Rustler

If you haven't wandered over to the PoA board, take a look at the discussion here under "Saratoga vs. Mailbu vs. ??". http://www.pilotsofamerica.com/forum/showthread.php?t=53262&highlight=malibu The interesting thing to me about the piston-engine Mailbu is the 10% engine-out figure. Bruce Chien has some insightful comments.

Here's what the POH says. http://www.deltaaviationllc.com/Nav%20Page/POH/M20J%20POH3203B.pdf While this might not be specific to a particular "J" model, this is what my POH says, as well.

Have you tried Randy Kerner in San Marcos (KHYI)?

Alex-- I installed an MT prop on my M20J after my original prop sustained substantial rock damage 2+ years ago. The choice was to replace it with a similar 2-blade or to invest in the MT. I could not be happier with my choice. The MT is eight pounds (+/-) lighter than the 2-blade, which I contend places less strain on the crank shaft bearing at the front of the engine. Probably not a huge amount, but certainly measurable. It is perfectly balanced when it comes from the factory. What is most apparent from the outset is that long cross countries are more enjoyable because of the lack of vibration and a decrease in the sound level; over 4-5 hours, the difference is really noticeable. There can be no harmonic vibration when running the prop because the core is wood and cannot support it. I have had no issues with the finish on the blades. Almost simultaneously with the prop change,, I did an engine exchange, going from an IO-360A3B6D to an IO-360A3B6, and I do not see any difference in cruise speed. I consistently get 150K true now, the same as I did previously.

Just put a set of Desser Elites on the '80 J. 600.6 6-ply on the mains and 500.5 6-ply on the nose. To be sure, we retracted them before returning the plane to service and had no problem. If I recall, someone once had problems retracting the "monster" retread but not these. The tread depth is excellent, and the workmanship on the tire looks good.

Craig-- Some of the best money I ever spent. It's teriffic! Michael

Sven-- This is a really creative piece of work and wonderful for the "big picture." I did it as a shortcut in my aviation screen. Thanks.

Craig-- Where have I been? Just donated via PapPal.

jackn- I've had my Aspen EFD1000 Pro for about a year now and wouldn't be without it. The unit really concentrates your scan, and ow that I've flown behind it for a while, I find the information it displays easy to find and to read. Mine has the SVT enabled, and it makes me feel a lot more confident flying in the mountainous terrain around Taos. The SVT can be displayed in three different manners, so it really doesn't add a sense of clutter; the display is bang on with regard to the terrain and is of very high quality. You may want to look into flush-mounting the unit, something they couldn't do in my "J" because of depth problems behind the panel. It doesn't bother me being top mounted, however.

Byron-- When I did the A3B6D-to-A3B6 conversion on my 1980 J, I used Varsol to remove the glop from the firewall, then attacked it with a 3M pad and about a day's worth of elbow grease. The process worked well. I did the re-certification on the engine mount just to be sure.

Pilot Derek-- Put this in the Google search window Service Bulletin M20-239A This is the service bulletin that explains the conversion to the new latch. Better yet, here's the link: http://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=1&ved=0CFYQFjAA&url=http%3A%2F%2Fmooney.free.fr%2FMooney%2520SB%2520SI%2F239A.pdf&ei=Ez7dT5mwKcqe6QHA2d24Cw&usg=AFQjCNFj7N0R0jpkD39OXlAao2eWi9eD-w

I've known Russell at San Marcos a long time and have found him to be thorough, honest and knowledgeable about the entire Mooney fleet. You can't go wrong taking his advice.

I've known Russell for some time and can tell you that it would be difficult to find someone with more knowledge of Mooneys and who is any more conscientious. He is courteous, helpful and goes the extra mile.

Kris-- Check your PMs.

We just had an incidence of Goodyear innertube failure here last weekend. A fellow in a Saratoga taxied out for takeoff and noticed he had a flat main tire after runup. He had to replace it with a borrowed one of appropriate size before departure. Examination of the tube showed no puncture. I've used the Michelin "no-leak" tubes very successfully for a number of years.

Mike-- Mine went south just before annual last year. No squealing but I noticed the scent of gasoline when landing. The casing had split, and gasoline was escaping from the rupture, a very dangerous situation. If the weather is warm enough, you should be able to start without using that pump, but that puts a greater load on the starter and battery. Not good. Mine cost $875 and $80 labor to exchange it.

Job-- When the time came, I used Western Skyways to do my engine overhaul. I had never liked the concept of the "single" dual mag, so I asked if they could replace my IO360A3B6D with the true dual-maf engine, the IO360A3B6. Not only did they do that, but there was no core-differential charge. As someone else here has mentioned, your choice on this engine is the Lycoming steel cylinders. I've had no trouble with anything associated with this overhaul. I was more than satisfied with their work and their willingness to work with me. I'd recommend them.

Pacoch-- I used Western Skyways when I needed an overhaul and wanted a conversion to an IO360A3B6 (rather than the B6D). I have nothing but good things to say about the shop.Because they were looking for a B6D, they did not charge me a core differential. I have well over 100 hours on the engine now and it uses no oil and consistently provides me with 152K TAS.

Chris-- Tejas Aero in San Marcos matched my new spinner perfectly to the plane color. It is a metallic silver, so it isn't easy to hit it exactly. Highly recommended.

Skybrd-- This place has interested me for some time, and before moving to Taos we considered it. http://www.holleymountainairpark.com/ It is about as well thought out as any air park I've seen.

My M20J book says 30# for the mains, and 49# for the nose wheel.

Jeev-- No FSDO approval required. We installed the engine, which is approved for the M20J, and made the appropriate logbook entry. The cost delta was zero. My overhaul was done by Western Skyways, and they happened to want an IO360A3B6D for an upcoming overhaul, so it was an even swap. I'm glad I did it and would do it again. Installing it was a non event, except for some swearing at the prop governor until we got the correct one. Please let me emphasize that, from what I can determine, the "dual mag" system is proven and has thousands of trouble-free hours in the logbooks of multiple aircraft. I simply am more comfortable with actual redundancy, which I do not consider extant with the "dual mag." Piloto's statistical inference is correct, by the way, as far as it goes.

Jason-- The "single mag" engines actually have two magnetos, but they are driven by a single, common shaft. Therefore, if that shaft breaks, you effectively have no magnetos. On the "J" models, the engine nomenclature is IO360A3B6D, where the "D" indicates the "single" mag. The Cessna Cardinal, among others, used a similar setup. There were problems with that mag configuration when it was introduced, but many miles have been flown safely since they ironed out the difficulties. At some point, Mooney decided to use the IO360A3B6 engine (without the "D"), which has two discreet mags. Any "J" model can be upgraded at overhaul to the dual mag engine if desired. I think Jimmy Garrison at All American indicates it adds about $4000 to the value of the aircraft to do the upgrade.

Congratulations, Jim. You'll find out, if you don't know already, that this is the greatest forum around. Glad you could join us.

Evan-- You look in the baggage compartment and remove the broken bottle of oil that is leaking onto the floor.