N201MKTurbo

Lycoming Says that the engine should be warm enough that it does not stumble when the throttle is advanced. I wait for the CHTs (scanner) to be above 200 and the oil to be above 100, which they are after run-up except on the coldest days. I have never seen any ill effects from this in 5000 hours on two Mooneys.

The limit indicator is just a clamp on piece of sheetmetal and a sticker. I can't imagine it is too expensive. You might be able to find one at a junk yard.

When checking for the gap on the doughnuts, temperature and load have a lot to do with it. If you jack up any mooney on a cold winter morning there will probablly be a gap. Let the gear hang and warm up and the doughnuts will probably come back into spec. If you ever find a Mooney with a rotated top plate then it is time to replace the doughnuts.

If you fly your plane regularly any oil should work fine. If it goes weeks without flying then you need an oil that will not run off of the metal parts and will give some amount of protection during startup with essentially a dry cam and tappet bodies. Corrosion is also a problem after the oil runs off. I fly about 5 hours every week and for the last 25 years have been using Aeroshell 100W and have had no signs of corrosion or wear in any of the engines I have had. A weekly flight of at least 30 minutes is much better for your engine then any oil or additive you can buy.

You don't have to fib. Ded reconing is a legal form of IFR navigation. If that makes you uncomfortable ask for a vector. As long as you don't say that you navigating by GPS you are in the clear. ATC will often ask "can you navigate to XXXX" to which I reply "Affermative". They don't ask how and I don't tell them how I'm doing it. I remember reading a story once in Flying where one of the writers was riding along in an airliner on a trip from St Louis to Miami, just after takeoff the captain asked ATC for direct Miami and ATC granted his request. The writer didn't see any long range nav gear and asked the captain how he was navigating? The captain pointed out the windshield and said "Miami is that way"...

Stefanovm You are also missing a clamp. There should be a second clanp held on by a spacer and bolt that goes through the empty hole in the middle of your second photo.

Stefanovm You should not use a cushoned clamp for the cable. You will never get it stop slipping. Rig the cable about 1/4 inch through the clamp, then wrap about two turns of lock wire around the end of the cable sheath, twist it tight for the length of the clamp then wrap a few more turns around the cable on the other side of the clamp and twist the loose ends. Another option would be to get some of the boden cable nuts that are used on the Mooneys with the Dukes gear actuator for the emergency engagement cable and put two nuts on either side of the cable.

I have never thought touch and goes in the Mooney were particularly difficult. The only thing is to get all over the trim before you bring the power up. As with anything, do what you are comfortable with. If you don't feel comfortable doing touch and goes then don't do them. As for me, I use this darn thing (mooney) to commute to work and have been for almost 20 years. So I don't think much about how to take off and land I just do it. One thing that I have noticed about quite a few Mooneys I have flown is that the idle speed is set way to high. This can cause the plane to float forever. You should have the idle set at 500 RPM (IO-360). This can be acheived if the mags and fuel injector are set up right.

I just got back yesterday from a trip from Phoenix to Indianapolis. I stopped at Neosho, MO where they have cheap gas and courtesy cars (Crown vic with spotlight) that they will let you use over night. I drove up to Joplin, MO to spend the night. it is only about 8 miles north. I liked that town it had everything i needed.

When I bought my current mooney it was way out of rig. During a BFR I did a power on stall and it almost snap rolled. Shortly after that I re-rigged the plane, gained 15 knots and now it stalls nice and straight. The point is that a Mooney mis-rigged bad enough might actually roll inverted during a power on stall.

If you lubricate them at every annual you will not have this problem.

I haven’t used flaps for take off sense '84 ~5000 hours of Mooney flying. Except for very short or soft fields. My plane will take off virtually hands free with the trim set to the TO position.

I had my alternator fan come apart once and it was kind of like what you describe. It was on my F model and the piece that left the alternator hit the oil cooler and made a small hole. I landed about 8 min. later to see what was going on and had only 2 Qts of oil left. There was a massive oil streek alonge the left side of the plane just below the window, I couldn't see anything from the cockpit.

I have them on my 77 201 and they are nice to have. I flew a 67 F for 19 years before i got the 201 and never had a problem. I have had them deploy asymmetrically a few times which will get your attention, but you can roll it back level with one up.