Greg Ellis

18 minutes ago, M20F said:

@GeeBee don’t you use your own rings?  I have had zero issues since installing years ago.  I suspect you have something else going on. 

I think you are referring to @Gee Bee Aeroproducts, not @GeeBee

18 minutes ago, Utah20Gflyer said:

I’m going to get in the wild side here and suggest an owner produced part?  Take off the old one and take it to a machine shop and ask them if they can fabricate a new one minus all the wear.  
 

 

I wonder if the same rules apply in Canada that apply here.  Can he do an owner produced part up there.  I don't know.  But it would be a great way to get it done I think.

There are quite a few salvage yards that may have something that you can use.

Air Salvage of Dallas (www.asod.com) and Texas Aircraft Salvage (Texasairsalvage.com) come to mind.  I know they are far from you but they may have something that they can ship to you.

@christaylor302 ^^^^^^^^^ see above

4 hours ago, christaylor302 said:

How does a M20C handle without the Accu-Trak or PC system?

 

I have a 63 C model.  It came without any PC system, wing leveler, or anything.  I have owned this airplane for 17 or 18 years now.  For about 14 years I hand flew (no autopilot) IFR sometimes to minimums.  The airplane is very stable without an autopilot if well rigged and trimmed well.

I now have a Garmin GFC 500 and love it but the plane did very well without any autopilot.

Looks fantastic!!!!  And as an Aggie, I love the color choice.

18 hours ago, PeytonM said:

I paid a 10% deposit to AirPower for IO360A3B6 factory rebuilt in April 2024, with a scheduled delivery November 2025. Delayed to May 2026. Just found out there is another delay to April 2027! No credibility for even THAT date. 4200TT, 2000 SMOH. Using a quart/6 hrs. Compressions and borescope all good. Not sure what to do. 

You may have said but why were you getting a "new" engine?  You are well within the maximum allowable oil usage on a Lycoming (they have a formula to calculate this; 0.006 X BHP X 4 / 7.4 = qt/hr).  You also say your compressions and borescope are good.  Are you replacing just because of it being at 2000 hours?  This sounds like it is still a healthy engine and there are no requirements as we know to overhaul due to meeting 2000 hours.

45 minutes ago, Hank said:

The only appearance of "crosswind" in the Owners Manual for my 1970 C, on Page 1-3:

So I have to roll my own procedure(s) for crosswind landings.

You are a test pilot for every crosswind landing in your airplane....

On 4/1/2025 at 12:40 PM, DXB said:

I'm not sure the M20C POHs have any info on demonstrated crosswind.  I can't find any in my '68 POH, or even the '74 POH that I keep on hand due to its more detailed performance charts.   That said, 17mph sounds about right - the Bob Kromer article linked below cites 15kt as as well within the envelope of the short body (page 7-8).  I also find experientially that crosswinds in that range put the rudder pedal near the floor, so I feel that I have adequate guidance for crosswind landings in my short rudder C.

 https://themooneyflyer.com/issues/2013-AprTMF.pdf

What I would love to know more about is max crosswind takeoff limits - I think the plane can handle similar crosswinds for takeoff, but I have zero data to rely upon.   

I could not find it in the POH for my 63 C model but it is in the AFM on page 4 that is specific to my airplane.

"Landings when 90 degree crosswind component is more than 17 mph not recommended."

On 3/25/2025 at 4:40 PM, 1967 427 said:

Hard to see, but there is a tub of sand bags on the tail hook, it isn’t pushing up or pulling down, it holds the tail in a static position. 

Nice pic of your plane but I want to see more pics of the Vette!!!!

1963 C model

1,000,000 liability

$82K hull

$1473/yr

2100TT, 1790 in this Mooney, Comm, SEL, MEL, IR

14 minutes ago, Bolter said:

That is for Houston Tank Specialists?

Yes it is.  Contact Us - Houston Tank Specialists, LLC -

2 hours ago, Jim Peace said:

The 1964 C that I own will take 20-30 minutes to remove the cowling.....if you are lucky....so many screws you cannot count them....

Same with my 63 C model.  I believe I counted 75 screws to remove the two cheeks.  Then the nuts and bolts up front to actually take the top cowl off are a real pain to get anything onto them.

The talk about O-rings brings up another issue at least for my C model.  My fuel caps are the thermos style caps.  They use either the Buna (I think that is what it is called) or nitrile rubber which is already difficult to find.  I have never seen them in Viton.  Could be a major issue if the G100UL doesn’t play well with the nitrile rubber.

9 hours ago, DXB said:

I just emailed them myself based on guidance from multiple folks above - they will be puzzled by the sudden deluge of dipstick-related inquiries 

Just curious, are the marks on yours evenly spaced on your stick or more like the picture in the first post?

 

Mine are not evenly spaced.  They are much like the first photo with a large jump between 6 and 8 quarts.  However, I did get an answer from them.  I have a narrow deck O-360-A1D.  The part numbers you listed were for a wide deck.  My dipstick is correct for the narrow deck O-360-A1D.  I have pasted their response here.

Hi Greg, 

The dipstick part numbers you mentioned below comes from the wide deck O-360 parts catalog (pc-306-1). The serial number you have indicates you have a narrow deck engine where you want to use parts catalog PC-106. PC-106 also has four different options for the gage assembly. LW-16783-18 superseded LW-14758 which is called out in the narrow deck IPC for the O-320-D1A. LW-16783-18 is for an 8QT system that is 19.44” long. 

Additionally, there is also service bulletin 612 regarding LW-16783-18 for the IO-360-M series engines. This Bulletin talks about replacing the LW-16783-18 with LW-14760 for the IO-360-M. 

1 hour ago, DXB said:

So... my engine overhauler thinks I'm crazy.  I am not. They definitely sent the engine back with a differently marked dipstick.   Upon further research, I believe the correct part numbers are in this parts catalog: https://www.lycoming.com/sites/default/files/attachments/O-360-A%2520Parts%2520Catalog%2520PC-306-1.pdf   On page 11, it lists three possible oil dipsticks for the O-360-A1D engine (LW14769, LW14780, and LW14768).   I am guessing that the 3 different dipsticks listed for the engine on page 11 match the 3 different possible filler tube lengths listed above it (75735, 75767, and 75736).  I am not sure what filler tube I have; however, if the engine has the same sump, the spacing between marks for all 3 possible dipsticks would be the same, and the stick I have now has markedly different spacing. I interpret this as meaning it is for an engine with a different sump geometry.  

Unfortunately there's not a part number stamped on my current dipstick to prove their error.  So... Could anyone with an O-360-A1D post pix of their dipsticks showing the markings so I can keep after the shop to make this right?

 

Well, with all this talk I decided to go look at the dipstick in my O-360-A1D engine.  The part number stamped on mine is LW16783-18.  This is nowhere close to the 3 listed in the parts manual.  A quick google search said this one is for the IO-360-M engine.  So I put an email into Lycoming to see what is what.  

I believe that the LTSIO is a Continental Turbocharged fuel injected engine that is left turning when viewed from the back (The L in the front).  They are usually used in some twin engine airplanes to eliminate the critical engine.  It is a O360 but not sure what the 0KB means.

This is a shot in the dark for you but I am pretty sure the L part is correct.  I seem to remember that years ago from my twin training.

On 11/12/2024 at 3:49 PM, kortopates said:

As @Hank just pointed out in the C models the flaps speed is higher than gear speed so flaps will be used to help slow to gear speed. 


Sent from my iPhone using Tapatalk

I am late coming to this discussion but not all C models are created equal.  My 63 C model has a gear speed of 120mph but the flap speed is 100 mph.

1 hour ago, Flyler said:

As a "Mechanical Design Engineer" this interests me too, so I made a cardboard model.  I know its nutty, but I am a nutty person.  This is just a basic simplification of how the steering works in the extended and retracted position.  It has the same strength properties as the gear in my Mooney 

 

Thank you for posting this.  That goes such a long way to explain how this system works.

Just got a call from LASAR.  They are shipping out my intake duct today.  So I guess everyone who ordered one can expect them soon.

19 hours ago, RescueMunchkin said:

I think my point is that I don't understand how gear ups can happen with the alarm blaring that loudly.  I have to pull my power much lower than 16" MP to get my plane slowed down enough for the 94mph gear extension speed and stay at TPA - I don't have a switch adjustment issue.

Here’s two examples both with the gear horns blaring away and completely ignored.

1 hour ago, ArtVandelay said:

The log entry may not have this much detail, check other paperwork they gave you.
This is where I found it in my case.

I found in the paperwork the part number AEL-11750-S.  That is different than the Lycoming part number LW-11750.  For all you smarter than me folks…would my part with that part number still fall under the AD?

So, a curious question….I had to have my engine taken apart in 2013 after problems with an earlier overhaul.  This work was done by a major engine shop.  They mention nothing in the log entry of part numbers for connecting rod bushings or assembly.  The only thing mentioned is that the engine was reassembled with new rod and main bearings, new rod bolts and nuts.  No part numbers listed other than for the crankshaft, camshaft, pistons, piston pins and piston rings and other parts not related to this.  To find out if I have the affected parts would I have to contact the engine shop?  I’m thinking yes.

15 hours ago, Van Lanier said:

But, I don't need the world's most expensive M20C.  

Many thanks.

Actually, I think I am in the running for that….

For those with Lycoming engines that are interested in what Lycoming considers maximum oil consumption, here is a formula they put in their break in service instruction back in 2010.

“The following formula is used to calculate the maximum allowable oil consumption limits for all Lycoming aircraft engines.”

0.006 x BHP x 4 ÷ 7.4 = Qt./Hr.