pagirard

When the tail pipe of our 1974 M20E got corroded, I ordered a replacement at https://awi-ami.com/ I went back and forth with Tim over at AWI and he was super helpful to make sure I was ordering the right item: A630056-501 Since then I used them again for one of the exhaust riser that had a crack and can confirm, great company. Hope this helps

1974 M20E

I got my commercial in my M20E last Nov and Steep Spirals and Emergency Descend were indeed a point of contention. In the scenario-based checkride, it is very common to start with an issue: "you smell smoke/you see flames on your cowling" and evolve to another scenario later. I put the gear down thinking if I have an engine fire, I might loose my alternator and therefore my electrical gear, but my DPE wanted to see me put the nose down in clean config and try to extinguish the fire with increased airspeed. Make you you discuss this on the ground before you take off for the flight portion. Lastly, be prepared because most steep spirals and emergency descend with be then converted to a power off 180 when you conveniently spiral down abeam the touchdown of an airport......... hope this helps

Hi, I went thru that AD on our last annual and yes we drilled holes in the bushing. I went fancy and used a CNC with 4th axis to drill the holes exactly 90deg out but you can do the same with a good drill press and a vise:

I have CNC machining prototyping capabilities, if you ever need to prototype something let me know. I bought a hitch motor for HF to do the same thing but never build anything, I was trying to move the from tire of the Mooney with a roller, it seems like you chose to have the tire on the ground directly - do you ever loose traction ?

Thanks everyone for your time and the great responses. I have now modified my climb procedure (full rich and full throttle on TO) and starting to lean for 1250degF EGT starting at 5000'. I also adjusted my climb speed to 105kts IAS have a much better CGH and climb performance. Also learned a lot about the prop and prop governor limit ! Thanks a lot everyone.

Hi everyone, I have a question for the Mooney experts here: do you lean in climb ? I fly in Florida, low density altitude most of the time and MSL is almost AGL. I typically lean for taxi (by ear), take off full rich. Climb 25inMP/2500RPM and I start leaning "a bit" every thousand feet starting at 4000ft. I choose my IAS to keep the CHT below 405F, it's usually 105-107kts, when the sky is clear, I also engage the RAM boost air to help with cooling and the additional inch of MP. When I reach my cruise altitude and the plane is configured for cruise: 24inMP/2400 and trimmed. I then go back to full rich and then do a big lean pull to find the peak EGT and try to lean around -10F/-20F LOP while carefully observing the CHTs. My climb performance isn't great so my question is: is it better to leave the mixture full rich in climb and only lean when reaching cruise or leaning as you climb ? Bonus question: how about in places with much higher density altitude, do you ever take off with mixture not full forward? How about the climb ? Thanks in advance for your help. Pierre

Sunair at Leesburg (KLEE) let you rent their seaplane (Husky 2 seats) with 20h dual and 5h solo (and >500h TT) : https://sunairaviation.com/sea-plane They restrict to freshwater only so no Bahamas for sure. hope this helps

I'm reluctant to play with the prop because you definitely need it full forward for go -around.... and most power off 180 are go arounds right now

Very good point and I do see improvements as I practice - especially on the downwind and final. But at the very end I'm either flat because I was slow and I bounce of high/fast and I float past my touchdown point. And I agree things will change drastically with different winds ! So practice , practice, practice !

Yes, I pitch for 80 kias and get between 200 to 250 ft/min with 15deg (TO) flaps

Hi everyone, I started my commercial and as such discovered many wonderful new maneuvers including my least favorite "Power Off 180". I was wondering if any of you had experience getting your commercial rating in a Mooney (I fly a M20E) and could critique/share some tips. My "best" recipe so far has been (assuming no/little winds, setup at traffic pattern altitude and 105 kias on the downwind) 1. Abeam my touchdown point: power off, gear down , 10deg of flaps and one turn of trim up to get 90 kias 2. loose about 100/150 ft, turn base 3. evaluate height and speed, and adjusting flaps to get 80 kias and about 200 ft/min descent rate 4. on final trim for 70 kias and whatever flaps I ended up between 20 and full I usually end up either too low/short of too fast and float past my touchdown point. I read this post about idle speed and I'll definitely check tomorrow because I'm pretty sure I'm idling high in the 800-900 range Thanks for your help and have a great day

Trying to answer all *very good* questions: * Yes the scales were in calibration and certified * The W&B stated that the aircraft was weighted per Mooney IAW TCDS 2A3 Rev:58 and Mooney M20 Series Service and Maintenance Manual rev:July 1980 * The 2015 W&B was done by calculation and I'm digging thru the logbooks to find the last *measured* W&B - if any * The repair station what prepare the plane for the W&B did empty the tanks (main and aux) down to unusable level and kept the oil. * The repair station went thru every wires and tubes and removed all the unnecessary wires and tubes from the old systems * We did remove the old seats fabric and re-upholster the seats and the interior with leather - I didn't this to weight the seats&panels before/after (facepalm) Thanks all for your suggestions I'm going to dig into these logs & records to find the last *real* W&B

Actually weighting with 3 wireless cells

Hi all, our '74 Mooney just went thru a major panel overhaul and we disposed of vacuum pump, all steam gauges, the original Mooney positive control system. I was hoping we would reduce the basic empty weight but unfortunately we went the other way around: Jun-15 Apr-23 Delta Basic Empty Weight 1651.15 1733 81.85 CG 45.9 44.8 -1.1 Moment 75788.91 77631.75 1842.84 Granted the last W&B was done back in 2015 but I wasn't expecting such a delta and also an unfavorable shift in the CG. Have you ever experienced a similar issue ? Should we consider re-doing the W&B ? Help much appreciated