Stan

1989 MOONEY M20J N1013U GLOBAL AEROSPACE Liability Insurance Each Occurrence $1,000,000 Each Passenger Subject to $100,000 Physical Damage: F. All Risks Basis (Ground and Flight) Insured Value: $125,000 Deductible: In motion $Nil / Not in motion $Nil Medical Expense Coverage Medical Expense Limit $10,000 Included Coverage Premium: $2,983 Age: 75 Comm, IR, TT 2147, Retract: 934, Time in type: 481, no claims, hangared, single owner.

Skip, That is my question also. It looks like it was pushed down from the top, so possibly the mechanic stepped on it. My mechanic had a new guy helping him, so who knows?

Rich, thanks.

Yes the part number is for the complete Gascolator, however no screen is shown. Skip, I have an 89 J and the same can as yours. Here is what the screen/filter looks like:

My Mooney Part# 610015-001 Airight, Inc. gascolator fuel screen (filter) needs to be replaced. The parts manual shows no filter screen or number, and it also appears Airright was bought by AAPH. Does anyone have a source of this part?

Glen, I sent you a PM.

Lee Fox worked with me. Lee Fox, Fredericksburg, VA. (540) 226-4312. Email: LCFox767@gmail.com. Mooney Staff CFI, Mooney Safety Foundation. Retired American Airlines Check Airman. Owns a M20J 201. Total time: Over 20,000.

"A 24-inch jack is ideal. You may get by with something an inch or two higher with some creative ramps, blocks, or wing lifting, but 24 is the low stress option." I put my J up on ramps.

Aerodon, thanks for the offer, but I'll make one myself. Thanks again!

I am replacing my rebuilt (twice) Electrodelta VR 802 voltage regulator. The replacement is a (International Avionics Inc.) Mooney Part # 940170-501 which is a replacement for Mooney Part # 800270-501. The replacement VR is smaller than the VR 802 and a new bracket is needed. Has anyone done this and if so is there a drawing or sketch of the bracket, or does one fabricate one?

B & B Aircraft Supplies had most of what I needed, in the Fly Market

A 3 count on the prime solved (hopefully) my starting issue. I went flying yesterday and the 3 count worked for me, it was in the high 80⁰ F. I was over-priming it before. Thanks for the help and discussion!

The mags were timed with a synchronizer and were overhauled because they were due. As an aside: if there isn't a 20⁰ impulse coupling, why would Lycoming say time it to that in their Operator's Manual? Again my mechanic timed it to 25⁰ as referenced on the dataplate.

We heard the impulse coupling so they were timed to 25⁰ BTC. Checked the fuel flow at the injectors and the bottom plugs, the engine is getting fuel. Nothing was done to the ignition system at all. The battery shows 24 volts on start. Going out tomorrow and will play with the boost pump and throttle settings

I have a 1989 J model and just got my Dual Magnetos rebuilt. The mag drop and difference are fine. However, my normal start of 2 to 3 engine blades now takes over 10 to 15 blades with 2 cycles of 10 to 15 blades before it starts. Once started it runs fine with no issues. A hot start is fine with 2 to 3 blades. According to the engine data plate, the engine's timing is 25⁰ BTC. But according to the “Lycoming Operator’s Manual, O-360 And Associated Models,” Page 2-3, Revised March 2009, for my serial number L-27655-51A, the timing for the mags is 20⁰ BTC, with the caveat, “Consult nameplate before timing magnetos.” So, it was timed according to the data plate. Does anyone have any thoughts or experience with a longer blade count?