mhrivnak

I went for a G3X Touch with a separate JPI EDM-900. I like the JPI engine monitors more. It's always visible, and shows all of the information all of the time. The info is nicely laid out. There's also a marginal benefit that if the PFD fails in flight, that doesn't take out the engine instrumentation too. That said, the G3X Touch is very nice to travel with. It almost feels like cheating. Personally I would want to have it in any airplane that I planned to do much travelling in. If Garmin EIS helps you justify adding a G3X Touch, go for it.

Here it is shown in the airframe IPC without any other information.

I agree it seems to be an oversight that the gasket on the forward side of the fuel servo is not mentioned in the M20J IPC (even though it's drawn on the diagram at 76-00-01) nor in the IO-360-A IPC. Here's what I've found when I've gone looking: PN 77504 gets used with the RSA-5AD1 fuel injector on the forward side between it and the air box, at least as documented in some IO-360 IPCs (but not ours). The IO-360-P1A, IO-360-N1A, and IO-360-M1A IPCs show the same fuel injector we use (RSA-5AD1) and specify gasket 77504. The latter includes the note "Install between the fuel injector and the airframe air box". Of course those are not IPCs for our engines, but it's a pretty close reference since they use the same fuel injector. Even the IO-390-A IPC shows gasket 77504 in front of the RSA-5AD1, and that engine can actually go on our airplanes (with an STC from Lycoming). Our engine IPC was last revised in 1995, compared to all of the others mentioned above which are much newer; perhaps Lycoming noticed the oversight and saw fit to start mentioning it at some point? It would sure be nice to have direct documentation associated with our specific engines and/or airframes. Edit to correct the diagram reference in the Mooney IPC.

Is that true? I'm looking at TCDS number 1E10, for a long list of Lycoming engines including the IO-360-A3B6. It doesn't list any specific governors. Is there some other reference that does associate that governor with the A3B6 engine, other than the Mooney IPC? I'm just looking for the best documentation that shows the DC290D1/T22 can be put onto a J after converting from an A3B6D. That Lycoming TCDS does at least clarify that the speed ratio to the crankshaft is .866 for A3B6 as opposed to .85 for the A3B6D.

I have the Reiff Turbo XP also, and it is very effective. The chart above looks about right from my experience in relatively mild winters. I bought a used comforter at a thrift store for about $3 and put that over the cowling. I use a spring clamp to clip the two sides together just under the spinner, which covers the cowling inlets and keeps the blanket tight around the front. If you have an engine monitor (and hopefully you do!), keep an eye on the CHTs there for an idea of how the heater is doing.

Are you running rich of peak? A clogged injector or other restriction on fuel flow to that cylinder will cause it to run less rich / more lean, which would give it a different EGT than the rest. You might learn something about the problem by doing the GAMI lean test and seeing where/when that cylinder peaks relative to the others.

That generally looks like the size of several bolts that hold the nose gear assembly together. If your thumbs are about like mine, that could be something like an AN6-14 or AN6-15, both of which are used in the nose gear. Take a look at IPC section 32-20-00 for the diagram and a list of all the bolts in that area. I wouldn't put my head under there until either confirming that the critical bolts are all there or attaching a tail weight. You might consider sticking your phone between the gear doors and taking several pictures facing forward. But also, wow that bolt has been through some trauma! There must be a story of how it got so scarred. Let us know if you figure out where it came from.

See my post above. It's been gone since some time in July.

PIREP: It worked great on a round-drip from NC to NYC with the regular $50/month roam plan. I have a 28V bus and bought these for power: Cable: https://www.amazon.com/dp/B0DS6YX58K Power adapter: https://www.amazon.com/dp/B0CZ7BL16W You can get a dedicated power cable that plugs right into the cigarette lighter port. But I need to also charge my ipad, so having at least one extra USB port is handy.

Just to emphasize what someone else mentioned, the GW change requires re-marking or replacing the airspeed indicator. Digital ASI makes this a lot easier. If you look at SL 92-1, you'll see that the kits they originally sold to accomplish the change included a new ASI. On mine, the bottom of the white arc went from 54 KIAS to 58, and the bottom of the green arc went from 58 KIAS to 62.

I'm looking at a 1983 M20J POH, and it disagrees. Green arc starts at 63 KIAS. Looking at the airspeed calibration graph, that would be about 61 KCAS. Its max weight is 2740lbs.

That's no longer correct. The $50/month Roam plan is now good up to 450 knots. They changed the following page some time in July: https://www.starlink.com/support/article/36fcdd07-e552-3dec-c6cc-bf8b8bb669cd General Aviation customers may select one of the two service options: For aircraft with ground speeds under 450 knots (land only, max 2 months outside base country): Roam 50GB – $50/month USD Roam Unlimited – $165/month USD For aircraft with ground speeds under 450 knots (land and ocean coverage): Global Priority – $250/month USD

A private pilot who lets their medical lapse could fly under "sport pilot rules" in an airplane that meets the new requirements (59KCAS VS1, etc.). Anecdotally, none of the three M20Js I have access to would qualify based on VS1. They are from years 1984, 1990, and 1993. https://www.eaa.org/eaa/aviation-interests/light-sport-aircraft/getting-started-in-lsa/become-a-sport-pilot-and-fly-light-sport-aircraft/existing-pilots-becoming-sport-pilots But importantly: "Existing pilots, including previous student pilots, who have had their most recent FAA medical certificate application denied, suspended, or revoked by the FAA are not allowed to operate using their driver’s license."

You buy the engine from a Lycoming dealer, and it comes with the STC.

There was a good discussion of this recently regarding mid-bodies. I like the yaw damper in my J (details in that thread), and I would expect it to be even more helpful for a short-body, since the vertical stabilizer has less leverage to counteract yaw.