N201MKTurbo

All over the nose wheel. Haven’t you ever owned an airplane?

I have a friend who designed a Charlie weight alteration to a 231. He has all the engineering, which was approved by a DER. The FAA approved it as a field approval and said they would approve it for any other airplane. The mod will accommodate up to 100 Lbs in the tail. He can build the parts too. Let me know if you would like his contact info.

I’ve been on some long cross countries where a rotisserie bacon oven would be pretty sweet!

I don’t understand why anybody would put new cylinders on a 1700 hour engine. Just pull the bad cylinder and send it off for repair. You will probably be buying new cylinders in a few hundred hours anyway.

I have one in my hangar if anybody needs one.

I would suspect the gear contactors (the big relays).

I have 3 of them. I can’t cook without one.

Wow, hasn’t anybody been taught how to test an iron to see if it is hot? You lick your finger and touch the hot surface very quickly. The spit on your finger boils and sizzles and doesn’t burn your finger. Basic life skills.

The FAA guy said no, but everybody in the audience raised an eyebrow.

Jinx

With no engine monitor, remove your side cowls, run it up on the bad mag, shut down the engine and quickly go out to the engine. Lick your finger and quickly touch each exhaust pipe. The one that doesn’t sizzle is the bad one.

A J bar M20F or M20E is hard to hurt. Except for corrosion. Engines and fuel tanks. An airplane setting a long time in a hangar can still suffer from corrosion, unless you are out here in the southwest. Airframes and engines last forever around here, that’s why the military and airlines store their airplanes here. If an airplane is stored outside here, the sun will destroy interior and paint and anything not made of metal. The bottom line is you need to evaluate every airplane individually. Age doesn’t necessarily matter.

I wasn’t trying to make any trouble or accuse anybody of anything. I recently attended a seminar put on by the FAA where they were talking about this. They talked about removing STCed alterations, which they said anything that requires a 337 to put on, requires a 337 to remove, which makes sense because you are changing the configuration of the airplane, W&B and removing sections from the POH. Although it wasn’t specifically mentioned, removing a factory option would require all the same steps. They also mentioned that you cannot remove a component from one airplane and install it on another airplane without some documented testing that proves the components are in an airworthy condition. I think that requirement is sometimes overlooked.

Are you going to file a 337 for removing it? It seems to be required.

What are your plans for the paperwork on that?