Cruiser

I vote for A. But I hate red interiors.

I change the "oil" every other 25hr. cycle and leave the filter alone. The filter gets changed by the A&P at the next 25hr. cycle. So the filter sees 50 hrs. and the oil only 25 hrs.

when do you turn off the magneto? Master switch? Do you wait for the engine to stop or switch off the master earlier? How does this effect the alternator or VR? Do you turn off any other electrical equipment? Things to watch for when engine is spinning down? Oil pressure? Ammeter? What do you do?

1984 M20J 12v. My battery is a two year old Gill. It has begun to leave a trail of acid from the battery vent tube aft to the tail. I noticed the paint was bubbling in a line aft of the vent when cleaning the belly. My MSC stripped the paint, primered and repainted this section a couple of months ago (at annual) I have been watching this area closely. I washed it down and rinsed it before the last flight. I got back in the hangar and checked it after a 3 hour flight and the entire area is covered in battery acid again. It even had a build up of white sulfate in some places. Now I see that the paint is bubbled around two rivets as well. The JPI 700 shows 14.1 or 14.2 volts on the battery for the entire flight. I have the new Mooney solid state voltage regulator. Anyone know why this would happen? TomK

I wonder why the focus of this new engine introduction is on the replacement market? I would think Lycoming would be much more interested in selling this engine on new planes? I have not heard anything about it except as a replacement. Or is it too early for the OEMs to market it?

Quote: Seth 1984 M20J 6097.0 hours on the original engine. replaced in 2008. 85 hrs. on FREM ---------- Did you really have 6000 hours on the original engine? How many overhauls? How many problems?

1984 M20J 6097.0 hours on the original engine. replaced in 2008. 85 hrs. on FREM

Hi. Nice looking plane. I bet you will get some head turns and many comments on it.

You mention A/P. do you turn the A/P on while on the ground? The force you feel is probably the effort to overcome the A/P. Once it disconnects then everything is fine.

At 10,500' the engine is only producing about 60% power around 20-21MP. You can't hurt your engine at that altitude no matter where you set the controls. I would tend to be peak or slightly LOP maybe 10°F. If you look at a Lycoming engine chart you will see that the CHT max out at 40-80°F ROP and this is at the highest ICP as well. Both the CHT and ICP begin to drop off at peak EGT with only slight loss of power.

I too find it easy to depend on the AP for flight in IFR conditions. I also find that it makes me rusty and somewhat frustrated when I do hand fly the plane. I have made it a point to always hand fly on the instruments at some point in the flight just to keep the confidence up and stay sharp on the controls. Spending too much time with the AP on can make you a very sloppy pilot if you need to hand fly as some point.

Quote: Parker_Woodruff LOP in my Mooney costs me between 10 and 13 kts. I haven't really nailed down that figure yet. All I know is I've seen ROP numbers topping out at 167 on one occasion, but in general between 160 and 163 KTAS. That said I've only run ROP about 3 times looking for real performance information. LOP I'm getting between 150 and 156 KTAS, but generally around 151-152 KTAS. 1990 M20J-AT

1984 J $114k hull $1,000,000/$100,000 liability > 100 hrs. in make/model. Premium $1418 Britt/Paulk

I bet you get some interesting turbulence off that tree line on a gusty day.

mine is the same way. don't know how to fix it. There is nothing that holds that part down. The one screw near the outside of the panel will not hold it tight.

I had my pre-buy inspection and some repair work done there. They were very thorough and communicated everything that was being done to keep me up-to-date with progress etc. Willmar provides a Prequalified Aircraft Sales. Are they assisting the buyer or seller?

Why did you reset the tach to "0" ?

.3 g/hr. is good. What is the Spread and which cylinder is first to peak? Which is last to peak? Per John-Paul at GAMI, #3 is usually the first to peak and #1 is usually the last on our Lycoming IO360s. On my FREM, #3, #4 and #2 are all within .1 gph. but #1 is about .3 gph richer than the others.

Airkraft, I love the security system you have for your plane. (as seen in your Avatar) I makes me laugh everytime I see him. I bet you have no worries about someone messing with the plane when he is on duty. Does he like to fly also?

when was the last time it was thouroughly detailed and polished? It wouldn't get you 10kts., but a couple anyway.

roller tappets are only available from the factory and ALL factory overhauls come with roller tappets now. The case must be modified to accept them and only the factory can do it. Many cases are not able to be modified so the factory provides a new one if necessary.

let's see it. Pictures please.

I too have the EZ tow w/Mooney adapter bars. I find the tow point being up high above the wheel makes the tug want to roll instead of turning the nose wheel. It works best when I lift the tug off the ground and turn the nose wheel then put the tug back down. Other than that, it is very manuverable and easy to control.

yep, saw one exactly like that on a flatbed truck ready to leave an airport several years ago. Except it wasn't on the gear, it was on the belly, engine removed also.

Give Buck a call before you do anything. Tell him TomK N5763H referred you. John "Buck" Bullock Bullock Agency, Inc 1433 Lancaster Ave St. Charles, IL 60174 Office- 630-377-9499 Cell- 630-825-9499 Fax- 866-871-0375 Email- buck@bullockagency.com www.BullockAgency.com I just placed a contract with him on my 201. Hull value 110k, $1,000,000/100,000, Medical $3,000 Deductibles $50 not in motion, $250 in motion. $1418