Rustler

Andy-- When I converted the IO360B6D on my '80 J to an IO360B6, I had to change the original prop governor to a different model. I have pictures of that if you'd like them. I think you have to install it before installing the engine, but I can't remember.

For Those Interested-- Here is a letter posted by the developer of the STC for that prop. TIGER OWNERS, LISTEN UP! This subject is very real and needs to be addressed. The current incident being discussed is serious and there have been several incidents involving the propeller departing the aircraft during flight. Most have been the original McCauley splitting apart from a crack developing through the hub at the propeller bolt holes but, as in the case involving Sen. Inhofe, it was a Sensenich that the bolts just loosened and it "outran" the airplane. I was drawn into this investigation by the NTSB and the FAA as being the developer of the STCs for installing the Sensenich props in the first place. As understand, the propeller was found in a field, about 3 miles back of where he landed the airplane, with the spinner still attached and the prop bolts still safety wired together in the prop. The bolts were broken off at the back of the spacer. (Now, I didn't see it, or even a photo, but this was the description I got from the NTSB investigator.) What I suspect happened is the backplate was not secured when the bolts were torqued down resulting in a "false torque" that eventually allowed the prop to begin moving a little causing the holes to begin enlarging around the propeller drive bushings with the eventual result of all 6 bolts failing and the prop leaving the plane behind. To understand this a little better, the "propeller drive bushing" are the things pressed into the crankshaft flange that the propeller spacer seats onto. In the Tiger's case, these bushings are really too short for the installation of a fixed pitch propeller. There are a total of 6 bushings of which 2 barely come through the crank flange and starter ring gear support assy. at all and the other 2 are only a quarter inch or less protruding. The original spinner system used a flat backplate that was sandwiched in between the propeller and spacer. This left no possibility for the problem that came with the development of the "Heavy Spinner Kit" (SK-143) introduced in 1979 to overcome the chronic cracking spinner problems Grumman American / Gulfstream American was experiencing. The new spinner system uses the "deep dish" backplate that fits between the spacer and starter-ring gear assy. and is .050 aluminum. This leaves barley more than 1/8" of only 4 drive bushings seating into the propeller spacer. To make matters worse, the tension of the alternator belt cocks the ring gear support off so it must be pushed back on the crankshaft flange to allow any protrusion at all! The maintenance manual instructs you to "hold the backplate back against the pressure of the alternator belt and tape it to the cowling"! This really is a poor procedure and it either damages the paint or lets go or both. The solution is to have one person hold the backplate firmly in place while another seats the prop and snugs up two bolts. In the 2nd STC installation instructions I wrote (SA3326NM) I devoted a whole page to this procedure to prevent the accidental improper installation and additionally certified the option for replacing the two "very short" drive bushings with much longer ones from the Piper PA28-180 (or all 6 of them if you wish) which prevents this problem completely. If you have an original McCauley, you have to remove it to comply with the hub inspection AD every 200 hours. If you have a Sensenich, you will have to remove it to pull the cowling for inspections and alternator or starter maintenance unless you have a split nose cowling. If you do have the split cowl, you really only need to remove the spinner to check the bolt torque and re-safety them, so do not pull the propeller just because...! If you still have a McCauley, you should seriously consider making the investment in a Sensenich to not only get rid of the hub AD but the Yellow Arc on the tachometer and associated vibration (which causes other damage) and you will increase your performance noticeably and improve overall fuel consumption. I KNOW it is about 4 grand these days for that propeller and it is mandatory you have the heavy spinner (which you should already have installed) because they are not getting any cheaper as time goes by. (They increased $250.00 Jan. 1st.) If you have the Sensenich installed on the original STC (SA1195NW) and want to do the longer drive bushings, you can get the later STC (SA3326NM) and just file a 337 for the paperwork change. The prop does not change at all. OR... you can try for a Field Approval if you really want to. (I can supply more details off line.) Whatever you do, you may wish to print this out and force your mechanic to read it before you next annual inspection or work requiring prop removal. ALSO, this is applicable to AG-5B aircraft as they have the same short drive bushings. Cheetah owners; you don't have short bushings so there is no chance of screwing up installing the propellers, McCauley or Sensenich; Ken Blackman Air Mods N.W. guru@airmodsnw.com 425-334-3030

lukejb-- Back in May/June, I was considering purchasing the M20 Turbo STC from Mrs. Sandman. After many hours of conversations and going over the spread sheets of the parts necessary to assemble to make the M20, I decided it wasn't worth it with such a small potential market. Most, if not all, of the parts are available, but they might be difficult to find, since many are not made on a regular basis. As I recall, some parts have changed numbers and/or manufacturers. I decided to purchase an M20K instead and am happy I did.

Progressives have worked well for me over the years. I think it helps if they are the first corrective lenses you use, however. The Zeiss lenses are like wearing single-vision glasses to me. The lenses that are darkened by uV rays don't seem to work too well in cockpits, since our windshields block a lot of that radiation.

Have run both with no problems. I run Phillips at this point, no Camguard because of the turbo. Ran Phillips + Camguard in my J and had no complaints.

Robert-- I had a similar problem with my '81J. It was sporadic at first, but then the horn just ceased operation. It turned out to be the switch that activates the horn when manifold pressure is reduced to a certain point without dropping the gear. The switch is on the back of the throttle cable, just aft of the panel. Replacing it returned the horn to service.

. . . . .and another vote for Jason. He did the pre-buy and annual on my 1981 M20K in July, and I couldn't have been happier with the price and the service. Both Bruce Jeager and Tim Lundquist recommended him, and I can see why. If you ever have him work on your airplane, it opens up the "answer line" any time you have a question. Great guy!

Race 167-- Sent you a PM.

Just received my new spark plug holder. I wanted something less hard-edged than metal, and this fits the bill nicely. It is well constructed of oak, and the branding is quite nice. I recommend the product. By the way, the service was top-notch. He started production as soon as the order was received 11/1, informed me on the 6th that it had shipped, and here it is today. I guess I'm old fashioned, but I like hand-crafted things when possible.

bdjohn4-- I never had any crazing or cracking on my MT. Liked it well enough that I'm getting ready to put one on my new-to-me M20K.

Yesterday I received one of the AOPA's mid-sized envelopes that had printed on it in large letters something like HELP STOP UNWARRANTED SEARCHES OF GA AIRCRAFT. It was another of their solicitations for additional monies from members. I find it more than interesting that the OP referenced an AOPA blogger's speculations about the possibility of the end of VFR flight. While the credentials of the blogger appear pristine, the timing of the piece he wrote does not. My sense of it is that his is a attempt to reinforce AOPA's continuing search for additional money. I'm not saying that the conclusion the blogger suggests might not be possible. I'm simply saying that the timing, to me, is highly suspect. Just call me cynical.

vorion1-- Did you get my message? If not, check your personal messages.

José-- Can you set the climb rate? Does it have altitude pre-select?

Bodie-- I figure 2 knots for the side panels, 3 for the headliner. The hat rack is difficult and only gives you a knot. What did you do, fill cracks and spray?

Bodie-- Same here. That was a good trip all the way around. I was impressed with Amos' paint job on the Bonanza that chauffeured you back to Arkansas; I've talked with him about doing a Mooney if I buy one needing paint. Did you ever re-do your interior panels?

-a- I've actually seen that R, and it is attractive. I was looking at the Bravo, as well, and decided not to jump from 8.2 gph to 17+.

Aron-- As solid as I need to be to get a sale going.

Hi-- My 1980 M20J is for sale through Strategic Aircraft. The original deal I had to trade her for a 231 did not go through because the 231 didn't pass pre-buy. If anyone is interested in a superb M20 J with Aspen and other really nice features, please take a look. I'm hoping to trade for an aircraft they have in stock. http://strategicaircraft.com/1980-mooney-m20-j-n3832h/ Thanks.

ifroad-- I am slightly claustrophobic and never have felt uncomfortable in my Mooney. I remember thinking it was slightly cramped the first time I flew it but forgot that pretty quickly. As somebody said, losing 20 pounds is not only good for you, it adds useful load.

I have nothing but good things to say about the MT. It has been on my J for about 200 hours and looks like it did the day it went on. Takeoff acceleration is better, the engine runs smoother, and cabin noise level is lower. I have suffered no decrease in speed, usually running about 150k true out of Taos at 12,000-14,000 feet. As some of you know, I'm selling my J and purchasing a 231, and I intend to put an MT on that airplane, too.

Red Raider-- This is probably a stupid question, but have you tried "filling it up," then waiting for, perhaps, ten minutes, then topping it off, then checking it a day later? This doesn't seem unusual to me. I've won several $20 bets with linemen who insist my J is full, only to find it'll take considerably more after a little settling time.

Thanks for the interest. N3832H has been sold.

Living in Taos (7190'), I want to move up to a 252/262 for the turbo and would like to sell the J before I do. This plane was purchased from Jimmy Garrison about 5 years ago and has had loving care before and since. Photos are available. Please PM me if interested. N3832H 1980 Mooney M20J S/N 24-0956 TTAF: 4551.5 Engine: Lycoming A3B6 TSMOH: 190 (Western Skyways, 6/09) All New Firewall Forward w/Engine Install Prop: MT 3-blade, MTV-12-B/180-59b, S/N 090101 (2/10) 1 159 Hours Avionics: Aspen PFD 1000 w/Synthetic Vision Garmin GNS430W GPS Garmin GTX 330 Xponder PS Engineering PMA8000b Audio Panel Collins DME Collins ADF Century 41 A/P w/GPSS and Alt. Hold King KX165 Nav/Comm Other: Vertical Card Compass Sky-Tec Starter Plane Power Alternator Challenger Air Filter Fuel Bladders (54.8 gal. Capacity) Electric Elevator Trim Davtron Model 800 Chronometer JPI EDM 700 Engine Analyzer w/Fuel Flow Medco Locks (Door and Baggage Door) New ACS Ignition Switch New Desser Tires (9/12) Tannis Engine Preheater Control Surfaces Aligned by Don Maxwell (1/13) LASAR Tie-down Rings/Jack Points LASAR Sun Visors Hangared Useful Load 887 pounds Interior: Grey Leather Seats (2009) Royalite Wrapped w/Euroleather (2009) 1 No prop strike. Prop changed to experience the advantages of a 3-blade MT PM me if interested. This aircraft is beautiful and flues even better. Photos available on request. $115,000

Living in Taos (7190'), I want to move up to a 252/262 for the turbo and would like to sell the J before I do. This plane was purchased from Jimmy Garrison about 5 years ago and has had loving care since. Photos are available. Please PM me if interested. N3832H 1980 Mooney M20J S/N 24-0956 TTAF: 4551.5 Engine: Lycoming A3B6 TSMOH: 190 (Western Skyways, 6/09) All New Firewall Forward w/Engine Install Prop: MT 3-blade, MTV-12-B/180-59b, S/N 090101 (2/10) 1 159 Hours Avionics: Aspen PFD 1000 w/Synthetic Vision Garmin GNS430W GPS Garmin GTX 330 Xponder PS Engineering PMA8000b Audio Panel Collins DME Collins ADF Century 41 A/P w/GPSS and Alt. Hold King KX165 Nav/Comm Other: Vertical Card Compass Sky-Tec Starter Plane Power Alternator Challenger Air Filter Fuel Bladders (54.8 gal. Capacity) Electric Elevator Trim Davtron Model 800 Chronometer JPI EDM 700 Engine Analyzer w/Fuel Flow Medco Locks (Door and Baggage Door) New ACS Ignition Switch New Desser Tires (9/12) Tannis Engine Preheater Control Surfaces Aligned by Don Maxwell (1/13) LASAR Tie-down Rings/Jack Points LASAR Sun Visors Hangared Useful Load 887 pounds Interior: Grey Leather Seats (2009) Royalite Wrapped w/Euroleather (2009) 1 No prop strike. Prop changed to experience the advantages of a 3-blade MT

Retired architect.