Parker_Woodruff

Quote: fantom Maxwell can patch that for you, Parker.

Quote: fantom Design and paint job look great, Scott. Encouraging to know you can get a very good job at a reasonable price. I think just having a smooth new paint job should give you an extra knot or two

Maybe I'll see you at Maxwell's shop...Either this Friday or next I am taking my plane to him to get some squawks fixed on 9NS before I take it to the FSDO for my CFI ride.

Great photos...nice plane...where did you end up getting the engine overhauled at?

So if I bring it to the FSDO for my CFI checkride, will it require a field approval?

Quote: LFOD Thanks guys, but I found a replacement. Bought some foldable cup holders that screw into the center console. I will most likely just use velcro.

You can get FIKI on the M20S as well...

I'm going to Tejas next week to pick up a guy dropping off his Symphony there for paint. I'll have to take a look and see how the Mooney is coming along!

Quote: JimR 1) 1978 M20J - 10,090 hours TTAF 2) 2855 hours on FNEW (Engine #1) 2894 hours on FRMN (Engine #2) 2816 hours on FRMN (Engine #3) 1525 hours currently on FRMN (Engine #4) 3) My plane was used by a radio station in the San Francisco Bay area for the first decade or so of it's life, which is where it racked up almost all of it's time. Since all of the engines were factory remans, I don't have logs for them, but Tom Rouch of Top Gun Avation maintained it during those years, and he has told me that all of the engines made it beyond TBO without serious problems. The current engine has also had no engine problems during my tenure and according to the logs.

He did the reverse a couple days ago in 7 hours and 1 minute...plus whatever time he wasn't being tracked!

Quote: Cruiser I wonder why the focus of this new engine introduction is on the replacement market? I would think Lycoming would be much more interested in selling this engine on new planes? I have not heard anything about it except as a replacement. Or is it too early for the OEMs to market it?

I wonder if the IO-390 runs as well LOP as our current IO-360s do. If they don't, that's a deal killer. But if they are priced the same as a reman'd IO-360, it's tempting. Especially as I sometimes do use all of that 2900 lb takeoff weight and a little more UMPH in the summer months would be nice. However, I hopefully have 600+ more hours in my engine.

Quote: fantom From what Lycoming told me about the 390, that is correct. It will probably burn another half of gallon per hour, and yield no more than 5 knots per hour more. They also said they would have a favorable initial offering where a new 390 would be priced just a bit more than a factory reman 360. We'll see.... Seems the STC won't include McC props which is almost as odd and hearing them call my J a "legacy" model.

From the specs it sounds like the IO-390 weighs about what our IO-360s weigh.

Quote: LFOD I would much prefer the Deltahawk... imagine an M20J with a diesel that can produce 100% power into the teens.... slap some TKS on it and that would be an outstanding aircraft.

Well, everyone used to want to be me, but now it looks like you're the cool guy on the block. What model do you have? My M20J doesn't have a problem with hot starts even with my slow Kelly starter.

1. 1990 Mooney M20J-AT 2 Approximately 1400 SMOH, 350 since top with cermanil cylinders several years ago. Bought the plane in February. All compressions are mid-high 70s. 3. My airplane is on its fourth engine, IIRC. It has generally gotten about 1900 hours before overhaul, but that was all by Embry Riddle

Can't wait to see how it turns out!

Dude...Nice ride.

Ugh...my fuel gauges have recently started getting rather whimsical in how much fuel they report, too.

Quote: 67M20F

Quote: Amelia Thanks, Parker- I look forward to hearing what you decide. Amelia

IIRC, the EI starts recording at more than 20 or 30 seconds above 2000 RPM, but I'm not remembering the exact figures.

Scott, every Mooney I've flown has been different and I haven't flown one with what I've seen in the pics on your panel. I'm not a fan of the pressure FF setup, then again you have a JPI, so fuel flow isn't an issue there. I have the factory fuel pressure gauge up on the top left of the panel with the oil pressure, oil temperature, ammeter, L/R fuel QTY. Down on the right side is an EI digital tach and manifold pressure indicator. Those two were installed for just over $1000. You can get the EI pre-programmed with your AFTT if you want. I didn't have to do the MP, but I figured I should and wanted it to match the tach. And FWIW, the LASAR visors are a big improvement over the factory ones. I still need to take Charlie's takeoff checklist off the panel.

My stall horn is not going off until the airplane stalls, which is just such a convenient reminder at that point. What's the general procedure for this, as there are recommendations not to bend the metal on the switch? I've got my CFI checkride coming up and am taking the plane to Don Maxwell's shop to have some minor stuff worked out before then. So far the list: 1) Adjust the stall horn. 2) Add a dimmer to the EI RPM and MP gauges. 3) Get a replacement static wick