Guillaume

You need to remove the blower from the aircraft, disassemble it, lube the shaft and noise will be gone. I've been there already .

GTN650 is quite deep and there is limited space on top of the radio stock. I'm not sure that's physically possible.

And they definitely last for more than 10 hours after welding/repair...

Mine was also stiff and couldn't really be lubed (and shouldn't be by manufacturer instructions). Ended up replacing the prop control cable by a new one from McFarlane (PMA'd). It has been smooth ever since.

My post was not very clear. I understood that the OP had liability concerns regarding operating an engine beyond TBO. I just wanted to point out that he was already doing so. In europe, regulations are now the same : aircraft owners may choose to deviate from TCH recommended TBO for non-commercial ops.

Just wanted to point that calendar TBO on a TCM / Lycoming engine is 12 years (regardless of flight hours). It seems that you have been running the engine beyond TBO for quite some time.

Hi, Would you sell only the rear bulkhead ? Thanks.

When POTUS comes to France, he usually lands at the airport where I'm working as ATC. Vectoring AF1 is .

Here you go.

Basically the same. I try not to use them but sometimes they are convenient when arriving too high (due to terrain or airspace / ATC restrictions).

I had more or less the same issue years ago. See Replacing the mechanical fuel pump did the trick. The engine runs fine because the RSA 5 fuel servo works across a wide range of pressure by design.

Unfortunately I don't have any direct GA experience in Bosnia. So far, I only visited Brac in Croatia and Portoroz in Slovenia. Both places were nice to visit and very GA friendly.

US tools are not difficult to find over here. I would say that half of the GA fleet is composed of US made aircraft.

For those interested, the french NTSB just published an investigation report on a Mooney nose gear collapse. Improper maintenance lead to the failure.

The new maintenance manuals are quite clear regarding 710070-501 lubrication. Unfortunately for me, this piece of information is still not in the latest M20J Maintenance manual (although aircraft are equipped with it). Mooney doesn't care.

Indeed, it was.

- I purchased them from LASAR. Aprox 2 weeks lead time during Christmas 2018 (Mooney had it in stock back then). - Wiring is the hardest part. There are many cables (yoke lighting, PTT, AP disconnect, CWS, Speedbrakes, possibly trim switch if equipped). Wires were cut behind the yoke tube (approx a good meter behind). New wire splices were installed (most of the wires already had a splice anyway). Disconnecting the wire at switch end is another option but it will require welding inside the aircraft for reinstall. Welding is a precision task and I felt that I might not be able to make a good welding job in the aircraft cockpit. I just wasn't confortable with that. Carefull cable routing after reinstall is an important task too. You don't want to mess with your flightcontrols. - When the yokes were off, I wanted to have a new part. I wasn't sure I would be able to clean the old ones back then. I installed the new parts right away. Although the old eyeballs were way smoother after cleaning, they were not as smooth as the new ones. Hope that helps. Good luck !

With EASA Part-M light, you can now run "on condition".

Are you interested by M20U manuals ?

SB M20-201 (still looking for a spinner aft bulkhead)

I'm looking for a reasonably priced M20J spinner bulkhead if someone happen to have one in stock (p/n : 680031-017) . I got mine repaired but I would prefer to have a spare one in case it cracks again.

I replaced my 17 years old Lords with Barrys last month. They work as expected.

Indeed, my profile is for the J.

Indeed I had to change a ST microelectronics transistor on my lighting box (M20J) few years ago. Total cost 2$.

This G1000 panel would require (at least !) welding of a new part (340304-501) to the cabin primary tubular structure (if that's even possible) and a new glareshield if your M20J is below s/n 24-3374. I'm not sure how you would deal with that with your aviation authority wth that, but on this side of the pound it would be rather complex. Dual 10'6" G3X is not an approved configuration per Garmin STC. Only a 10'6" + 7' is approved. Remote com does not exist for G3X touch certified. Only for experimental as of today The AoA feature does not exsit for G3X certified . Only for experimental as of today Remote audio panel does not exist for G3X touch certified. Only for experimental as of today Well...