carusoam

Dave, You could have the JPI Or you could have the EI They both have a lot of functionality. You may need an associates degree in computers to fly your plane when you are done. Best regards, -a-

Quote: planebones Just to fuel your madness: I bought a gear uppped M20-C at an AIg auction last year with exact same damage for $95000. i bought a used prop, rebuilt the belly skins, did the prop strike inspection, changed out the retract springs, welded up the ground off truss, replaced one flap hinge bracket.....Now have a $15,000 Mooney. Yes i am an A&P and had probably 90hrs of work in the repairs. Read the Lycoming Service bulletins concerning prop strikes....a complete teardown is not required, just remove the engine and inspect the rear gear section and change a couple of bolts. Ken

MB, Nicely shared experience. http://flightaware.com/live/flight/N9344V/history/20101025/0318ZZ/KOXR/KVNY I was hoping to match the story to drawing. It seems not all of the flight or the holds got into the picture. Sometimes flightaware will have the holds recorded and those GPSS ovals will be a perfect picture.... Best regards, -a-

I picked photos out of the photo album on mooneyspace. I am using an old Dell laptop with Windows XP. Nothing special. The following picture was selected from an attached photo. The procedure to follow would be attach the photos and then copy and paste into your text as appropriate. This particular photo was posted to an old thread related to an A-10 pilot helping out a mooney pilot with a cloud problem. This one was attached first then copy / paste into text. (I left the attached photo at the bottom). note: photos from the gallery receive a black outline around the photo. Attached photos seem to lose their black outline. Attached photos do not carry their caption through the cut and paste process. On further review, not able to do the same direct from my hard drive or from other websites.... -a-

"It would be nice to have a red failure light on the panel if the system fails." If you have the zeftronics, you probably have the LED circuit for panel mounted indication of a failure. The information is also available on the unit itself, but harder to read from inside the cockpit..... From zeftronics.... I put the bold on the two key topics. Lights in the cockpit and lights on the unit. Benefits: Increase Regulator Life. Prevents Regulator cycling More Precise Current Prevents Battery Current Lights warns the pilot Protects system from Reduce Trouble-Shooting Ease of Installation -a-

It was as simple as cut and paste. right click on photo, click "copy", put it in text right click "paste". I fell upon the simple procedure one day during a discussion of mooney speed and supplied panel shots.... -a-

For the IO-550G we have a blue range on the ship's EGT. Instructed to keep the mixture in the blue during climb and descent. It is a crude way of leaning during climb and keeping from running to lean as power increases during descent. -a-

Skybrd, With the solid state regulator, there are outputs for generator status. Will you be wiring them to an indicator on the panel? I figured, if you like the voltmeter, you would probably like to know if the generator has gone offline prior to finding the voltage dropped out. Best regards, -a-

Dave, I thought it was possible to cut and paste photos.... Sort of like this... Is this what you had in mind? -a-

If you don't maintain the original panel angle, you would want to match your AI to the angle that you choose. Do some searching through this board. There is a detailed discussion including price to modify the angle of your AI. If I get a chance, I will try and find it. ... Note: The following link is for artificial horizon with 8 degree tilt. http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=932#post9296

Is it a button or like the JPI Lean find mode? (manually lean through the peak EGT, and the JPI will "auto"matically save/display the peak value) Sounds cool.... -a-

Docket, Check out this recent post on the jack point for long bodies http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=1753 Jack point should be found on the engine mount according to Mitch. Best regards, -a-

On the M20C - The gauge is a mechanical vacuum system. I suppose the J is not much different. [1] 30" at 10,000 ft? full open throttle should barely be above 20". There is not that much atmoshperic pressure available. [2] There is some magic involved in the aluminum tube used to determine MP. Be sure the proper bleed hole (calibrated leak) is present. - If the tube is broken/open, It will show atmospheric pressure. At 10,000 feet it should be significantly less than 29 or 30" - If the tube has been replaced, and the proper bleed hole is not present, your MP will be much lower than expected. - If the bleed hole is too large, your MP will be much higher than expected. I learned this when the bleed hole in my M20C MP gauge initiated a crack that broke the tube open. The bleed hole is located right at the back of the MP gauge 1 or 2" up stream, usually pointed downwards. The purpose of the bleed hole is to keep the junk that collects in the intake manifold from entering your MP gauge at the time of engine shutdown. This is a really smart idea. If you have ever looked up inside the intake tubes and around the intake valves you probably have cleaned a lot of blue (100ll identifying) goo. If this is any part of your solution, the next question you will be asking is... what is the diameter of that hole? I was unable to purchase the part from Mooney at the time. Somebody (Bill Wheat?) was kind enough to go through Microfiche for me. There is a note on the drawing indicating the diameter. Of course this was M20C experience, the M20 J may be different. Also, I did not find the note on the M20C drawing either, it was found on one of the other bio-similars (d,e,f or g). Hope this helps move the ball along, - Anthony -

Interesting drain line. there is a drain at the corner of the air box, in the last picture. Where does that go? -a-

Caution: Seed planting ahead..... "500 people, who met on an Internet Bulletin Board, joined with 100+ employees, offered to purchase a non-profit airplane company" 600 new owners keeping Al's legacy in the air...... There is an example of something similar in airport ownership in NJ. Sky Manor (N40). 100 users of the airport purchased the whole thing. (land, runway, buildings, businesses etc...) "The current owner and operator of the airport is Sky Manor Airport Partners,LLC which acquired the property in November of 2008." http://en.wikipedia.org/wiki/Sky_Manor_Airport_(New_Jersey) The "deal" was put together by a core group of people that based there including a lawyer. (it takes all types.....) Seed planting complete: You are free to roam about the country, stop by Kerville on your way by...... -a-

Ken, He says.... [Worth every bit of the "Buy It Now" price.] This was the last line of the ad. But, I did not see the "Buy It Now" button..... -a-

Went flying today. Tested the theory of whether I am using full up trim on final. We had a rare no wind day and I was really able to hold 70kts on short final. I was pretty close to full up trim, but not all of the way. I continued to add more up trim as I slowed into the flare. Flare goes something like this in my mind.....hold it.....hooooold it..... hoooooooooooold it........Softest touch down of the year, held the nose off for another 50ft. Heavy braking made the second turn-off (rwy 29) to the MSC at Robbinsville, NJ. Used about 1,500 ft according to the technique I am experimenting with. http://bit.ly/c1VUWR (you may have to pan out to make it work properly) http://www.trails.com/googlemap.aspx (try it for yourself) -a-

David, First: Glad it worked out well. Thank you for sharing. You did well to help keep the focus on flying the plane. Excursions in bank and airspeed come quickly in IMC. Have you set your personal minimums and were you able to compare personal minimums with your flying partner? What were his thoughts after the flight? My personal minimum: I have difficulty trusting any nav and A/P equipment until I have used it in VMC first. I had a bad bendix king experience that allowed me to think I was following a VOR radial, the A/P was just flying unguided but wings level. It takes much concentration and sometimes knowledge to get all the settings, switches, radials, and frequencies dialed in CORRECTLY. Too many ways to make a simple fatal mistake. Acceptable Risk: Your pilot friend being rusty, but current, may have been able to do the IMSAFE checklist. He probably did and passed. His plane is in working IFR condition. Overall, it would be difficult for you to have made a better or different decision. The problem seems to be rooted in mental overload during an emergency in IMC conditions. Would that have changed if you were both current and well practiced? If the Rocket is like the Missile, the govenor, that Rocket Engineering, chose fails in fully feathered mode. (opposite to your 201 that goes to fine pitch). If the engine was either running out of oil or oil pressure. The prop would be trying to go to max pitch. Its a nice trick to extend glide distance by minimizing prop drag under loss of power. Your basic airmanship skills get an "A" for best supporting aviator. Things we don't talk about much: Low ceiling emergency. Break out and land. From 600 feet you have one minute to find a field and put it down. With a dead engine, you may want to carry more speed to the bottom of the cloud than best glide ratio. What else can you do? The only help you may get before breaking out is from ATC pointing you towards an airport nearby. I am looking forward to hearing about what happened to the hardware. I am glad you are making a list of training to be completed also. Thanks again, -a-

As a member, you can look up other members for means of contact, or search "piloto" you will find some of his writing on aircraft preferences. Fortunately, he is never far from mooneyspace. -a-

Rick, Mitch has covered it well. I launched a thread a while ago on touch and goes in mooneys. Search for it, if you can't find I'll look it up. TNG might be the key word. http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=1&threadid=1100 Be very aware that when you add power with the flaps down, it will push hard to go nose up. Hold the nose where you want it when you feed in power. You will probably be pushing the yoke as the trim takes time and the power is full in. My M20C was not much different. (except there was no eletric trim....) I usually hold the nose down, and electric trim with the left hand, while feeding in power with the right, flaps up, gear up follow again with the right hand. Not alot of power is required to arrest the sink rate. The whole 280 or 300 hp does not need to come on at once. I suspect, not maintaining control of the nose up condition will cause you heartache...... It can bounce up a bit as an initial surprise, but you WILL bring it back down to maintain flying speed. Now you know to expect it, I don't think you will be surprised by it. I recommend practicing the go around, not so much the TNG, unless your runway is really long.... TNGs: - a little float, big configuration change, 70kts and end of the runway is coming up quick........ Then remembering gear up and gear down in the right order at the right time....... -a-

Darren, Check with Piloto (Jose) I believe he is cruising the carribean in an M20J. -a-

Rick, With only two people up front and fuel in the tanks, the CG is very forward. You may have difficulty holding your approach speed (70 kts - well under gross) without using full up trim. I was M20R trained with the following: Maintain the sight picture in the windscreen and adjust speed with throttle. Adjust trim as necessary to hold the sight picture. ____________________________________________________________________ While adjsuting trim as necessary, I found that with only one or two people up front (no rear CG help) that the trim pretty much is at its up limit. 70kts feels slow and control is starting to be mushy, but the float down the runway is minimized. I don't think I have nailed a power setting just yet. But it looks like 13.5" of manifold pressure will fly the pattern to landing. So many other variables going on, it is hard to just "set it and forget it". Either way, I found the power setting to be much lower than I had expected from my M20c experience. (could be that the gauges just work better) Best regards, -a-

In 10 years of owning an M20C, I never took the ceiling down to get at that pesky part....(always open) So much air blew through the M20C it did not really matter. It would be nice to chase down all of the air leaks though... especially before winter. Probably not as important in TX as much in the more northern areas.... I am sure it can be done. -a-

"The seller always feels he didn't get enough and the buyer always feels he paid too much." Lood, I think you defined the "fair deal" - everybody is equally unhappy about the price, the seller is happy that the plane is sold, the buyer is happy about acquiring the plane. Sounds fair to me. -a-

Search the threads on the differences between the two mods. The actual installations are different. One maintains external access to the instrument panel and the other may not. -a-