CMMPilot

Thanks for the info! You guys rock.

Just landed after a long cross country trip. (Florida to Edmonton Canada) and noticed a fuel drip when securing the aircraft. I confirmed this is not the sump drain. It is a threaded nozzle in front of that. See photos. any insight is appreciated

I am in need of a Turbo Clamp for a 231 (Part# 24540-300). Any help is appreciated!!!!

Good places to start. Thanks!

I need a good recommended mechanic or shop to solve a long standing issue I have had with my trim. Has a hard spot that we can't isolate and is causing the Auto Pilot (Century 41) to disengage. I am based in Florida, but am willing to fly just about anywhere to get this done by someone who knows and understands Mooney's. I've been to 2 avionics places in FL and we have done a myriad of tests, servo swaps, reprogramming, lubricating, cleaning, worm gear overhaul, bearing rehab, etc... and still have the issue. Too much money down the drain on all the obvious things and I feel we have to be missing something simple at this point. Or we need to remove the entire tail to check the pivot points... I have a beautiful 1980 M20K 231 Turbo. If you know of anyone who might have experience with this issue, please let me know. I thought about flying it to the San Antonio TX area, as this seems to be the hotbed of Mooney World, I just need recommendations so I can start making some calls. Thanks in advance! Chris

I need a good recommended mechanic or shop to solve a long standing issue I have had with my trim. Has a hard spot that we can't isolate and is causing the Auto Pilot (Century 41) to disengage. I am based in Florida, but am willing to fly just about anywhere to get this done by someone who knows and understands Mooney's. I've been to 2 avionics places in FL and we have done a myriad of tests, servo swaps, reprogramming, lubricating, cleaning, worm gear overhaul, bearing rehab, etc... and still have the issue. Too much money down the drain on all the obvious things and I feel we have to be missing something simple at this point. Or we need to remove the entire tail to check the pivot points... I have a beautiful 1980 M20K 231 Turbo. If you know of anyone who might have experience with this issue, please let me know. I thought about flying it to the San Antonio TX area, as this seems to be the hotbed of Mooney World, I just need recommendations so I can start making some calls. Thanks in advance! Chris

Can I just say how much I love this forum for this very reason! Someone on here always knows the answer to all things Mooney. It's so cool that so much topic knowledge is available and I just appreciate the opportunity to sit back and learn. Thanks!

I mounted mine on the wall, about calf level, on the right side of the right seat legwell. It’s a minimal nuisance to the copilot and extremely accessible. I’ve seen several in the backseat which seems difficult to access, especially in a time of emergency.

As many of you discerned, I was joking about putting the motor in the Mooney. Although I had no idea it would spark such a conversation, I found the comments both entertaining and informative. Truly a group of intellectuals, the Mooney family. I thought I’d share the real reason for the photo. I purchased a new 15hp pump motor for my Orange Grove irrigation system. Unfortunately it was located in Naples FL, about a 3.5 hour drive each way. The OBVIOUS solution was to fly down and pick it up!!! After measuring and weighing in at 255lbs, I determined I could do it. Remove the right seat, adjust the weight and balance and we were on the way. luckily the place was actually located on the airport industrial park so he said he would bring it over to the FBO. You can imagine the looks I got when they saw the Mooney against this seemingly huge motor. With a little help from a strong line guy, we carefully moved it from the pallet to the floor of the aircraft. Strapped it in and we were off again. 2.5 hour round trip! Getting it out at the hangar was even easier with the hoist system I built to hold up my engine when I put the plane on jacks. The overall success of the trip made it that much more fun. I love flying and I love my Mooney!!! Seeing it hanging in front of the plane inspired the joke… Here are some photos.

Chuckling…

Okay boys! Check out my latest project for this winter….

This is great information! I already noticed the relationship between FF and TIT when LOP. All of this makes sense, especially when considering how old this tech really is. I stress a lot about running the turbo too hard or causing some sort of failure because I let the TIT or MP get too high. Thats why (and the original reason for my post) the Audible alarm was a nifty addition (I thought) to help me prevent those situations. Hope the new engine treats you right!

I wish I had 30 years behind the yoke! I do have a Merlyn so you’re telling me it may not be working correctly? On the recent XC trip, I had to make minor adjustments to the mixture at least every 20-30 minutes on a 3 hour flight. I would set the TIT at 1590 (about 50° LOP) ,with a smooth running engine. It would remain relatively stable for a while, but then would start either climbing (richer) or descending (leaner) in Temp on its own, and I would have to make a small adjustment back. it was definitely not as stable as when I run ROP. Should I have someone look at the Merlyn?

Okay guys…I’m the first to admit I’m naïve about many aspects of Flying, still relatively new and wanting/willing to learn so constructive feedback is always humbly appreciated.

+1 Cole Aviation in Dalton,GA (KDNN). I lost a cylinder over KCHA and had an emergency landing. Nobody on the field knew how to work on pistons…. Finally connected with Joe Cole who made the drive and got me back in the air. Really stand up guy. Make the call.