Slick Nick

Almost sounds like an alternator bearing or something, but doesn't seem to change much with RPM?

That’s the reason why most spend months and months on the market without selling. For J model money, buying a modified C E or F just doesn’t make sense.

It’s worth a try.

I just had my J into Carson City a couple weeks ago, it was HOT. Could definitely feel the difference in performance. Tahoe is a beautiful neck of the woods to fly around. I sure wish I had a turbo.

Yes. Especially the underwing access panels and ones on the tail. I use nickel based anti seize.

I used to work in auto body repair. That could be fixed to 95% of new without repainting the cowl. That is not the way they did that here. Definitely raise sh!t over this. I’d be more angry that they tried to cover it up without saying anything to you.

This. I commute about 400nm by airliner for work, and on days when the flights are delayed, or I’ll be fighting for a jumpseat and having to go in several hours early, it’s nice to be able to hop in your own IFR machine and head out. Sure, it costs me a lot more, but aren’t we always looking for reasons to go flying anyway?

Have you got any photos of the end result? Feel free to PM me if you’d prefer.

They’ve pushed that deadline back 6 times now, I doubt it will be “mandatory” anytime soon. The adoption rate is abysmal because of the cost. NavCanada (our ATC provider) is a private, not for profit corporation that was given exclusive control of the skies way back when the federal government sold organizations off to balance their budget. One of Navcanada’s not-so-brilliant ideas to save themselves money, was to decomission the ground based radar stations, in favour of a space based coverage solution. With the enormous geography of Canada, you can see why this is appealing. Without any public consultation, NavCan kept releasing “mandates” for 1090 ADS-B implementation. It’s worth noting there was also some funny business regarding the ownership of the satellites that were put up in orbit, as to who stands to profit from their use, etc. but I digress. So, all of a sudden, the user (me) who ALREADY PAYS USER FEES is now told that I better hurry up and go spend $20,000 Canuckistan copecks on a fancy ADS-B install or else I’ll be grounded. Imagine being forced to buy something that expensive that you neither want or need? It didn’t work. The adoption rate was so abysmal that NavCan had no choice but to leave their radar operational, and it’s been going on like that for close to a decade now. I fly for the airlines and I’ve had the chance to sit down with some center controllers and discuss this. As far as they’re concerned, your ADS-B is invisible, unless they really go looking for your data which they have no time to do. The only time it’s of concern is when outside an area of radar coverage in the mountains, in which case they usually pick you back up on the other side shortly. The same thing they’ve done since radar was invented. I don’t have ADS-B, even 978. I’m still on my original KT-79 Mode C. I fly across Canada up to 18,000 all the time IFR as well as down into the States frequently. Hasn’t been an issue. In fact, last week flying north from Provo, UT I had filed IFR way around the class B rule airspace. In addition to having the mode C equipment code on my flight plan, I reminded the SLC Center controller I was not ADS-B equipped, twice, and still I was provided clearance straight through the Bravo. They really didn’t seem to mind. Might have gotten lucky and they made an exception that day for the “silly Canadian in his little Mooney” but I can confirm, in Canada, you’ll have no problem getting around without ADS-B.

You can fly into Canada without ADS-B at all. Even if you don’t have 978. It’s only “recommended” in class B (ours starts at 12,500) but it’s mandatory above 17,999.

Oh I thought it was a GPS. My mistake!

Don’t knock it, old stuff can be a great way to upgrade your planes capability for very low cost. With the prevalence of moving map iPads for situational awareness, you don’t need a panel-mounted unit that has a fancy display anymore. I’m still getting around fine IFR on my KLN-89B! Honeywell provides database updates.

Are you sure the replacement cable was correct? Start with the obvious things (like the cable) first.

Strobes are for use on the runway only. Day or night, you should not have them on while taxiing. Especially in a propeller driven aircraft, it’s incredibly obvious when the engine is operating. Turn them on as you cross the hold line, and off once you’re clear the active on landing.

I was the other party involved with the transaction, and@CCAS has been great to deal with! For anyone else in the same boat in the future, we ended up using Wise. As the purchaser I found their fees to be quite steep compared to PayPal. They charged a currency conversion fee, and a fee for using my credit card. Totaling about $26USD for a roughly $200 purchase. I usually choose to bill my credit card in USD to avoid getting hosed on currency conversion, but they would not allow it in this instance, seemingly in order to collect a conversion fee. As the purchaser, it made no difference to me, as I was happy with the price I was paying for the goods involved (thanks again for the good deal @CCAS!) But it would be nice to have more of that money go into the pocket of the seller, vs. a third party company.

I thought taxiing around with strobes on was a "Cirrus-idiot" only affair? Don't tell me it's made it to the Mooney world now!

Just armchair quarterbacking here of course, but my theory is this: Induced drag is much lower while in ground effect, which on the M20 should be around 30’-35’. If the plane was overloaded, had an incorrect flap setting, etc. it would be possible for it to get airborne in ground effect, but then unable to overcome the additional drag once clear. Eyewitness accounts said it appeared as though the aircraft stalled and came back to the runway. Again, just my armchair quarterback theory, but I’d love to hear yours.

PM sent

You shouldn’t get any at 50 feet, which is why it probably fell out of the sky. Read above.

Couple things come to mind with that one. CYBW is at 4000’. In all my decades operating out of there, I’ve never had the mixture full rich on departure, especially in my J. You’ll be significantly down on power. Maybe it’s possible that the plane was overloaded? If no mechanical failure, that’s about the time you’d get out of ground effect.

There was a guy at my local airport who bounced pretty hard this past winter. The plane is still sitting in the weeds with collapsed landing gear, I assume until the insurance company decides what to do with it. According to the accident report, it was on takeoff: C-FGLX, a privately registered Mooney M20J was departing from Calgary/Springbank Airport (CYBW), AB, for Lethbridge Airport (CYQL), AB. After take-off the aircraft climbed to approximately 50 feet AGL and then settled back to the runway. Mixture was full rich; the throttle was full, the propeller control was full fine for the take-off and the engine instruments were indicating in the correct range. The aircraft exited the left side of the runway and contacted an airport sign damaging the left wing and collapsing the left main landing gear.

1991 J model MSE. When I’m down around half tanks, in turbulence, my right side gauge will dip down to zero and come back to half, seemingly in response to the bumps. When it does this, my “R LOW FUEL” annunciatior also lights. It sort of flickers in conjunction with the gauge. I have confirmed that there is fuel in the tank. Trying to determine if this is an issue with the inboard sensor on the right wing, or perhaps wiring somewhere along the line before I send it into the shop for diagnosis. Any hints on where to start?

I’ll PM.

You can’t. You need to order through an MSC. I ordered mine through LASAR, but the order was fulfilled by Mooney. LASAR didn’t have these fairings in stock. Vantage plane plastics still makes these fairings, you just need to send them your old ones to have them replicated. They can’t sell them as an “off the shelf” part because as it was explained to me, they don’t own the PMA for them, but can replicate user supplied parts. Call them and ask, the lady I spoke to was very helpful.

Also, that gap posted on page one is garbage. The doors should be adjusted so they sit up flush with the fairings. Chafe tape is then used to prevent friction from vibration. I went a step further and also installed automotive PPF on mine to keep them from chipping. Here’s a shot of how my doors ended up once properly adjusted. The small gap at the back of the outer door is unavoidable, but the front sits flush against the wing. That’s why the doors have the tapered edge at the front