N201MKTurbo

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.

If you look through all the manuals there are about 5 different parking brake valve arrangments, I don't think they ever got it right. Use chocks...

Oh, I don't remember, I'de have to go out and look at the plane or the manual. One other thing, if you put the bolt on backwards with the nut and the low profile bolt reversed it will jam on the nut. Don't ask me how i know all this.......

Nothing you say in a forum can be used aginst you in court, the defense is that it was just a fabrication, you just made it up for the heck of it. Everything would need to be proven by other means, but then again, let's not get them looking things over with a fine toothed comb.

I always find it funny that the only thing people talk about with regard to IFR flying is flying an approach to minimums. every IFR pilot should be able to do that. the real scary stuff is what is lurking out in those clouds, icing, embedded thunderstorms, severe turbulance while IMC, those things will kill you.

I tested it on the ground before I flew it. All you have to do is turn the roll knob, if the yoke goes the wrong way you did it wrong.

You may find that the steering horn is not assembled correctly. If the collor with the notch is installed backwards it will hit during retraction. Also there is a bolt with a low profile head, if it was replaced with a standard bolt it will hit also. If you inspect the steering horn you will probably see rub marks.

You should use the solid forged eyebolts, if a t storm comes by, it will unbend those eyebolts. There is a reason Mooney chose the eyebolts they did. You can get them from most high end hardware stores or McMaster Carr. http://www.mcmaster.com/#general-purpose-eyebolts/=lisnc8 These are rated at 900 Lbs of holding force, the ones you show are not rated for holding force.

http://www.avweb.com/news/redundant/DumpingVacuumForElectric_207627-1.html Here is a good discussion of the subject, it specifically talks about Mooneys.

I think wearing a helmet would give you a higher level of safety for a lot less money. other then CFIT you usually know ahead of time that you are going to crash and you would have time to put a helmet on. In a CFIT crash, I doubt the airbag would do any good. Are there any statistics on how many lives would be saved with airbags in GA planes?

What plane do you have?

Software, Hardware, Embedded, Currently in indentured servitude to the world’s largest chip maker.....

You will go at least 20 knots faster if you remove them before flight..... Maybe the Lopresti boys can design a faring for them....

Not Me, life is to short to worry about tie down rings...

BTW, I wasn't talking about running it with the cowl off till it was blasing hot. Just till it was stable at about 1500 RPM, about 250 - 300 deg. Just hot enough to compair the scanner to the IR readings. you think I'm some kind of engine killing Neanderthal?

Oh, come out to CHD, we have the cheapest gas. As long as you don't want a car, or an FBO it's a great place!

You can get the real parts from McMaster Carr for $6.50 each or from Mooney for about $60.00 each.

Is it the stock tach? If you can see the part number on the tach, you can look up what its recording RPM is.

I wouldn't patch it, I would drill out all the rivits, remove the piece trace a new one and cut it out on my scroll saw ( I don't have a shear ). Use a hole duplicator and a bunch of clecos, should take a couple of hours. Or you could spend the big bucks and order the piece from Mooney Pn# 140153-005.

Do you mean cooling airflow, or induction airflow?

Does it run hot lop and rop? If so it is not a mixture problem. You might try running it on the ground with the cowl off until the cylinders are hot and measuring them with an IR thermometer. This will prove weather it is a measurement problem. It won't give the same temperatures, but it should give the same differentials.

It is odd that these plates have screws inside the parameter, it looks like they are fastened to something in the wing and over tightened to pull the panels flush with something in there.

My 67 F never leaked. It spent half of its life outside in Colorado in sub zero weather, and the other half of its life outside in Arizona where it is hotter then hell ( I love it ). I never fill my tanks after a flight I fill them when they are empty. I owned that plane for nineteen years. My current J leaked like a sieve when I got it 10 years ago. It is 10 years younger then my F. The previous owner was a hard lander, I can set a Mooney down like a feather. So I did everything wrong with my F except landing hard, and it never leaked a drop. The previous owner of my J did everything right except for his landing and it leaked everywhere. One other difference between the two planes was the F always lived in low humidity, and the J always lived in the southeast. There is no corrosion on the J. One other thing that may be a factor is I flew both my planes at least once a week and most times two or three times a week. I don't think there has ever been a study done about what causes Mooney tanks to leak. After all it would take thirty years to do. Asking the repair stations is a waste of time also, they don't know how the plane has been operated for the past thirty years, they just know its condition when it shows up for repair. I know there are plenty opinions about the subject, I would take them all with a grain of salt, including mine.

What kind of probes do you have? are they all spark plug gasket probes? Are they in the thermowells? What do you have for #3?