Falcon Man

They are both 70 amp and different manufacturers as far as I know.

On the advice of my IA - if your aircraft is fortunate to have dual alternators - operate primarily on the number 2 belt driven one as it is much simpler to R&R than number 1. Since operating in this manner the only failure issue I have had with number 1 is the shock drive wearing out.

CORRECTION ABOUT EXECUTIVE AUTOPILOTS - THEY AREE BACK IN BUSINESS. I RECEIVED A CALL BACK LATE THIS AFTERNOON THAT THE SHOP IS OPEN.

Executive autopilots appears to be out of business. Andrey does not return equipment he was supposed to repair, texts, nor does the shop answer the phone. I had a KFC 150 porposing issue which they could never resolve.

Hey Rags, Here is the TCM Maintenance Manual for sparked engines: https://pceonline.com/wp-content/uploads/2017/04/M-0standardpractice2017-01-15.pdf I have assisted in annuals over the years and the only thing that ever was noted was an oil leak at the accessory case. Jeff

Funny video! Piper copied Mooney in some areas. Comanche wing airfoil is a NACA 64920-A215 the entire wing length, rectangular wing shape. M20 wing airfoil is NACA 63-215 wing root and NACA 64-412 at the tip, tapered wing shape. Last two digits in the NACA 6 series designation are relative thickness of the airfoil so while Al Mooney decided to use a thinner (12%) airfoil at the wingtip, Piper team decided 15% would do, resulting in greater drag and showing constant pressure rise and gentle stall characteristic desirable for training aircraft. (Info from a previous post).

If you decide to have the noes gear rebuilt and painted, consider powder coat paint!

Only one SB applies to K models: M20-245A. https://mooney.com/wp-content/uploads/2020/12/SBM20-245A.pdf M20-245B is for M models.

I don't have those airplanes any more so cannot now verify if there was an equipment problem, so it's a good point. I haven't ventured above 19K in my current 252 and either the cannula or mask works fine, both at the flow rate much less than indicated for the altitude, yet with acceptable O2 sats. Living in the intermountain west @ 5,300 ft elevation I use O2 on every cross country flight because of all the mountains surrounding my home airport and have to be over 12,500 for safe altitude operations. I can use a cannula in the teens but prefer the mask for comfort with the O2 flow setting at the lowest. Interesting point about flying on top in the flight levels. Here in the mountains that's nearly impossible because of the regular icing forecasts when there is IFR conditions.

Having flown my K models into the fight levels on a couple of occasions (once to get on top and a couple of times to see what the performance is like @ max HP), I learned a few things. I discovered that to keep my O2 sat's above 90% I had to use two oxygen ports - one for nose cannula and another for the big blue mask with the mike over the cannula. Also, I tried to hand fly at 23-25K and it was nearly impossible to trim for level flight. A functional autopilot was needed to maintain altitude. On one flight the grease froze on the elevator drive, and after descending to warmer weather with reduced power, it defrosted. I do not plan on repeating these types of flights. I wholeheartedly agree that flights in a K model between 15-18K are the sweet spot for efficient performance, safety and less turbulence.

Yes big difference. The Donaldson filter is pleated paper. The Challenger is of the same design of K & N filters for autos & motorcycles. Install with K & N grease. Both are FAA-PMA approved. Challenger is supposedly better - Can be washed & serviced up to 25 times, Increase horse power 2-4%, Fire Retardant, Saves money & improves efficiency, FAA-PMA approved, Ecologically sound, Better take-off and climb-out performance, Faster airspeed and/or better fuel consumption, Accordion fold design provides up to 5 times filtering surface of non-pleated designs. Best price for the Challenger at aviationpartsinc.com: - CHALLENGER AIR FILTER CP-1175CP- - CHALLENGER SEALING GREASE 99-0704. $ ~243 plus shipping and tax.

Mooney grave yard RIP.

Great question. This AVWeb link might help answer your question: https://www.avweb.com/ownership/troubleshooting-the-turbo-system/.

Have you performed a GAMI lean test to see what your FF difference is for the injectors? 100 degree CHT spread between cylinders is very high.

It is common for the GB, LB and some MB engines to run slightly rough when LOP. My LB engine didn't stumble at peak or slightly below. I tried all sorts of RPM/MP settings and it didn't make any difference.