Utah20Gflyer

Does the Lycoming Rep agree that all the cylinders need to be replaced? You mentioned he said it was bad but if he hasn't already given you more specific guidance I would ask for more specifics. If the Lycoming Rep concurs with the mechanic that they need to be replaced then I think that is your final answer.

For me I learned the most about my plane during an extensive owner assisted annual. I got to be a part of taking the plane all apart, looking at everything, helping fix a few things and then putting it all back together. I was involved in researching ADs and sourcing parts. It was a great education on my specific plane and also how to be an involved owner. The pre-buy I got was worthless in comparison, but that could be because I picked the wrong person to do it. I get the argument that an annual isn't a pre-buy but based on my personal experience I would take an annual inspection that you could be a part of over a pre-buy done by some one else who just gives you a report. I have no idea if what I'm talking about is an option but it's worth considering.

It had a bead already made from tubing secured with silicone. Definitely needed some sort of rounded edge for aesthetics and safety.

This weekend I spent an couple hours upholstering my glare shield in black leather. Likely not the most amazing job but leather wrapped sheet metal is a definitely an upgrade from painted sheet metal.

I'd agree with Hank that the cowl enclosure mod is more of a cooling mod which may be worth it if you have issues keeping your cylinders cool. Flipping the brakes is unlikely to make much of difference, likely less of a difference than waxing the plane. The issue is it takes a lot of money and effort to make even a small speed difference and there are already so many little things you will have to do to get your Mooney into excellent condition and set up the way you like it. I think the low hanging fruit is doing what you can to make your plane a fast C rather than a slow C. I'd focus on making sure everything is rigged correct and running smooth. Owning a plane is A LOT of work, a year and a half in I still have a sizable list of little tweaks I want to make the plane just the way I like it. Currently I'm working on upholstering the glare shield, improving panel lighting and headset cord management. In the end it's your plane and your money so you get to choose what is important and as long as you are happy with your choices no one can tell you it was the wrong choice.

Here are the speed mods I recommend for a C model. 1. Strip out all unnecessary weight, remove all inop or unnecessary equipment. 2. Clean and wax the plane. 3. Verify correct rigging of all control surfaces. 4. Verify gear doors properly adjusted. 5. Dynamically balance the prop. Pretty much anything else is a waste of money. If you want a plane faster than a C then buy a E or J, K etc.

At what speed are you retracting the gear? Has anything in your procedures changed?

https://www.aircraftspruce.com/catalog/appages/eyeballswivelvent.php?clickkey=9302 These are the vents I used, they are mostly aluminum and have a low profile. Unfortunately they are 30 dollars more expensive than when I bought them last year.

The g model I purchased had a skybeacon when I bought it. It has worked fine so far. I use a sentry for ADSB in. It's not as good as a 345 but until I need to purchase a transponder I'm going to keep it.

We won the cold war because communism doesn't work and the bigger the communist system gets the faster it implodes. We may have defeated communism much quicker by doing nothing and letting it expand faster. Not saying that would have been the correct course of action as there are other factors at play like human rights but likely still true.

We won the cold war because communism doesn't work and the bigger the communist system gets the faster it implodes. We may have defeated communism much quicker by doing nothing and letting it expand faster. Not saying that would have been the correct course of action as there are other factors at play like human rights but likely still true.

Tug down on the locking sleeve to verify it's locked in position.

When you were calibrating the senders did the readings from the sender change from 34 gallons to 44.5 gallons? Not sure about the GXI 500 but for my aerospace logic gauge you create a table of the sender readouts with a data point every 2 gallons.

I like that your unit has a incorporated battery. I have a B cool unit but am running into issues with the cigarette lighter outlet getting hot and damaging the power plug. I have a power pack I built for ice fishing that I'm upgrading so I can use it to power the unit. It uses a 40v battery from my cordless electric lawn mower. Does the base price include the battery and battery charger? Thanks,

I got as far as getting a quote from a thermoforming company but they could only produce parts in standard ABS plastic as Fire resistant ABS wasn't available from their supplier. I felt it important that the parts were fire resistant and met flammability standards if I was going to provide them to anyone else, It has been a while, maybe I'll reach out again and see if anything has changed.

I was in your situation but with a king KLN89B GPS that was installed VFR. I ended up putting in a Garmin 355 and a GI 275 HSI. Installed cost was a little over 16k. I felt it was a better value to pay a little more for new equipment rather than mess with upgrading old equipment.

I understand the Tail beacon X requires a new data wire to be ran back to the tail from the AV30 in order to allow remote control of the transponder. New power runs, remove old equipment, testing, etc, I can see how it's not a 4 hour job. I am considering this set up for my plane in the future as it gives me a back up AI as well as many other features including displaying traffic from ADSB. It's a very space efficient set up which is attractive for an older Mooney with a small panel.

I had an issue when I bought my plane of high oil temp readings. A thorough cleaning of the harness/sensor connection resolved the issue. A wire in poor condition losing continuity could also cause the same issue. Something to check, although there are many other potential causes.

I had several access panel screws that leaked profusely. Permatex 3 has reduced the leaking to the faintest discoloration when the tanks are full, at less than 20 dollars for the Permatex I think it's worth a try. May not always work but the cost and effort are so low why not?

Is it coming from a screw or the seam of the inspection panel and the wing skin?

Next time you are in for annual and doing a gear swing I would verify all the gear doors are rigged correctly, make sure your cowl flaps close properly, etc. Verify control surfaces are rigged correctly. Verify you are getting book number on Manifold pressure next time you fly it. You should be getting more speed from a J, how much I don't know, but currently my G model would pass your J pretty decisively and we can't have that. The pecking order must me maintained.

My plane used to do this before I changed out the tachometer, ie it was an indication error. I would try to verify the rpm before taking any other action.

There is a CFI in Tucson with a J model he will instruct out of based at the Tucson airport. Name is Phil Abrams. Nice guy with a ton of Mooney experience. I believe his number is 609-613-8niner83.

Hello, I am considering taking on a partner or maybe partners in my 1968 M20G Statesman. It is kept at the Tooele airport and my preference would be for any partners to be in Tooele county but I'll consider individuals from the Salt lake area provided they are agreeable to the plane staying at Tooele (although there isn't any available space anywhere else anyway). I'll provide exact numbers for anyone interested but the approximate numbers are as follows Total time 3600 SMOH 750 PROP 750 USEFUL LOAD 865 Avionics Garmin 355 GPS/com, King KX 175b Navcom, Garmin 320 transponder, King KMA20 audio panel, Garmin GI 275 HSI, Garmin USB charger, Bluetooth music. Aerospace logic digital fuel gauge and Cies fuel senders. JPI EDM 800 engine monitor. EI digital tach. ADSB out is a skybeacon, ADSB in via Sentry. This is Johnson bar Mooney with hydraulic flaps. This plane has a prop that has the 100 hour AD. The prop is in excellent condition so I plan on continuing with this prop until something big happens. The squawk list - the PC system is inop, I need to make some seat stops, the interior light rheostat does not shut off power to the lights like it should. The Aileron trim system is Inop. I started with a squawk list of more than a page so I have made a lot of progress, I do plan on resolving all issues eventually, my maintenance philosophy is to fix things that don't work or remove them. I want a plane that is in excellent mechanical condition but only want to pay the minimum amount required to get that. The blue paint is getting a bit rough, I am looking into some options to repaint just the blue paint and touch up the white. This plane is stored outdoors with some covers so while I would like a nice looking plane I am not looking for perfection. I plan on using the current paint job for another 10-15 years. This plane has many speed mods so it's a little faster than average for a G model. I normally see about 145 knots. Fuel burn is 11gph at 6k and 9 gph at 10k. I'm going to value my plane at 85k, so if you wanted a half partnership I'd be looking at 42.5k or for a third 28.5k. Message me for additional information. Thanks

I once spent an hour at an out of the way airport adding 1 gallon at a time to my tank and then measuring it. At the time I had INOP fuel gauges, not just a little INOP I mean completely bad. That project gave me a little objectivity in determining fuel quantity until I got CIES senders and a digital fuel gauge installed. If anyone out there needs a nudge I would very strongly recommend the upgrade. It really has increased my piece of mind while flying and the stats seemed to back up my relaxation as fuel starvation accidents are exceptionally rare with accurate fuel gauges but one of the more common accident causes for planes with older systems.