m20exec

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Quote: DaV8or BTW- this thing looks Gizmo ready!!

Sorry Larry. I should have re-read your post. As a HRO your obviously aware of the rf coupling issue. At 2" your ELT might act more like a secondary of a RF transformer. Jose's suggestion of mounting the ELT antenna on the bottom of the AC would minimize the coupling, but you might be trading one issue for another in the event of an emergency landing. Assuming you had to make an off airport landing, didn't end up inverted and your ELT now on the bottom wasn't sheared off,

From your picture your ELT antenna looks closer than 2ft. What points were you using to measure this distance? While it's entirely possible your COM 2 issue might be other factors, whoever mounted that ELT antenna either didn't have a clue or didn't care. As it was installed 10 years ago we can assume it was a 121.5 mhz elt. The reason a minimum of 3 ft is recommended is to reduce any interaction between any two antennas. Having two antennas of a near or harmonically related frequency in close proximity can detune each other and distort the pattern. I had this type on my previous AC and I seem to recall being able to remove it by simply unscrewing it. If you can do this with yours I'd remove it for a few test flights and see if you're com issue improves.

Hi Michael -- I was considering the scimitar 2 blade after the Hartzell hub AD was issued. At that time Hartzell was offering a substantial discount on a new hub and/or propellor. The discounted price for a new propellor was $5700 and the price for the top prop was around $7k, but that price included a new bulkhead and spinner. I spoke at length with Mike at Hartzell about that prop and he was highly recommending it until I informed him I had a Rayjay installation. After he learned it was going a TN M20 he said he wanted to run it by the engineers first. He contacted me later and said the engineers wouldn't condone this conversion as the turbo might impact the harmonic characteristics. While I didn't interpret this to imply there would be any issues, this combined with a different RPM restriction was enough to dissuade me so I ended up with a later revision of the standard prop. Mike did say that if there were a sufficient number of TN owners interested they "might" re-test with a TN M20. As my only knowledge of this was in the late part of 2007 I have no idea if Hartzell ever did this. While I have little doubt the scimitar prop is a better design, unless Hartzell has test data with a TN M20 it's simply less of a known quantity having only been flight tested with a normally aspirated F. A grey area might be how this would impact the Rayjay STC. If an incident were to occur an insurance carrier not wanting to pay might argue the propellor didn't conform with the Rayjay STC. While I wouldn't lose any sleep if I had this combination I'd be curious if Hartzell has changed their guidance regarding this.

I think this comes under the category of oops! Is that a scimitar prop on your F?. I considered one for my AC, but the engineers at Hartzell were less than enthused with it being installed on a TN M20 as they hadn't done any flight testing in this configuration.

Quote: Flymu2 I spoke to this owner. Seems like a nice plane though priced a little high according to Vref and NAAA. Would anyone hazard a guess as to how close the performance of a J this plane would be with its mods?

Quote: M20F Since I got my M20F back from annual and upgrades it will only develop 3-4 inches on the Ray Jay which worked great on the trip down. We hooked a vacuum up to the exhaust today and the only leak I could find was coming from The EGT probe on the #4 cylinder which was installed along with an EI MVP-50. It wasn't a major leak but does anyone know from experience if this could cause that much loss of boost? We are having issues with the new Skytec starter (fairly certain at this point it is a dude) so couldn't see if that fixed the problem. Goes into the local MSC on Monday but interested in opinions.

Quote: FlyingAggie This plane sounds awhole lot like a one I was interested in last year. N231EH was for sale by Barron Thomas. It had a damage history in which the the rear spar had been damage and repaired by a unrecognizable A&P. The the repair was poorly documented. BT assured me it was a first class repair. The a/c had been moved to Chandler Aviation for a pre-buy that fell through due to the buyer not qualifying for a loan. The prebuy hadn't turned up anything major, but they hadn't pulled the wing skins off either. BT originally listed for $79K, then reduced to $59K and I think finally sold "here is as is" for $28K. Months later I was speaking to Chandler about another 231 and I asked him about EH. Turned out, the next buyer had'em dig deep and the repairs were improperly made. I was going to cost a ton to make it airworthy. Proceed with caution.....

George, As you have said, there are some who regret installing a 3 blade and others who seem to be content if not pleased with the performance, which indicates to us that this issue is more complex than I've heard it presented. It would be difficult to imagine Hartzell or any other company designing and STCing a propellor if they believed it was problematic and it's likely the aircraft used for testing may have not shown these issues. Until I hear an explaination which might explain the varying reports, I can only assume there are many unique variables in play such as engine timing, cylinder and flow balancing, the exhaust system, dynamic balancing and possibly some other suspects such as cowling. and rigging. It would be interesting to know more information about the planes that experienced these vibrations vs the ones who don't experience this.

Quote: Mooney217RN Actually looks like a good buy. Here's some things to consider however - get compressions off all 4 cylinders. If any are below 72, you have new cylinders to buy. The 3 blade prop is pretty, but...be forwarned that it throws off the balance on a 4 cylinder engine. The only 3 blader that works is the MT composite. A few other matters to look at - when was the engine overhauled? Beyond 12 years, and you must do an oil analysis, pull the screen, and search for wear/tear. A/D on the yokes/control tubes. The tubes must be inspected at the yoke mount for signs of wear and/or cracking. Finally, fuel selector valve is another item to look at for servicing.

If this is a clean and well maintained F the "asking" price may not be that far off considering the the low airframe time and better than average avionics. The one offered on Ebay appears low with all the speed mods, but with a damage history of two gear ups and double the AFT a buyer might be trading a few knots and aesthtetics for other major headaches down the road.