N204TA

I don’t know, but it seems to me that you have a math problem. The G5 in the first photo shows speeds in knots. I can’t read the OAT but it looks like 56F. 119 KIAS at 3,000 feet, 30.04 altimeter setting, 56 degrees, computes to 126 KTAS. The G5 in the second photo shows speeds in MPH. Assuming that was the same flight, I estimate the OAT around 37F. 133 MPH at 9,500 feet, 30.08 altimeter setting, 37 degrees, computes to 155 MPH TAS. 155 MPH = 135 Knots which seems about right for our M20Fs.

The fuel pickups should be 610150-001 (Left) and 610150-002 (Right) The drain valves are F-391-53-S Wetwingologist has done my tanks twice and I trust Edison not to take advantage of you on the cost of parts.

“This AD applies to Lycoming Engines (Lycoming) model engines that have an affected part and part number (P/N) installed and are assembled within the ship date range, as specified in Table 1 to paragraph (c) of this AD.” It sounds like the ship date is for the assembled engine, not just the connecting rods.

For what it’s worth, you have a 1968 M20F built and certified in 1967. My ‘68 F was born N3460N, S/N 680059. Coincidentally, I saw the F between ours, N3461N, S/N 680060, in Kerrville last month. Small world.

Probably belongs to Signature https://www.ainonline.com/aviation-news/business-aviation/2024-03-07/signature-installs-betas-electric-charging-stations-fbos

I have a ‘68 F and visit family in COS a few times a year. I feel the density altitude but I’ve never had trouble getting off the ground and climbing out. I typically cruise at 11,000/12,000 and plan on 140 Kts TAS and 10 GPH. I am comfortable saying that the airplane has a 6-hour endurance but I usually limit my legs to four hours or less. I recently went to Phoenix and back, stopping south of Albuquerque for fuel. The longest leg was 537 NM which I did at 11,500 in 3+45 and burned about 9 GPH. By comparison, I heard an M20K pick up a clearance west of OKC and he made it non-stop to Tucson at FL200 in the same amount of time.

It depends on your engine. According to the McCauley website, that prop is approved for your airplane if you have the IO-360-A3B6 engine.

It’s worked for me for 30 years and over 3,000 hours.

No pump on a hot start, correct. I only leave the mixture full rich for just a couple of seconds…usually not much longer than it takes to move the throttle to full. My theory is that it helps break any vapor lock as I usually see the fuel pressure gauge fluctuate as I bring the throttle in and the mixture out.

I love the bubble canopy and tail wheel mods in the second photo.

My hot start procedure for my’68 F is this: 1. Mixture full rich 2. Full Throttle 3. Mixture idle-cutoff 4. Master On 5. Engage starter 6. When the engine catches, reduce throttle with one hand and slowly increase the mixture with the other. It takes a few seconds of finesse to get the perfect combination of throttle and mixture to get the engine running smoothly then I pull the throttle to idle and set the mixture as needed.

There is no AD, it’s covered in service instruction SIM20-137. https://www.mooney.com/wp-content/uploads/2020/12/SIM20-137.pdf

I pretended that I was in a Cirrus or Airbus and just flew side stick. I was pretty close to home so it looks worse than it was. Like a good owner, I was more upset by the looming repair cost.

I did it, January 19, 2023. Good times.

The diameter of the shaft itself isn’t the problem, it’s how it’s attached to the bracket for the linkages. The old one was welded into a cradle leaving a hollow shaft with lots of space between the end of the shaft and the vertical bracket to feed the wires. With the new one, the shaft is inserted into a sleeve not only leaving very little room at the end to get wires in there, but then you have to squeeze around the two crossing rivets.