N201MKTurbo

If I recall the mooney parts are 5/16-24 I looked in the parts manual and they don't give any clue to the thread size.

I have to look at things a little differently. I bought my first Mooney in Denver and flew the first 2000 hours around the rockies. I didn't know any better, the performance I saw at Denver was normal performance, and of coures the performance would be degraded at high elevation airports like Telluride and Leadville, but that was to be expected. The real performance surprise was when I would fly to sea level airports and see the awsome amount of power the plane would make on takeoff. I never considered APA to be a high elevation airport after all it is on the flat lands.

A mechanic friend of mine asked me to ferry a rocket one day. I flew it from Stellar Air Park to Flagstaff. It took 40 min. to get there. The airline flight back to PHX (shorter distance) took 1 Hr 15 min. To be fair, I flew up VFR direct except for the class B and it was pretty straight, and the airline went IFR and they flew him all over the place. That plane climbed at almost 2000 FPM and at 12500 it was trueing at 200 KTS and I had a bunch of power left.

When I was flying all over Colorado, I considered APA to be a low elevation airport

It sounds like you saw a Porsche Mooney. They came from the factory with a single lever power control. They have a Porsche Engine not an IO550

Don't operate your engine in the yellow arc of your tach. This is the RPM range which causes high levels of torsional vibration in the prop/crankshaft, and I believe the crankcase.

You might check if the intake riser is loose.

You can get to APA any time you want baring IFR. It is out on the plains, quite a ways from the mountains. Even in severe wind conditions the effects diminish for the most part by about downtown Denver. I flew over the rocks almost daily out of 01V (RIP) for six years. I remember one day I just got back from Aspen and this old guy at the airport asked how the weather was. I replied " oh, it was OK" he then asked "then why do you look so green?" 26 years old with a Mooney and a job that had me flying almost daily, I was bullet proof!

Your E will do 12,000 without breaking a sweat. The winds and bumps going through the pass can be severe if not just annoying. If you try to get V388 they will try to get you higher than 12,000 because of airline traffic (MEAs be damned). L.A, SoCAL and SNA seem happiest with you on V64. Just slow down to approach speed over Santiago Peak, because they will keep you at 8000 until passing it and then clear you for the approach, which you will not be able to make without speed brakes, so just plan on flying through the final approach course and circling back to the approach, which is what they will do after they figure out that you cannot drop like a brick. I always fly IFR into SoCal, the airspace is very complex and IFR makes it all go away.

I looked at the picture of the plane, it is the same conversion I have. M20Turbos turbo normalizer. You can tell by the shark gill vents on the cowl. It was never offered by Mooney. Maintenance is a bit harder because the already crowded cowl is way more crowded. I’ve had the exhaust crack which I welded myself, and mounting brackets crack which I sent out for repair ~ $100 per weld repair. Burned up the turbo once (no fault of the system) it cost $2400.00 to repair (never stopped working, I found the damage through inspection). I have had to repair the air box twice because it chafes on everything; it is in there so tight it is impossible to keep it from hitting something. The pressure controller went south it cost $200 to repair (Approved Turbo Components is approved to repair it). Other than that it works great!

I agree I landed there twice in my F. It can be a handful. The wind and turbulence through that valley can get to be severe. I had a ski trip there year before last and I was staying at a condo across the street from the Angle Fire airport, but I elected to land at Taos and drive to Angle Fire because of the winds. I’m sure I could have made it, but lately I’ve become a bit of a turbulence wimp.

I wouldn't rush and replace the switch, do what JimR said and clean the switch. I would hose them down with triflow and operate them with your fingers. Rotate the jack screw so the bump is off the screw so you can work both switches. If you do want to replace the switch, find the Honeywell part number and look for them on eBay.

My dad and I did mine in about 12 hours. I'm an A&P and he is a master carpenter, a good combination. The plastic was about $350. Sealant was about $30.00

I have a turbo 201 and it doesn't go that fast. If I take it up in the flight levels I can get 190 KTS, but it takes all day to get up there and about 70 miles to get back down. I usually run LOP at 9.3 GPH, if I feed it more fuel my TIT gets to high. I can run ROP at about 10.5 GPH I go about the same speed with lower TIT. I usually fly in the high teens at about 175 - 180 KTS

You will be better off BLH V64 KSNA. The ride will be better and that is probably what you will be assigned anyway.

I was reading the post about electronic logs and it got me thinking about the number of airports I have visited. I remember reading an article in Flying by Duane Cole where said that he had landed at over 750 different airports. I checked my logbook and I was only at 225, I was wondering what other people's numbers are. This is my first poll, I hope it works!

I have always written my own log book apps, the comercial ones don't seem to do what I want. I wrote my first one for a Mac back in 89. My current one is in .NET. The only thing I use paper logs for is BFR, IPC Etc. I love the ability to query the database to see how many times I've been to a certin airport, how many landings I've done in Mississippi, and such.

I hate to say it, but you can melt your pistons, well soften them to where the piston pin holes get elongated, and the ring lands get triangular shaped and your oil consumption goes to 4 qts per hr. This happens when you lean for taxi, and rush the checklist, just saying...

Just set the switch to up, get out of the plane and vigorously shake the flp up and down, it will go up.

I have found that if you pump your brakes while up high, say above FL100 it will work all the air out of the system. Besides what else do you have to do while motoring along up there, it'll give you something to do.

I have found that with high oil pressure the engine uses more oil. I have always set my pressure to the bottom of the green in cruse.

I once played around with slow flight in my F. It was when I was young and foolish. I was based in Denver at 01V and the wind was blowing like crazy. I wanted to get my DME speed to zero flying toward the Denver VOR. I don't remember the power settings, but I flew for quite a while with the needle 1/2 a needles width above stall. I even landed at that air speed, which I later determined was real stupid. BTW The ground roll was about 5 feet. So I started experimenting with the plane by gently stalling it from that speed, and a strange thing happened. If I stalled very gently and then just increased the power a little the plane became perfectly controllable while descending at 2500 FPM. I was able to repeat it three times, once doing a 90 degree standard rate turn. When I would push the nose over to recover, the airspeed would go almost to the red line. I found a NASA article about something called a deep stall, that decribed the situation, but they were using specially modified sail planes to do the study. Well I can tell you a Mooney will do it without being modified.

I couldn't agree more, the scariness of the IFR has nothing to do with the ceilings and visibility of the destination. Until you have been inside a level 5 storm on the Gages you don't know what scared is.

I have one, never used it, put new batteries in it the other day.

I flew 2500 hours out of Denver in 8 years in my F. I went all over the Rockies almost every day. Your J will take you anywhere you want to go.