Cruiser

I would be more concerned about the time between flights than the hours. Did it sit for long periods of inactivity? Check with Mac McDowell at Rocky Mountain Mooney. He always has several good planes at very reasonable prices. TomK

Check the CG for your typical flying conditions. IF you are alone it is probably pretty far forward (<45in for M20J). The nose of the Mooney wants to come down fast after the mains touch. It is really hard to keep it up. With even a small amount of excess speed, this initial nosewheel contact will make the nose bounce up and send you back into the air. Make sure you have the airspeed below 80kts. and trim it back. When the stall horn goes off, try really hard to keep the nose up and the nosewheel off the ground. Do you have the yoke in your belly after the mains touch the runway? You can always add some weight to the baggage area to move the CG back.

Jim, How long have you been using GLARE? I just finished my first application with GLARE PRO and I was amazed at the difference in feel between the GLARE finish and the previous surface. When I wiped my hand across the surface the GLARE fininsh was noticeably smoother to the touch. My shine did not improve but it was pretty good to begin with. My first flight brought me a compliment from an older guy in the FBO admiring the plane. :>)

Quote: Mooneyland snip...... My proof of that love are in the many articles I have written for EVERYONE on my website; customers and non customers alike. I challenge anyone to write as many words as I have on the subject of flying and Mooney's in general; and for no personal gain. To date I have not charged anyone for that information even though the dollar costs to me are huge over time. snip........ As I said, I don't usually sign up for forums, but you all seem like a bunch of honest guys who love their Mooneys and I wanted to set the record straight that not all aircraft brokers are alike. Anyhow, that's my two cents. Fly safe, richard

Quote: triple8s I hope you dont think I am butting in here but I'd rather butt in and risk you're ill will towards me than to have you suffer the fate of my friend. The friend I speak of had some come and go EGT & CHTproblems with his lancair legacy w/ Supercharged IO/550 Connie. I suggested he get an engine analyzer, well, he put it off and we never thought anymore of it, then back in the summer he lost a cylinder due to lean out and it wiped the entire engine because of the aluminum spray blown into the crankcase. Several months and 50,000 $ later he is back in the air but he was just lucky he was close to our airport when it was so close to letting go. I would strongly advise of getting some type of analyzer it may save lots of money down the road, you may even save more than money. My friend Tom says he wished he'd spent the 1800$ for the analyzer instead of the engine O/H. Good Luck, Mike KIA6

still looking for the electircal schematics. Does anyone have a source?

If you are not thinking about selling or buying then these numbers are little more than feel (good)? I know everyone likes to know the value of their planes. In this current environment my thoughts about the declining market values are that the value of my plane has dropped less than the value of my stock market investments. Because the money in my plane WOULD HAVE BEEN in the stock market if I didn't have the plane, then my plane has been a good investment compared to the loss I would have taken if I used that money to invest. I love my plane.

you don't have anything in for prop and governor overhaul. If it is included in the engine costs I think you need to add a little. And what about the turbo overhaul on the 231?

Quote: MooneyPilot231 Paul McCoy, N231PZ-1980 M20K with Garmin 530, MX20, WSI Weather, 3 Blade. I am a 46 year old Fire Dept. Capt. I recently removed the entire interior and re-dyed the yellowing plastic pieces light grey. WOW! Looks like a new plane even with the original interior still in it. Anyone wanting info on repairing or re-dying your plastic, please contact me, glad to help. I and probably several others would be interested in knowing more about re-dying plastic panels. thanks,

I would have thought that any change from the factory equipment would have had an STC and/or 337 that includes additions to the POH for operation. Are there any supplements in you paperwork anywhere? What does the propeller log say?

So, based on the above post. You say, "Oh my, peak EGT must be worst place to operate". Actually no. Remember, it is the temperature of the exhaust valve we are concerned with, not the EGT. If you look at an engine power chart you will see the cylinder head temerature actually peaks about 50°F ROP (this would be the absolute worst place to operate your engine if you are concerned about valves) and starts to drop (much more rapidly) by peak EGT and continues to drop LOP. Tests show the exhaust valve temperature to be >5% lower LOP than they are at the same ROP setting. I.E. vavle temperatures at 50°F LOP are more than 5% cooler than valve temperatures at 50°F ROP Finally, that pesky ICP is much less LOP than it is ROP at the same temperatures from peak. Would you rather have the effect of pounding the top of your piston with a sledge hammer or tapping it with tack hammer?

It is not a matter of keeping temperatures "within limits". It is more of how to operate the engine and get the most performance with the least amount of stress. It has been proven that CHTs and valve temperatures are lower LOP than they are ROP. More importantly the ICP (internal cylinder pressure) is also lower. It has been said that exhaust valve life is more dependent on the precision of machining the seat face and alignment of the guide than ANY other factor(s). Since there has to be clearance between the valve stem and guide the valve "wobbles" on every stroke. This "wobble" allows the valve to contact the seat slightly crooked. The "wobbling" thousands of times a minute puts stress on the valve and seat. If severe enough a burn spot will develop. The owner/operator wonders what did I do wrong when there was really nothing the owner/operator could have done to prevent this. This process has been found to accelerate the higher the operating temperatures (of the exhaust valve). Above 475°F CHT this could be a matter of minutes.

the biggest thing I noticed about Ram air was the annunciator light kept coming on during short final. It was very irritating. Had to have the cable adjusted. I have used it without any noticeable improvements.

Quote: GeorgePerry Until a "reputable" unbiased orgainization does a comprehensive study that validates the merits of LOP, I'll stick with the factory recommendations and take my chances

I have had none, Tanis and now Reiff. If you want to use an engine monitor there is a conflict with Tanis elements using the cylinder temp sender holes. You cannot have both installed. Also, if there is an OEM cylinder temp unit, you cannot put a Tanis heater element on that cylinder. The Reiff heat bands do not conflict with any other installation. I have used mine this winter and the Reiff system seems to provide plenty of heat to warm the entire engine compartment. I have no idea how long the bands vs. the elements will last before burning out. p.s. I have three tanis heater elements for sale if someone is interested. $50 ea.

Anyone have a copy of the 1984 M20J 201 service manuals and parts lists they are willing to share please PM me. Thanks in advance.

I have Rieff heaters on the cylinders and an oil sump heat pad. I put a ceramic box heater in the cockpit and turn it on when I get to the hangar. One trick I find very helpful is to prime the engine and then wait at least a minute before attempting the start. I usually will get a start in two or three blades.

All 360 series Lycomings coming from the factory are with the roller tappet design. Only the factory can supply this design because it requires modification to the case. Maybe 25% - 30% of the rebuilt cases are capable of being modified so the odds are you get a new case from the factory. If Lycoming is willing to do this, the roller tappets must be a significant improvement for them. Ten years or more from now, I suspect any engine without roller tappets will take a hit on resale.

Quote: mooniac227 I asked the same question. Apparently, if you opt out of the system, the data is not stored. They researched it and wrote a paper on it. It is posted on their website so I don't think I'm sharing anything that is something you "get" as a subscriber. Here's the paper: http://www.advocatetax.com/images/userfiles/How%20to%20Preserve%20the%20Confidentiality%20of%20Your%20Flights%202.pdf

If I was Waggoner I would have offered Dodd a special deal right there at the hearings and said "it will be a lot cheaper than the ones you fly around in"

the landing gear and inside of the wheel wells are starting to look like they need some cosmetic attention. I have a lot of paint chips and bare spots. It is factory paint scheme from 1984, everything is white. Anyone touched up the paint in this area? What did you use? How did you do it? thanks, Cruiser

The EDM930 looks great. Where will you put it? Sounds like a total panel redesign to me.