GMBrown

Donkaye: I dont suppose you have the Speeds, Checklist for the K (231) too? You had to see this request coming.

Just to come full circle on the KY 197, Bevin did the repair and the com is now working great. Static gone, knob turns sweetly and they even found a new faceplate screen. I can highly recommend Bevin. G

Flight following out of KRAL is easy. When I have ATIS and I call ready to taxi, I request FF to KFLG and in 5 secs they come back with clearance to taxi to active runway and a freq, altitude, and squawk. When they turn me loose after take off, So Cal is ready for me and I'm on my way. Couldn't be easier. Nice being able to get FF before I get in the air. Return trip from KFLG, not as easy. The tower tells me to pick it up in the air and after cleared to take off, I never hear from them again.

Thanks. I went through the manuals again and I decided to start there too. I thought that the tanks extended further, but the outboard rib from the filler would be a logical place to start.

Sort of related to the fuel sender lines of inquiry, (didn't want to start a new line) I am looking for some guidance as to under which panel I'll find the wiring to the outboard fuel sender. I need to check the wiring to the outboard sender (looking for a broken wire) and didn't want to guess. I have a K 231 and there's a whole lotta panels in its wings. Appreciate any help. G

Seth: Its been a while since your KFC 200 started acting up (5 years!), but I was wondering (and hoping) that things ended up well. I didn't see a final resolution in the string above. Did you get the problem resolved? I have a KFC 200 so I am interested in how/if things got resolved. Thanks G

Thanks a bunch for the offer. Unfortunately, I think the 197A is not a plug in replacement for the 197. So If I had to do a complete reinstall, anyway I would probably go with a new radio. Issue is mute however because I sent it to Bevan last week for R & R. I talked to them and they seemed to be very helpful, so I'm hopeful things will work out all right and repair will be easiest for ease of reinstallation. G

Good idea. Thanks

That looks like the way I'm heading. Any experience with the shops you mentioned?

If anyone has a used (and working) spare King KY 197 Com that they would let go of, I need one. It would be a plug in replacement which would be optimal. My com is unusable on several levels, so looking to replace it. If you have one, let me know what you would be willing to part with it for. Thanks Garry

I've asked several shops down here in So Cal for quotes for some work, but for some reason, they never come through. I don't need a new panel. All I want is a replacement for the dying KY 197 and dead KNS 80, maybe a Garmin 255, and if I could get traffic information, which I thought I could get with the GTX 335 / GNS 530 combo currently in my panel, that would be optimal. Some shops said the 335/530 combination should provide traffic (on the 530 traffic page) others said no. Not sure what to think now.

I don't he scoped it (yet). I recall the SB and I think you're right. We need to run it a while then retest. Not sure if the engine was cold or not when he checked it but I think not, and that would make a difference too.

Hey all. Just wondering if anyone has suggestion on how to proceed with this situation. The TSIO-360LB engine in the M20K (new to me) has been flawless (or so I thought) for the 40 hours I've put on it, but it is now in annual and my mechanic said that during the compression check, the number 4 cylinder indicated about about 63 when the other 5 cylinders were all upper 70s. The engine was rebuilt (factory reman I believe-mechanic has the books) about 300 hours ago, so there shouldn't be a problem at this point. I normally run rich of peak and I haven't seen any issues with #4 on the JPI, but I'll be eyeing it more closely now. Mechanic wants me to keep running and we'll recheck in 10-15 hours. Any suggestions about why this may be happening so soon after rebuild or how to address going forward? Thanks. Garry

This post should be moved to Safety and Accident Discussion Section... From FAA files: N3707H registered to Sterling Silver Flyers LLC. Missoula Montana. M20J, Serial # 24-0907

Just to finish this post off... My insurer finally got back to me and they checked with their underwriter (American) and as I thought, 10 hours in each and every model Mooney (A, B, C, D...) would be needed to be covered for flying that specific model. The only alternative would be to have the policy designate you as a named pilot under the policy but this would entail additional fee, which wouldn't come off the policy until the policy is renewed. Seems excessive, but so it goes. Thanks all for the replies.

Thanks. That's helpful. I have 400 hours in the C and K but Someone wants to go up in a G for a prebuy flight, and I guess I'll have to disappoint them. No time in the G.

I wanted the opinion of the group re: the definition of "make and model" and how it applies to the Mooney aircraft. The "make" would be Mooney, but does "model" mean M20? Or M20C, M20F... Is M20G =M20C? Or is each Mooney a separate model? Ie. 10 hours in make and model time requirements in the insurance policy means 10 hours in each Mooney variant. I am getting different opinions. Any help would be appreciated.

Thanks for the tips. I've got some things to check into. That's what I was looking for. Garry

This is probably insolvable by this group (as good as it is) without getting hands on, but its driving me nuts so I thought I would run it by y'all, and see if anything clicks. I start up the 1980 K 231 and fire up the avionics and my old KY 197 radio has static that is so annoying that the radio is unusable. When its tuned to ATIS, no problem. Works great. No static. But when on a regular freq, when not actively receiving, the static is really bad. It isnt something that can be squelch adjusted. My other radio, the GNS 530 works great. Next time I start up the bird, the 197 is great. No static. but the static didnt go away, it now affects the 530. Again, its not a squelch issue, it seems to me, since its a movable target. Is this a ground issue? antennae connection? I'm guessing I need to take it to an avionics shop and start opening the check book, which I don't really have a problem with, just don't know of any good ones near by. Riverside, California, if you have any recommendations. I should mention that the static is not too bad when I first turn on the radio, but as it warms up, it gets worse. Any hints gratefully accepted.

I looked for the part number for the OEM CHT probe and found SW 333B stamped on the probe. I believe I saw on another post that the SW 333B imprinted on the probe leads to Steward Warner which apparently still sells the probes for $612.00. Ahem... I'm looking for an alternative source. Thanks

Just a note I didn't see expressed, in the above. When landing with flaps, lift remains a factor until the flaps are raised. Without the weight on the tires, they are just more likely to lock up. So hitting the brakes with flaps down is more likely to cause a flat spot. Once on the ground, if you have the time/runway, raise flaps ASAP, then brake. You need as much weight on the tire as possible to keep them on the ground and rolling, not sliding. Saw it all the time when I was instructing. (in the old days).

Great info and mostly consistent with what I have read. After everyone's comments and after going through the generic poh I think I have the info I need to get the plane home in one piece. Regardless, if I can get some time in type before I fly it, I'll sure take advantage. I think I'll print out this string and memorize it. Thanks all.

Thanks all. That's consistent with what I have read so far.

Mooniacs: Giving up the C and pulling the trigger on a M20K 231. Anyone in the Riverside-SoCal- area with a 231 willing to to give me a nickel's worth of the ropes and a heads up on the important dos and donts before I head east to pick it up in Texas? Maybe a short ride? All costs on me of course. Its an LB engine with no intercooler or Merlyn waste gate. Call/text me at 909-615-5881 or email garrybrown7@gmail.com. Thanks all. Garry

If the Garmin guy didn't misspeak, he has different info than is on the website, since the website says no upgrade for the C prior to 65, not 64. Although if he says the whole situation will sort itself out in time, I guess we'll see. They made a lot of Cs prior to 65 and I'll bet their owners are as anxious as the later C guys for A/P upgrades. Not as though there are many options... Thanks Greg for contacting Garmin.