DC_Brasil

Wow... that was a very complete answer. Thanks a lot. Let me break it down a little. I very seldom would encounter icing conditions and would not be spending much time around mountains. Luckly, in my region, we have maybe a month or two in which icing is a factor for lower levels, however, if I plan to go higher, it will get colder and I have been taught icing can occur anywhere as long as there's moisture and low temps. So, I am not entirely sure TKS is a requirement although I'd not reject a plane just for having it. I am ok with no TKS and air conditioning. I'd rather have the useful load and not have two additional sources for possible maintenance. I fly mostly IFR and single-pilot, so I am looking into modern avionics to lower the workload. My region is the busiest airspace in all of Latin America, that's why I am looking into big screens, modern autopilot and RNAV capability. I've upgraded my M20J with G3X/GFC500 and it helps A LOT. Since we don't have ADSB mandate in Brazil yet, an active traffic system (TAS or TCAS) will definitely be in my plans. Most Saratogas and Cirruses already come with TAS and nice avionics packages. The Avidyne Entegra on early SR22 or late Saratogas, with GNS430W and Stec 55x autopilots are very capable systems as are the G1000/GFC700s. Modern and recordable digital engine monitoring for me is a must and both Avidyne and Garmin will deliver those. As for the Acclaim I've seen for sale: they all seem to have a smaller useful load as you pointed out. Most of them under 850lbs. Most Turbo SR22 and Saratogas are in the upper 900 or lower 1000s range.

This forum is amazing! Thanks everyone for the inputs Thanks for the clarification. I don't know why I was under the impression Ovations were turbocharged. I'll have than in mind for the research. I've looked into Bonanzas but they are pricier and I don't think I've been getting any advantage except for the roomier cabin. That is a sweet panel. Very similar to what I have in my M20J. I am thinking that something newer that my 1990 would be appreciable, thinking about maintenance, wing tank seals, etc. That's why I've been looking into models built after the year 2000. But that may be just personal preference. The Ks I've seen for sale are mostly 1980s or 90s.

Hello everyone, After being an aircraft owner for a little over an year now, I've been able to fly about 100 hours in my 1990 M20J and, consequently, I was able to better understand my typical mission profile. I want to have a little more speed and be able to fly higher (meaning turbocharged) to escape the uncomfortable thermal turbulences and benefit from better weather avoidance. Consequently I've been looking at possible models to change to. Although two of those aren't Mooney, I'd like to hear the valid and wise inputs from this group. Additionally, I am thinking of already getting something with glass panel so I won't need to go through the lengthy process of finding a shop and upgrading. Also, it must fit a budget of up to USD$ 400K. The options I have been looking into are: 1 - A turbocharged Mooney (Ovation, Ovation 2...). Something built in the years 2000s, with G1000 or upgraded. 2 - A late G3 (2010 to 2012) Cirrus SR22T or TN (Avidyne or Garmin). 3 - A later built Piper Saratoga II TC (Avidine or Garmin). Thinking about the pros and cons of each. The useful load and fuel load of all of these planes will be very similar. 1 - Pros: It is a Mooney ❤️. I will have better efficiency, more speed and lower fuel consumption. Cons: Only has 1 door, less resale value and tougher market if Indecide to sell, less maintenance support (very scarce in Brazil). 2 - Pros: More modern and larger maintenance support. Simpler without retractable gear, has two doors, super comfortable, sidesticks (more space up front) the wife feels nice about the parachute. Cons: lowest payload, has the largest fuel consumption, bigger maintenance costs. 3 - Pros: larger cabin, more luggage space, largest fuel tanks, largest payload, large passenger door, wide maintenance network. Cons: the slowest of the 3. Would love to read your inputs, experiences and I am certain you'll point out things I haven't considered.

Hello Everyone. Had to stay away from the airport a few weeks. I am planning going tomorrow to check the microswitch and apply some contact cleaner. I have never opened the belly panel myself. Any special advices? Would the plane need to be jacked in order for me to open the belly panel?

Thanks for sharing the pictures! My plane is fresh out of the annual. I am guessing the flap screws must have been lubricated during the annual so the A&P should have accessed that part. That may have introduced some instability to the switch. I will check those. Thanks!

Hello, Wanted to know if anyone has experienced this issue. In two out of my last 4 flights, during my departure checklists (i.e. engine ready running) I checked the full movement of the flaps. After extending to full, they will not retract. I had to pull the flap actuator CB, give it a minute or so, reset it, and then it works again. They work well in flight and after landing (no issues whatsoever). Any thoughts?

Lycoming IO-360-A3B6D here. That's exactly how I do it.

I don't know how my plane compares to MS members here. I have a 1990 J with no special mods (other than avionics) and removal of speedbrakes. Flying at 10,000 feet I usually get: - 139 Kts TAS @ 2.200 RPM LOP 7.5 to 8.2 GPH - 155 Kts TAS @ 2.400 RPM ROP 9.5 to 10.2 GPH According to Savvy analysis of my data I'm right at the average of the fleet (similar make/model/year/engine).

Hi Alan, Do you have your engine monitor data to share? Before and after the top overhaul would be nice, so we can see what you're seeing. Please do not take this question as offensive, but, did you read the answers on your original topic? EGT alone means veeeery little to diagnose engine or cylinder health. It tells more about the ignition process than anything. Many factors influence EGT readings and without looking at the data it is impossible to know what you're looking at. Just so you sleep at ease (and as an example): your new cylinders will have very clean and perfectly working exhaust valves, which now let exhaust gasses out more efficiently. This could be one reason you're looking at something that seems different than before the overhaul. However, only the data will tell. Without that, our guess here is as good and useful as a flat tire.

Why? The OP hasn't shared his actual engine monitor data. EGT is affected by many factors and its absolute value or even it's spread across cylinders means very little. If the engine is working well and smooth, CHTs look fine, I'd be extremely reluctant to attack the plane with tools. First order of business should be to analyze thoroughly the engine data. It will give way more insight.

EGT by itself means very little. Variations among cylinders are common and no reason to worry if CHTs are within a reasonable proximity and the engine is running smoothly. Watch these two videos by Mike Busch from Savvy Aviation. They will shed a great deal of light for you.

Yeah! Especially because it happened last Friday and Monday I had a 750nm work trip planned. Thankfully it was nothing serious. By the way, just flew my longest flight so far... 6.1 hours block time (5.8 air time) on the Mooney. What an amazing plane!

Hello , Thanks for the answers and help. I had an A&P look at the plane yesterday and we discovered that bolt was indeed from my plane. It was part of the alternator mounting bracket or a supporting bracket. Nothing serious but important to get right, nevertheless. Thanks, everyone!

Hello, 1990 Mooney M20J. Just flew home from my annual and after I parked the plane and shutdown, a linesman at the ramp told me there was a screw on the ground, right under the exhaust. I cannot be sure it wasn't already there at the ramp but also, I want to know where it came from. The screw looks broken and was kind of coated in some lubricant. It wasn't hot like it had fallen from the engine but it was warm to the touch (it's a sunny day and the ramp had no shadows). I'm trying to get an A&P to come see the plane but wanted to check with the experts here if anyone would have a guess. I have an important work commitment so I couldn't stay at the airport and uncowl the engine to take a look around. Any thoughts? My guess is that, if this screw came from my plane, it could only have fallen from the nose gear area or somewhere over the RH cowl flap. Thanks

The longest I've flown in the mooney was a 4h trip. I like to run LOP at lower RPM settings, so I consistently get lower CHTs and fuel burn (1990 M20J). Cruising at 11,000, WOT/2300 and LOP I see between 7,5 and 8,2 gph at 143kts TAS.