airfoill

SOLD!

Price reduced to $1200. Herb

I no longer have my Mooney and have a Redline Sidewinder Power Tow in excellent condition. They sell brand new for $1675. I believe they are the best design available. The power tow is collapsable to half it's size so it can be transported with you. www.redlineaviation.com/mooney The first $1400 takes it. I'll pay shipping. Herb

I don't think anybody has even mentioned this. If you look at the assembly that addresses the AD, there appears to be the same type of filler plate on the opposite bulkhead on the same hinge. I can see where the opposite filler plate can also be misassembled just like the AD addresses. I looked at mine and there are filler plates behind both hinges in proper sequence on both bulkheads.

Quote: Mitch Linkage failure in my F model in 1988 prevented my gear from being fully down and locked. I did have plenty of time to ponder the end result so it was not a shock as most are. Mitch, What portion of the linkage failed? What caused the failure?

I have a TN 1975 M20F. Great machine. Use the turbo when you need it and when you don't the turbo sits there on standby. Parts are still available and have had to overhaul the turbo during overhaul of the engine. The first engine was able to meet TBO. The cylinder heads run cool (average around 320) at ROP (11 gph) and about 20 degrees lower than that at LOP (8 ghp); it probably runs that cool because of the side grills on the cowling that were installed with the STC. The plane has built in oxygen which makes it nice to just plug into the O2. I've had the plane up high a few times to take advantage of tailwinds which makes it nice. You do have to keep an eye on what you are doing since this is a manual wastegate setup.....if you aren't careful when engaging the turbo and just hamfist the turbo, you can easily go beyond 30." The plane has no mods other than the turbo, however, I can achieve M20J speeds up high and exceed them if I go higher. A few years ago, I was returning from Oshkosh in my F with a friend who was also returning in his J at the same time. He took off before me at the departure airport. We were landing at the same airport. Enroute, I passed him while I was at 12.5K. He was at 6.5K. He actually saw me pass above him. When I landed, I had the plane all tied down and waited about 10 minutes for him to arrive.

Quote: galt1074 Now obviously this is different for me because I have four engines and you guys have one...but I don't see how you can plan for what you are going to do in every eventuallity of power failure. Now, I don't know how in the world you even decide when you still have usable runway when you don't have any charted speeds or distances in the first place. (That POH line about rotate at 65 to 75 knots is NOT a charted speed...that's a WAG. I'm talking about, drag index, weight, wind, density altitude, RSC, RCR all goes into a chart and you come out with a rotation speed and a distance from brake release to clear a 50 foot obstacle.)

Quote: aviatoreb

Quote: carusoam Airfoil, The vent hole is a calibrated leak, usually about 2" back from the gauge. This vent allows air to rush back towards the intake side of the cylinder upon shut down. The gummy build-up of evaporated fuel is kept away from the gauge this way. If the hole is missing, your gauge will be way off at low power settings. Have you had the opportunity to clean the intake side of the engine? Anywhere from the carb, to the intake runners to the valves is full of blue goo. Fuel injection systems are less susceptible, but the calibrated leak is still required. Best regards, -a-

Quote: Mazerbase Not being able to brake the nose gear is irrelevant since the gyro effect are nill.

Quote: carusoam Be knowledgable about the required vent hole. -a-

I'm with the "immediately up " crowd after takeoff. In addition to the other reasons already listed, my biggest reason is that the electric gear actuator and the gears experience alot less load immediately after takeoff than if you wait until you've accelerated to best rate and wait for the end of usable runway to pull up the gear. Pulling the gear up immediately after takeoff means less stress on gears/actuator which in turn will make them last longer. Oh, and another thing I do just before raising gear is press the brake pedals to stop the wheels turning during the retraction because the gyroscopic forces of the tires after takeoff is eliminated once the main gear stops rotating after brake application....can't stop nosegear rotation, though.

Quote: markejackson02 I have had intermittent mag problems for a couple months now.

My favorite has always been the center black eagle shown from the first 3. They should never have changed it. I have never liked the modern version because it looks like a bloated, overweight chicken.

Quote: DaV8or I'd also like to point out that there is sort of a middle ground option too. The electric tach. It's not digital, but is fully electric and so does away with all the problems associated with the mechanical tach. Asthetically, it matches your MP guage much better. Here is one from UMA- UMA Electric Tachometer

Randy, Let me add that you should have in your possession a Mooney Service Manual applicable to your plane and a parts manual so that you can reference any parts you may need. I have both for my '75 F and makes servicing the plane much easier because of all the torque settings, required lubricants, etc. you will need during annual.

I'm at Ellington (EFD).

Bodie, Call me old fashioned but I still like analog guages and I recently purchased an analog UMA electronic analog tachometer because my cable driven tach was bouncing too. I prefer the analog because I can just glance at it and see if the engine RPMs are where it's supposed to be. Very easy to install; just remove the old tach with cable, install the new tach to power supply and route the electronic cable to where the old tach was connected. Install the tach sending unit where the old cable connected to the engine and that's it. They are also cheaper too than the Horizon tach. I paid $455 for mine which came with the tach sending unit. I'm real happy with mine. Have your mechanic fill out a 337 and submit it to the FSDO. They got high marks from Aviation Consumer magazine. http://umainstruments.com/

Another point of interest. Don defined overhaul vs. repair. If you go to a repair shop and you have a part and tell them you want it "overhauled," the shop is required to go through the entire set of procedures published by that manufacturer in overhauling that item which means more $. If you take your part and tell them you want it "repaired", they will inspect and repair those items that are broken; which will result in a lower repair bill. It's a personal choice I guess.

Sven, I attended also. Great show and tell from Don along with great food and got to meet other Mooney pilots. Some of the more interesting pieces pieces in the show and tell were the steering horns and how they can get damaged by the uninformed lineboys that go beyond the steering radius of the front end and end up bending the steering horns. This is why I always place a lock on my towbar so that it can only be towed by hand. Also Don stressed changing the o-rings; especially the small tiny o-ring located on the shaft, every annual on the fuel caps and keep them lubricated with oil. You won't get water in the tanks if you do this religiously. Very important safety tip especially if you park you plane outside. Don also showed how some landing gear shock discs look like when they are worn vs new. He indicated that if you live in a cold climate up north and you try to retract the electric gear with worn out discs, the gear probably won't retract in a timely fashion because the discs are compressed. One thing that I really didn't know is that only in the 77 model year of the 201 incorporated certain type of gears located within the gear actuator that looked different than what I had seen. If you have ever had to perform the gear actuator AD http://donmaxwell.com/publications/MAPA_TEXT/AD%2075-23-04_Dukes/AD75-23-04%20Dukes.htm and seen what worn gears look like you would have thought that the ring gear Don had on display was worn. In fact the example that Don had as an example was concave and appeared worn but he said that this was a new gear and this was the way it was manufactured concave. I did not know that.

Quote: N6784N im sure by trying to impress them with his flying skills he probably scared them from aviation altogether.

Quote: mooney205kd Keep in mind that there are quite a few Rocket (and Missile) - specific parts in the conversion that only they make, so upkeep in the next decade may become sketchy.

You may also may want to lubricate the cable with a light oil or Triflow. I have the same system you have and I lubricate the cable at every annual.

Just dropped off my plane yesterday to do a complete reseal..............Saw Aaron's plane there already done. Mine is next!

In typical cruise at 8000 without turbocharger, 20PSI. With electric fuel pump on, 22PSI. Lower altitudes, like 3000, usually around 22 PSI. Electric Fuel pump on, 24 PSI. I have noticed that as I am climbing at high altitudes and full power, full rich with turbocharger on, it can go as low as 18PSI. At cruise, it settles usually around 19 to 20 PSI with turbo. Recently had an issue with the fuel pump fluctuating while at cruise which got my attention, but got it addressed.