GeorgePerry

Complying with FAA Part 91.103 can be confusing. There's lots of different ways to comply with "Pre Flight Action" requirements, and it seems everyone I talk with about this has a slightly different idea of what right looks like. I'm curious what Mooney Pilots do to comply with the reg.

Sorry to hear this. Bad luck. Assuming it was insured, file a clain with ups. Use the proceds to purchase a new prop that doesn't need the EC inspection.

With a good app like fore flight or garmin pilot, as long as you have cell service, it takes less than a minute to file follow on legs. So I file the next leg at my intermediate stop. If weather is an issue then it makes sense to do this. Get another close look at the weather and a fresh DUATS brief on file with big brother (faa). Briefing is good for two hours prior, but the closer you are to the "actual" takeoff time the more accurate the weather forecast will likely be. No cell coverage is a different story. Ill usually fille all my legs at once before taking off and just account for turn around time at inetrmidiate landing sites. As for getting weather updates, I hardly ever talk with a FSS briefer. I cant stand the long drawn out one way conversation. Listening to a FSS briefer go on and on about nonapplicable information that doesn't help inform the go/nogo/go a different way decision isnt helpful. I don't want to be too hard on Lockheed Martin Flight Service. They are doing a really good job updating their briefings for the internet age and actually just launched a new website that's pretty good. (www.1800wxbrief.com) I go online and look for four weather related pieces of info. If any of them is a showstopper then I can stop right there. 1. Iceing 2. Thunderstorms / Convective activity 3. Ceilings and visibility (enroute diverts, destination and alternate) 4. Turbulence If any of these things is bad then theres no need to waist anymore time planning. Assuming the "big-4" are OK then ill dig into the details of weather, NOTAMS, and TFRs along with destination airport and approach info. The pictures are screen shots from 1800wxbrief.com of an hypothetical X/C from Frederick MD to Raleigh NC. The LM site is a good one stop shop for weather, notams, and TFR's. And your information is recorded so it's an "official" brief that satisfies "most" of the requirements of FAR 91.103

Long rang tanks? 6 hours is a long flight w a stock m20j's 64 gal usable.

Talk with Richard Simile of Premier Aircraft Sales. He's probably the most knowledgeable Mooney sales guy on the east coast. He represented the seller when I purchased my plane. He didn't work "for" me and I'm still recommending him . Tell him George Perry sent you. His contact info is enclosed.

I wouldn't say you failed. I'd say you learned . I run ASI and I usually have to take the quizzes twice.

Russ Great question. It was unscientific but convincing. They grabbed the prop and lifted the engine up and down to see how much play (movement) the current mounts allowed. It was at least a couple of inches up and down. Then compared that amount of movement to an aircraft that had new mounts. They knew mine were worn but did this for my benefit and the difference was dramatic. They also removed the cowl and visually inspected the mounts for obvious signs of extreme wear or improper installation, cracks spacers missing etc. It was obvious to me that the guys at Weber were experienced and knowledgeable, unlike the shop that performed my prebuy. The A&P's at my local shop are very capable "generalists" but not Mooney experts. The guys at weber are experts who obviously know Mooneys.

Since there doesn't seem to be one dedicated place that discusses M20S/M20R sagging engine problems (or droop) and information is scattered throughout the forum under different threads I thought I'd summarize my experience with the problem and how I got it fixed. Started 5 months ago when I had the pre purchase inspection performed by a MSC in TX. After getting a clean bill of health, (or so I thought - see separate thread) I arrived to pick up my new to me Eagle. It was a very low time aircraft with only 470TT. The first thing I noticed was a 1/2 inch gap between the top of the spinner and the cowl. With dismay and some sarcasm I asked the A&P if he thought this was normal (a rhetorical question). He said, engine sag is a common problem, the mounts were inspected and were in "good" shape. I was upset at having just paid for an annual/prebuy and this is the first thing I noticed from 20 feet away. After some back and forth negotiations I closed on the plane and flew home knowing that I had some airplane maintenance to do in the near future. I returned to my home field and asked my local shop to also inspect the mounts as the aesthetics of the sag really bugged me. They too said, common problem with Mooneys. I still wasn't satisfied and started doing some internet research along with looking through dozens of threads on MS. I did find that earlier short and mid body Mooneys have a shim procedure designed to help fix the problem but there is no such "official" procedure for IO550 equipped aircraft. After several PM's with another mooneyspace member and eagle owner, I also learned of a service bulletin that applies to M20R's but not to eagles. However several eagle owners have run into the same problem. Basically insulation behind the upper mounts doesn't allow for proper torque to be set on the bolts and can cause sag. After an air to air photo flight where I had some very high resolution pictures taken, the sagging engine looked even more pronounced airborne than it does on the ground. I had heard a few A&P's say that sagging engines will "align themselves" in flight. Based on my experience, that is clearly not the case. After seeing these pictures I knew I couldn't put off fixing the problem any longer. The next step was to take the plane to a highly regarded MSC in PA. Weber Mooney inspected the mounts and were able to determine in short order the engine shock mounts were very well worn, had excessive play and recommended that they be replaced. I wasn't surprised since the mounts had been on the plane since new (16 years) and the sag was so pronounced. Additionally they showed me how much movement my engine had compared to an M20R that had new mounts. There was a big difference and even though there as still ample clearance between the spinner and cowl, it solidified the fact it was time to replace. The good news is that Weber MSC had a set of the very hard to find lords mounts (PN Lords 1 x J9613-75 and 3 x J9613-76) on hand. Also as they got into the job they noticed that one of the front spacers had been improperly installed. This made the sag even more pronounced. Weber was able to swap the mounts and install the spacers correctly in less than a day. Now the engine is properly aligned with the cowl. They also checked my plane and found that I did not have any insulation behind my engine mounts and the torque on my mounts was correct. The SB didn't apply but the piece of mind was worth them checking. The total cost for all for mounts was just under $1500 and their labor rate was very reasonable. I am very please to have my sagging engine fixed and found a knowledgable shop that does great work at a fair price. The attachments show pictures of the sag both on the ground and airborne, along with the Part #'s out of the M20S / M20R parts catalog and page 1 of a 6 page service bulletin. Once I have a good weather day, I'll post the before and after pictures. Since posting I've received a couple of questions from M20R owners asking if the Lords engine mount part numbers are the same. the answer is yes. M20S and M20R use the exact same lords mounts.

Yes…this is normal for the STEC 30. It stinks and is basically only good for S&L and very basic functions. Any kind of instrument approach and it's better to hand fly. Turbulence is the same. Wanders all over the place.

I was wondering if anyone had tried the challenge and what you think of the program? Don't worry you wont hurt my feelings.

Very Nice! Who did the work for you?

Now back "On-Topic"… I took the Eagle up to Weber MSC in Lancaster PA today. They inspected the mounts and said they're old, tired and need to be replaced. I sort of knew that since they've been on the plane since new (16 years). Seeing the air to air pictures just solidified that fact. The old wives tale that the engine aligns itself in flight is debunked. The good news is that Weber MSC has a set of the very hard to find lords mounts (PN Lords 1 x J9613-75 and 3 x J9613-76) on hand and will be able to swap out the old for new in a day. Lords mount part numbers.tiff Lords Mount part numbers2.tiff

It's not taking the pictures that requires skill - Its the formation flying. The level of precision and discipline required to fly close formation can only be learned through expert instruction and many hours of practice. Please don't try this at home unless you or an instructor has military formation flying training, a FAST card, or the like. Legal disclaimer complete...

Don't know about the lords mounts being part of the STC. I've got an email into Matt at Midwest Mooney (STC holder) to find out.

yep…lords mounts are in my near future. thanks for noticing

If someone would like to get a Aircraft Photo Shoot by AOPA Pilot's Professional Photographers you can go here to bid. If you win I'd be glad to help with the formation flying! http://www.501auctions.com/afi/item/13

Its underlined (but a bit hidden) in the description, but here it is again. http://www.airsafetyinstitute.org/LearnandEarn

Glad to do it…Please spread the word.

MooneySpacer's As many of you may know, I recently was brought in to lead AOPA's Air Safety Institute. I typically do not use the forum to discuss AOPA stuff but since I fly Mooney's I wanted you all to have a special “sneak peek” at what ASI is getting ready to launch. Below is a summary of the program and a link to take a look at what we're up to. LEARN & EARN YOUR WAY TO BECOMING A BETTER PILOT AOPA’S AIR SAFETY INSTITUTE OFFERS VALUABLE REWARDS WITH THE FUN OF LEARNING FREDERICK, Md. – The Aircraft Owners and Pilots Association Foundation’s (AOPA) Air Safety Institute (ASI) today launched the “Earn & Learn Safety Challenge,” an innovative new program that enters those who take aviation safety courses into a quarterly drawing for valuable aviation gear. A new prize will be awarded each quarter, beginning with a Stratus 2 ADS-B receiver – an $899 value -- courtesy of Sporty’s Pilot Shop. The first prize winner will be selected in a March 31st drawing. ASI’s safety courses are available to both AOPA members and non-members. Participants will automatically receive a prize entry for each completed free online safety course, Real Pilot Story or Accident Case Study. The more courses completed, the more chances each individual will have to win. Pilots who are new to ASI courses can start with an easy, interactive safety challenge that will match them with a course tailored specifically to their experience level and flying style. Visitors can take the challenge as many times as they like, or they can just go to the ASI website to view their online transcript to identify other interesting courses that will enter them in the prize drawing. Courses listed in the transcript with a gray star are eligible for the Learn & Earn drawing, while a gold star will depict courses that have been completed. The Air Safety Institute’s “Learn & Earn Safety Challenge” will run throughout 2015, with four separate winners announced in March, June, September, and December. Visit Learn & Earn for complete rules and additional details. Safe pilots are always learning. It is ASI’s continuing goal to improve general aviation safety by providing pilots a wealth of free information and educational resources. The Air Safety Institute’s programs are funded solely through donations from pilots dedicated to that same mission. Pilots can show their support by donating to the AOPA Foundation.

A36 w rear doors off.

Staff photographer. He's great! The underbelly is a result of lots of time spent on my back with citrus cleaner…It's cathartic.

Did an airborne photo-shoot the other day. Got some great pics! Just had to share...

This advice is worth it's weight in gold. Grass and Mooney's together aren't ideal - Grass, Mooney's and short fields DO NOT go together at all. After some practice with a Mooney qualified CFI, a 2000 Foot paved strip is about as short as you'd want to go in and out of routinely with no restrictions with winds or weight. And that's after your really good at it. Until 100 hours plus in a mooney I'd stick to 2500-3000 ft paved as a minimum.

Well it's not the outboard sender. Looks like I'm taking a trip to MN soon

Gunna try to do that tomorrow...