted with the much more intense next 100h/annual (and hope my MSC will play along), and I assume I will then learn MUCH more there than I ever could with a meagerly 50h inspection, which seems underwhelmingly complex anyway (apart from the suction screen, of course). 2. My MSC is extremely competent, but a nightmare in driving distance. To deliver the plane on one day, and to pick it up on another day, will mean something like 8 hours drive (and just 1 hour flight) in total. It's not the distance, it's the lack of a suitable "autobahn" (yes, we have some, but apparently not enough - and there ARE speed limits outside of autobahns, in contrast to any myths that may be around :-). And that is too much effort IMO for an inspection that would not even be required in FAA-land... Of course, should the inspection result in need of repair, e.g. brakes or tires, I will definitely not do those myself. That actually goes without saying, but I'm saying it anyway. BTW, my oil change went surprisingly smooth. No wizardry required. Youtube helps (although I much prefer written instructions with pictures). Yes, I made something of a mess and learned how to avoid it next time, but the oil change itself, including removing and re-fixing the cowling, and exchanging the filter plus safety wiring the new one, is truly no "witch-work", as we say here in Gemany :-) Thanks again, Fry
  3. Hello all, thanks for your replies. To your questions: * I would say I am generally skillful with tools and having a Ph.D. in physics, I have a general understanding of many technical things, but I have little experience maintaining combustion engines. * General advice of some of you that I should get professional help is probably well-intended but off-topic here. I need to make that call myself, and I am planning to make it item by item. And I guess we all agree that most items can probably be done by an average pilot/owner. E.g. "inspect propeller for nicks and cracks" - hey, I am doing that with every pre-flight, so no need to get and A&P for that now. * The M20J has a Lycoming IO-360-A3B6D, so any comment regarding Continentals will not help me. * AFAIK, I am required to do the 50h inspection per my maintenance manual (that I have written myself and that has been checked by an experienced mechanic and a governmental authority). By the same manual, I am permitted to conduct and sign it off myself. Now back on-topic, I would be grateful to receive hints how to do the items that I have marked in red. E.g., how and where do I check the brake fluid level? Thanks in advance for your help! Fry
  4. Hello everyone, half a year ago, I have purchased a 1995 M20J MSE. I have been flying for ~20 years but have no aviation mechanical background - but a willingness to learn. 25 flight hours after the annual, I have performed my first oil change, and it went "okay" (meaning that, I now know how to avoid the mess next time :-) Soon enough, my first 50h inspection will be coming up, and I would like to do that myself - and I'm legal to do so here in Europe. The checklist I have for that (taken from the approved maintenance manual) is the following, where I have marked in red a couple of entries that I am not fully aware of how to do them properly. Any advice, link or hint is welcome. (Let's not discuss the legality of doing this. It IS legal in EASA-land, and most of the stuff below is pretty trivial. The 100h and annual inspections are done by an MSC). Thanks, Fry ENGINE Drain engine oil sump Remove and clean suction oil strainer; Reinstall strainer and plug. Safety wire strainer plug. Remove and replace the full-flow oil filter cartridge (AA48103). Drain and clean fuel strainer. Remove and clean fuel injector fuel strainer. Service engine oil sump with proper type, grade, and amount of lubricating oil. Inspect engine intake and exhaust systems for evidence of leakage and looseness. Check spark plugs elbows and shielding nuts for security. Check cylinders for evidence of overheating. Check baffles for secure anchorage, close fit around cylinders, and freedom from cracks. Check engine controls for full travel, freedom of mouvement, and security. Visually check fuel oil lines for security of connections and evidence of leakage or damage. Visually inspect induction air system; check operation of alternate-air door (refer par.71-60-01). Inspect engine mount & bolts for security and condition. Inspect engine mount tubes (bolt attach tubes) at firewall for moisture accumulation and corrosion PROP Check propeller and spinner for general condition, looseness, and oil leakage. Inspect blades for nicks and cracks. Repair prior to next flight. CABIN Check brake and parking brake control systems for proper operation and fluid level. Check trim system and indicator for free operation and travel. Check cabin and baggage doors for damage, proper operation and sealing. Check cabin, instrument, position, anticollision, and landing light. Check fuel selector valve, gascolator, and boost pump for proper operation. LDG GEAR Check tires for cuts, blisters, wear, and inflation. Check chock discs for proper extension at aircraft static weight per section 32-81-00 Check hydraulic barkes for wear, warpage and proper installation. WINGS Check surfaces, and tips for damage. Check ailerons, aileron attachments, and bellcranck for damage and proper operation. Check flaps and attachments for damage and proper operation. Lubricate controls if necessary.
  5. I am based at a 2000ft strip. Have a table of correct Vrefs depending on my actual weight (incl. actual fuel) with me and use that. Over the fence, I pull the power and aim for 1.2 Vs0 over the numbers. Smooth landings with zero scare factor all the time. That is including crosswinds and the like. The key is using a weight-dependent approach speeds (just like the big airplanes do).
  6. would be nice to collect them here... ideally as (editable) CAD-Files, (printable) STL-Files and a photo.
  7. The above part is obviously more decorative than functional and thus needs no blessing of the PMA or any other kind. I assume there are more things like that, e.g. switch covers, cup/smartphone/something holders, etc. 3D printed parts can be quite good. The printer I have access to (above) prints carbon fiber doted ABS. The result is lightweight and surprisingly hard. I use Sketchup (in its basic version a free 3D CAD program). Alternatives exist. I did not find it hard to learn at all.
  8. Hi there, I would be interested in collecting 3D models of Mooney-related parts of all kind. As a starter, attached is the Sketchup model, STL print file and photo of a cover I have designed and printed. It is not a Mooney standard part. Its purpose is to cover the emergency gear handle between the front seats so passengers do not accidentally step on and unlock the mechanism. On the top, there is an inlay showing a wheel. On the sides, the old Mooney logo. It fits nicely. Of course, I have painted and finished be part - but since I am really bad with paint, I'm not showing the result :-) Best regards, Fry Emergency Gear Handle Cover.skp Emergency Gear Handle Cover.stl
  9. Well, here you go - picture and spreadsheet of the stuff I posted above. M20J.xlsx
  10. Flying precisely 1.2 Vso (+1/-0 KIAS) using my little table has helped me to make consistently smooth landings without much float, stall horn audible 1-2 seconds in the flare. Of course, that speed is achieved over the fence, not needed to carry it the last mile or so.
  11. Congrats to all fellow new Mooney owners. I want to chime in since I can relate to their stories. I closed on a 1995 Mooney M20J MSE by mid August. Took the airplane (then based at a grass strip in Northern Germany) and did two cycles in the pattern with the (now former) owner. Landings seemed surprisingly easy to me, so I simply flew her to my home base, a 600m asphalt strip in central Germany. No insurance requirement of transition training, and after 23 hours I have to say, while a little training would certainly not have hurt, I am not missing anything. (I had about 750 hours in Cessnas and Pipers before, not a lot, but something to build on). The 23 hours in the Mooney were spent in several day trips and a brief vacation to Croatia. Before, I had a GREAT respect landing the airplane - and it was all unjustified. The M20J is easy to land, in fact, never before have I made made smoother landings with such regularity. The secret is in having a graphics with typical W&B scenarios and fuel states, and on the side of that (along the weight axis) the appropriate Vrefs. I am attaching that graphics here from the back of my checklist. Also, I am tending towards the 1,2 Vso "short field Vref" instead of the more common 1,3 Vso because most strips I am using are indeed short. My results have been consistent smooth landings with the stall horn audible just before touchdown and right on the aiming point. And generally speaking: the M20J is a joy to fly VFR and IFR. A stable and fast travelling machine. The airframe has about 6000 hours, and the engine 8000 (1600 since overhaul). But it is a beauty, interior was done 15 years ago (and well), and paintjob is 10 years old (and beautiful). I have finewire spark plugs, and the engine is running LOP just fine, to my knowledge without any adjustments in the injection system. In cruise at 8000 or so, I leave the throttle fully open and tune the mixture to the maximum power availble up to 75% (another table helps here, I am attaching that too). Cool CHTs, little oil usage, what else could I dream of? One extremely small fuel leak stains the paint and needs fixing but not in a hurry. Next week I am going to deliver the airplane to an avionics shop, replacing the GNS430W with an IFD540 and a couple other (minor) changes in the panel. So, another happy camper here.
  12. That is all correct and the reason I am just looking at ground roll here. Ground roll is actually not really influenced much by technique, aerodynamics etc. It just means "how long does this engine and prop need to accelerate that mass to the target speed". As far as I understand it, at least.
  13. @midlifeflyer: well the target speed is actually lower for the later, higher MTOW M20Js... @all: thanks for your replies!
  14. @jaylw314 you are absolutely right. Speed control is of the essence - and pretty much standard in any flying. You just need to know exactly _which_ speed to maintain, and that's one of the reasons I am studying these POHs.
  15. @Danb: I agree, that's why I am thinking about this. But it is doable! - there are planes other than a 172 or Cherokee (e.g. a Cirrus SR22T, and a Mooney M20C) based on that field, and what I wrote above about that flight school is also true. There is a video on Youtube where someone makes a precautionary landing in an older M20J at my base, and it looks absolutely not marginal, quite the contrary. But we are talking takeoff here, not landing. So, should the performance at MTOW (to be tested at a longer field) turn out not to be sufficient, that simply means I will have to save on weight. Any idea why the POH values for (apparently) the same plane vary by 50% before and after 1990? Seems Money decided to put in the larger figures about at the same time they went to 2900lbs MTOW. (of course I am comparing figures AT THE SAME TOW) What I'm curious about, if the older numbers are "marketing-driven", i.e. too optimistic, and the latter ones are "legal-driven", i.e. very conservative, then what are the real-world figures? The reason I am focusing on ground roll here is (i) there is not much aerodynamics or technique involved in getting a rolling a/c up to a certain speed, so that highlights the discrepancy of the numbers, (ii) there are no close obstacles at either departure end. And BTW, I would not want to own a Cherokee or 172. I guess I don't have to explain why in this forum. No offense :-)