Lood

If I fill my F to 64 gals, the fuel level is at the bottom of the two holes in the triangular indicator, right next to the filler. As has been said, if filled right to the necks, you do get in some more Avgas, but in my F, this extra fuel also seems to either drain out through the overflows or whatever, but whenever I fill to the necks, the fuel level will be down to the 64 gal mark after a day or two. My tanks were resealed during the previous two years and are 100% leak free. If filled to the 64 gal holes, the fuel level will stay there for weeks.

Here in SA, our props get a midlife inspection every 5 years or 500hrs - whichever occurs first and a complete overhaul at 10 years or at the props' suggested TBO.

I have actually considered getting my IF, but here in SA, getting your PPL IF is just about the same as going for your CPL. This put off quite a few PPL's and the general feeling is that one might just as well do the CPL. That is about to change, however and apparently, there's a new syllabus, specifically tailored for the PPL IF, coming this year. I'll certainly have a look at that when it has been launched. I'd love to get the IF rating, but have no use for a CPL.

Thanks to all for your replies. With a normal PPL, here, in South Africa, you are not allowed to fly, 15 minutes before and after sunset and sunrise, without having a valid and current night rating. The rating itself consists of a theoretical exam, mostly about air law and 10 hours of instrument flying, of which 5 hours may be done on an approved simulator. The check ride consists of a 150nm cross country flight, at night, together with 3 full stop landings at 3 different airports. If you pass all those, you get the rating and are entitled to fly VFR at night. I still have to read up on the currency part of the rating, but I do know that you are not allowed to carry any passengers on a night flight if you have not completed at least 3 night landings during the 3 months preceding your intended flight.

Thanks Carusoam, I agree with you on your outlook towards night flying and believe it or not, I also don't have any intention of flying my Mooney at night. Ever since I've finished my PPL, I've always wanted to do the night rating, just to get the extra experience and the minor exposure to instrument flying. If I like it, I might consider doing an IF rating, but like night flying, I have even less intention to fly in hard IMC - strange, but true.

I'm planning on doing my night rating this year and I would like to upgrade the current, ex '67 setup in my F to something more technological advanced and modern. I've had a look on Spruce and see that there are quite a few makes and options available. I like the bezel type lights which illuminates each instrument on it own, at 360 deg. I would appreciate any feedback and advice on this.

If there's nothing wrong with the engine, leave it be and fly it. A factory reman is normally a very wise option. That said, you can obviously afford a new engine, because you are considering it among the other options. I'd go new if I could afford it. There's just nothing like starting up a new engine for the first time and knowing, from thereon, how it was treated and that you were the only one to handle it. Great peace of mind...

A friend of mine bought his 1980 model 231 in 1982 with only 200hr since new. He handled it perfectly and flew it all the way to TBO without problems - took him about 26 years! It certainly is not the same as the 252, but when treated correctly, it will last. I do agree with all the above sentiments on the risk when buying a used one. Some pilots are just not made to fly behind a turbo and you'll never know how it was treated. If I had the money, I'd buy either a timex airplane and fit a factory reman or I'd buy from someone that I know really well.

+1. Lots of elbow grease and some thinners.

Never done it, because I simply haven't had the need to do so. However, should I find myself in a situation where endurance is of critical importance, I will.

@tsuttles: Good question and I also ponder with that at times. However, I just had a very, very expensive engine overhaul done last year and I basically ended up with a brand new engine. I've tested the market, but with the current economy, it is very quiet and I will never get my money back that I put into the overhaul. Should I decide to sell at a lower price and upgrade to a J - which is the only way I will trade towards, I'll be back to square one, with an airplane unknown to me and with an engine that is already way past half life - at least. It might also be hiding a long list of snags and I'll be starting from scratch. My F suits my mission perfectly and it is sorted out completely, without one snag. My need for the autopilot is that I have another farm that is almost 300nm from where I live and I have to visit there every 4 - 6 weeks. This takes in the region of 5 hours, there and back and many times, I have to do this on the same day. Leave at first light in the morning, work on the other farm and land back home just before sunset. According to my logbook, 92% of all my flights are done by myself, so it gets pretty boring flying the same route, over and over, all alone. I agree that adding an autopilot will certainly be over capitalizing my airplane, but I probably won't be selling it soon, so I might just as well bite the bullet. First prize would be to just go on and buy my ultimate airplane - an Ovation and I'll be happy forever, but unfortunately, any Ovation is way out of reach at this stage.

Hi all, below the responses from both Century and S-Tec: Century: "I would also like to confirm that this system is 100% and includes both heading hold and altitude hold, as well as all required hardware, wiring and instruments?" "Yes that pricing is for the Complete Autopilot Kit with everything you will need for flight.. yes you need to contact a shop in your area to ask of the total install time needed." S-Tec: " Hello Lodewyk, I believe the system that would best fit your requirements is the basic System 20 (see attached). It is a rate based system consisting of a Turn Coordinator with a built–in Roll computer that would replace your existing turn and bank. It has wing leveler with turn command knob along HI & LO Track modes, which can be coupled to multiple NAV receivers for VOR, LOC, and GPS. The unit also has the capability of tracking the HDG Bug of an HSI or DG if equipped with AP HDG output. The System 20 can be easily upgraded to a System 30 which adds ALT HOLD at a later time. So basically: The System Twenty is a Roll Axis AP consisting of a Turn Coordinator / Roll Computer and a Roll Servo with the capability of Turn Command, HDG hold, and Nav Track. The System Thirty adds a Pitch Computer, Altitude Transducer and Pitch Servo, to provide ALT Hold and Trim Prompting. The AP is then considered a Two Axis system. Please see attached for system description. Pricing below. List price: $9793.00 Includes complete installation kit The System 20 can be easily upgraded to a System 30 by adding a Pitch computer, Pitch servo, and Pressure Transducer. There is an upgrade kit for this: Mod kit list price to upgrade to System 30: $6470.00"

@ Steve Dawson: I'm not 100% sure,but I guess not. I did send Century another e-mail to confirm that, among others. Thanks to all for your replies. I'm waiting for a ball park price from S-Tec and I have actually sent Brittain an e-mail about 3 weeks or so ago, but they haven't responded. I'll try again.

I'm seriously considering an autopilot for my '67 F and would like some advice, please. My airplane did have the standard PC system, but that was many, many moons ago and everything has been removed over the years, so I'd like to start from scratch. Costs will dictate in the end and with that in mind, I would probably look at something on which I can add over time. Maybe start out with something like a wing leveler or heading hold and add altitude hold at a later stage. I fly only VFR, so I don't need anything required for IFR . I know that S-Tec is big, but then I've also came across many who reckon that after sales service basically consists of ending up buying a new component - very expensive. I got this quote from Century: "Good day, Could you please advise me on the best autopilot option? I fly a 1967 Mooney M20F, serial #670077. I'm looking for a basic system that offers a wing leveler or heading hold. I would also like to have altitude hold, but depending on the costs, I would opt for a system onto which I can add alt hold at a later stage. Kind regards" "Ok the only Autopilot STC at this time for your Aircraft is the C2000 which is an Two Axis && would have everything you are wanting.. Pricing is $13,289.00 for the complete autopilot with 3 week lead time.. please reply if I can be of further assistance.." I'll also ask S-Tec for a quote on a similar system, but would appreciate any input.

To pour into my coffee in the morning! Why, what were you thinking... On a serious note though, I accept all the good spoken about Camguard, but unfortunately it is not available here in South Africa and to import it, with our poor ZAR/US$ exchange rate, is not viable. That said, my AME have been using Avblend for the past 10 years, or so, on all the airplanes that they maintain. According to them, sticky valves have never again occurred on any of the engines that have Avblend added.

Well, I must agree that these C's are indeed amazing. I did the 3-way speed test today and my F did a rather disappointing 141kt TAS. Conditions were not very good - windy and a bit bumpy, so keeping things rock steady wasn't easy. Power settings were WOT, 100deg ROP, 2500rpm, 7500ft and a density altitude of around 8500ft. Fuel flow was 11gal/hr. I normally fly at 75 - 80 deg ROP (10gal/hr) and the 100 deg setting didn't seem to make any difference in performance. I did the run twice and got 140kt on the first and 142kt on the second run. I have no speed mods on my F and the only add on is a Lasar lower cowl closure. I had full tanks and was alone in the plane - 2400lbs or 341 below MAUW.

If you have it looked at, get a quote if it needs to be fixed and weigh the price against that of a new, light weight, high speed starter. Either B&C or Skytec are excellent and you'll never regret it.

I use Avblend.

Thanks Jerry. Will see if I can get around to do a speeds test this coming weekend.

I have them on my F and they're VERY nice! I even have two options wrt strobe flash intervals.

My Whelen power pack gives two options for each wing tip strobe. 3 Flashes in succession or a single flash. I just have to move the plug to which ever option I like.

Didn't Beech stop producing the S35 somewhere around 1966? Then why on earth would anyone opt to fly a '66 model S35 when you can fly a M20J that is AT LEAST 11 years younger?

I generally fly at FL085/095, WOT, 2500rpm, 75 - 80 deg ROP burning 10gal/hr, 142KTAS, CHT's range between 290 deg - 340 deg on average and EGT's around 1360 deg. I've flown LOP a couple of times, loose about 8kts and fuel burn comes down to around 8.5 gal/hr,but for some or other reason, I'm just not comfortable with it.

I have similar seats in my F. They're nice looking and very comfortable.

Seeing that I'm a farmer, I always have one on my belt and that's also true whenever I fly. I can't think of one day going by on the farm, without me using my Leatherman, more than once. I have a Wave and a Surge.