1001001

Ah, got it.

You can have contests with your pilot friends to see who can make their passengers void the most!

I carry a pack of Travel Johns in my airplane, but have never used one. If you're cheap, you can stuff a peanut butter jar (or something with a suitably wide mouth) with torn up diaper filling. That will lock up the liquid quickly.

It looks like someone smeared grease on the actuator shaft (and maybe the fuel tubing) *knowing* that they were rubbing together? Wow.

Is this a difference between the F and J model bladders? I have bladders in my 1978 J, and I calibrated the tanks--each holds 32.8 gallons when completely full.

I thought I'd follow up with a report ony my experience. Based on the feedback I got here, I elected to get the Desser Elite Premium two-groove tires instead of the Desser Monsters. I also heard from some people on my airport to avoid the Monster retreads in retract gear airplanes due to fit issues. I installed them with Michelin Airstop tubes. I've experienced no problems with retraction/extension or tire fit in the main gear wells (didn't replace the nosewheel). The Desser Elite tires were built on Goodyear Flite Custom III cores. The cores look to be in very good condition. The tires overall are good--no balance issues I can detect and give a very smooth ride in taxi, takeoff, and rollout. I can definitely recommend the Desser Elite Premium for the main gear based on my experience so far.

Thanks, I'm not a subscriber, but I'll check it out if I can. I ended up buying a different Desser tire to try. Thanks!

Thanks for the reply with your personal experience! I appreciate it.

Thanks, I appreciate the reply. I ended up buying a pair of these from Spruce to try out, along with some Michelin Airstop tubes.

I'll just add one more question: How about the Desser Elite Premium two-groove tire? Any personal experiences with these?

Hi Folks, time to replace a tire on my 1978 201. I'm looking for some advice. First, let me say that I'm not interested in discussion on whether Desser retreads are safe/unsafe, long-life, short-life, or anything else. I've searched all over the site and found some references to the Desser Monster retreads not fitting right or contacting zerk fittings, etc., but I can't determine whether these are based on personal experience or are just an OWT perpetuated by third-hand regurgitation of the same story. The question I want to ask, is has anyone here had personal experience, on your M20J, with Desser Monster retread tires 6.00x6 (main gear)? If not, do you personally know of a friend/acquaintance/hangar neighbor who has? If so, what is your experience with them? Do they fit? Do they rub? I'm really only interested in whether they function correctly, retracting without interference into the gear wells, and rotating without interference on other part of the landing gear. Sorry for the up-front limits on the discussion, but I've seen too many threads on here that seem to have devolved into way-off-topic discussions and bitter arguments over tires. Just trying to get some good real-world information. Thanks in advance!

Thanks for the replies! I checked out KCPS too, but it's not really close to where I'm staying or where we'll be visiting (to the west side of the city). SUS seems closest. Edit: I'll be meeting some friends who are staying in the Kirkland area, west of the downtown area.

I'll be visiting St. Louis in the coming week, and not having flown there before, I'm looking for recommendations for a good place to park my 201 for a couple of nights. Looks like KSUS is closest to my destination, there are three FBOs listed by AOPA there. Can anyone offer their experiences with them, and recommend one that is good for single engine piston aircraft, and preferably knows how (or how not to) treat a Mooney on the ground? Looking at the fuel prices, Aero Jet Charter comes in way lower for 100LL than Million Air and TAC Air, which is usually an indication of who wants the piston single business. Any experiences with them?

The KNS-80 is a big box, and there are issues with the displays--it is hard to find replacements if the display quits. I can't remember the breaker size/power requirement on the one I had in my old Warrior, but I still have the unit, just in case.

Does it have two ports? I have seen some chargers that claim high current but in the fine print, it's total current across both ports, not per port.

I use an iPad mini 4 and have no problems keeping it charged in flight using this 3A (18W) charger: https://smile.amazon.com/Charger-Adapter-Cluvox-Compatible-Cigarette/dp/B07Z992YQQ/ref=sr_1_4?dchild=1&keywords=cluvox+ipad+charger&qid=1609548479&sr=8-4 (Just as a note, I bought one of these for my Android phone with the USB-C cable, and it works great charging my ipad and android simultaneously.)

Looking at those nuts the cad plating is intact. I'd say that indicates they were dropped in there and never installed. They look brand new and have never seen a wrench.

Good point. For some reason I could not see the photo you were commenting on at the time, and was only reacting to your mention of spade terminals being improper. I would definitely agree that if a screw terminal is used, it should be a full ring and not the fork style. I guess I'd still disagree with the historical logic that prefers screw and ring terminal connections over the friction style, given that (at least according to Bob Nuckolls) they require at least a 200 G acceleration in the axial direction to separate them. Certainly if a ring terminal is used, the screw and ring hole diameters should be matched to minimize the possibility of the joint working loose. I apologize for the drift.

I don't want to start a thread drift, but this is not the case. http://www.aeroelectric.com/articles/faston3.pdf "I was talking aboutFastOn (push on spades) in an Oshkosh forum about fouryears ago. A gentleman purporting to be an IA jumped upand chastised me soundly for recommending such a thingin airplanes . . . he allowed as how, ". . . you'd never getsuch a technique certified in a production airplane." Asgently as I could, I reminded him and the audience thatCessna had been using the FastOns for over 30 years. Thereason that he was UNAWARE of this condition is becausein 30 years, it's never posed a problem worthy of an Airwor-thiness Directive . . . he didn't immediately buy into the idea. . . but peek behind the panel of a 1965 C-172 and tell mewhat kind of terminals you find on the rocker switches . . ."

I used Aerospace Reports as the escrow agency when I bought my Mooney and then when I sold my Warrior. They provide the FAA data that you would get on the CD as part of their service.

I use a checklist developed by the guy who did my transition training into the Mooney, a retired airline pilot and long-time Mooney flyer. The controls check happens before engine start for me. It's a good idea, so that you know early on whether there's a problem, and aren't in a position to take off if you forget it during run-up.

Yesterday, taking advantage of some nice weather on both ends and following up on something I've wanted to do all year, but haven't because of COVID, weather, extended annual inspection, weather again, etc., I flew to the Outer Banks. Cutting back on speed in favor of endurance, I made a 6.9 hour round trip to Ocracoke Island. Nearly seven hours of flying for a two-hour walk on the beach sounds like it might not be worth it, but hey, it's 2020! My parents used to take us to Ocracoke every year for summer vacation. I have so many great memories of the place. I didn't have enough time to get into town because I left later than I intended, but the beach walk was worth it. Here's to getting back to more normal times, hopefully soon!

I could have sworn I saw it in either the installation manual or the pilot's guide, but I've just been through both of those documents, and I can't find it. I guess I found it by playing around with the configuration menus.

It doesn't, except through the pin sizes. The top pin (as oriented on my 201) is a smaller pin than the other two. The top two pins are wired together and connected to the positive terminal on the power supply. The bottom pin is large (same size as the middle pin) and connected to the negative side. If someone mis-wired the power plug or power supply it could be no fun at all.

Maybe I misstated what I meant, which was there ought to be a diode installed in the external power connection system to prevent this. I guess it would be a different diode (in a different location in the system). I haven't dug into the electrical diagrams in depth enough to determine where this should be located and whether it would work. It's on my list to see if such a modification would be possible.