epsalant

Is it possible to have an RPM drop (and EGT rise)testing left and right mags and still have a hot prop in the "OFF" position ? Sent from my XT1254 using Tapatalk

I agree with you. Even more importantly how could you possibly know both mags are working if you don't do mag checks on the ground? A few years ago I had engine run very rough on left mag during mag check. I thought it might be fouled spark plug. I increased throttle to burn off deposits. Things got better. Flew 30 NM, , got lunch. Mag check, engine shut off when mags set to left mag. No-go condition. Friend picked me up. Mechanic sent mags for overhaul. Without mag check I would have been flying on one mag. Mag check confirms two things:. Both mags working when set on "both" and that neither will be on when turned to "off" MAG CHECK IS CRITICAL PART OF EVERY PRE-TAKEOFF CHECK LIST. Sent from my XT1254 using Tapatalk

Oh! Now I see it. I missed the tailwind dashed line before. Cold, lightly loaded (30 gal 170 lbs pilot, no pax not bags), just trees 3/4 mile past runway 3000 feet way more than enough. Not saying it was right decision, but no chance of sinking into mud/prop strike etc with tailwind choice. Especially with strong wind gradient, though, climb with tailwind could be anemic. Huge difference between now (0° C) and summer (hot). I'm glad we're talking now !!! Really good to review all this before a hot, heavily-loaded summer day! Yesterday probably any choice okay. Sometime the right choice might be life or death! Keep the comments/thoughts coming !!! Thanks to all! Sent from my XT1254 using Tapatalk

I never would have guessed asymmetrical turn radius. I'll try this. Just the nature of hand-built machines? Sent from my XT1254 using Tapatalk

we start to notice icing, it was starting to accumulate on the wing leading edge pretty quickly..The Aspen was showing 32 outside air temp. There was about ( I'm just guessing), but thinking about 1/4" of ice covering leading edge I have a different take on this. At this point I would have declared an emergency, pushed the "Nearest" button and landed. Any time you are carrying ice in a non-FIKI plane, you have an emergency. You are a test-pilot flying a non-tested airplane with unknown aerodynamic properties. Mooneys have efficient wings and are known not to carry ice well (I would have still declared an emergency in a Bonanza, but they are known to carry ice better). I would have looked for a long enough runway to make a no-flap approach with higher-than-normal airspeed. But I would have accepted a shorter runway rather than remain in icing conditions much longer. If the ice started to melt in the pattern I'd make several large laps with gentle shallow turns to get rid of the rest of the ice and make a normal landing. Otherwise, no flap, higher-than normal airspeed...You do NOT know at what speed airplane will stall. ATC would not really be able to help you much, so you might argue declaring an emergency would not help. Maybe. I think it would help. It would solidify the fact in your mind that you, in fact, did have an emergency. You, my friend, did have an emergency. Glad it all turned out well. Evan Salant, GLIDER, CFI, CFII, ASEL, ASES,

No law that you need IFR. Just common sense. It makes even VFR flying way less stressful. You can get into smooth air over scattered or broken layer and not worry that holes in clouds might close up. If someone owns a J3 cub I don't know that I'd recommend an IFR rating... but a Mooney ??? Let me ask a slightly related question..."Are there any IFR pilots out there who regret getting the rating?' Sent from my XT1254 using Tapatalk

Just in time for ADS-B !!! Sent from my XT1254 using Tapatalk

I don't feel so bad about not knowing ! Sent from my XT1254 using Tapatalk

Plain OR slotted? Sent from my XT1254 using Tapatalk

I was just reading about all the different type of flaps when it occurred to me I didn't know what my own bird has. I looked carefully, the flaps on my M20J look like slotted, but slot is pretty small, could be plain flaps... Anyone know with certainty if they are plain out slotted? Thanks. Sent from my XT1254 using Tapatalk

Yeah, I hear you. I have an LED Landing light, it's good but not super bright. Occasionally it's nice to flick the recognition lights on for a few seconds while taxiing at a dark airport to get a good look for obstructions. I've spoke to a lot of pilots who agree all the modern avionics in the cockpit are are real problem for maintaining good night vision. I guess I could maximally dim everything...or wear sunglasses at night until after landing ! Thanks...

I have a 1989 M20J with wingtip recognition lights. One is burnt out. Can you change just the bulb or do you have to replace the whole assembly ? Thanks... (Sorry. There was a problem with initial post...)

Yup, that would do it !!! Often it's the low-tech stuff that gets ya

I am getting ready to sign up for a Mooney Pilot Proficiency Program. When I was looking through the program it listed several of the "what if's" that you'll be prepared for after taking the PPP. One of these what if's was What to do if you see oil dripping from the tail ? I thought I knew my Mooney pretty well, I guess not and hence I'll be taking the PPP. Does anyone know how oil could leak out the tail ? I didn't think there'd be any way it could/ get back there. At least no easy way...

Quote: ProprAire I just took delivery of my '77 M20J from it's annual and had an Aspen Pro EFD installed at KDKK. The work was delayed a couple of weeks due to the shop reducing manpower and they had to go back to Aspen for a replacement remote sensor module. However, the results seem to have been worth the wait. I have about 14 hours behind the unit and am quite pleased with how it performs. I'm interested to know of any nuances, convenience features, etc., anyone may have stumbled on that aren't discussed in the owner's manual.

Quote: Magnum The oiltemp probe has only one wire attached, your mechanic should make a connection between the probe (e.g. at the thread) and the ground of your Mooney (I'd use the engine), then it should work. Don't put it completly into water, as this will create a short circuit. He doesn't know much about electricity? :-)

Quote: danb35 Does your oil analysis show water in the oil? If not, you're good. But yes, you'd want to keep track of oil temp on your engine monitor, I'd think. Shame JPI makes you send the unit back to the factory for that--for EI, all you have to do is connect the probe and you can reconfigure the monitor in place.

No problem to preheat. The engine has electric preheat and I'm in a hangar. I just have no way to tell if the engine oil is getting hot enough to boil the water off. So I'm just wondering best way to tell if oil getting hot enough.

I have a 1989 M20J and fly mostly around the New York/New Jersey area. I'm not sure if I should be flying with a winterization kit when the cold weather comes. Unfortunately the oil temperature gauge is not calibrated, it only shows 150 and 245 degrees F with no marks in between. So I can't tell if the oil is getting hot enough (say 180F) in the winter (or the summer for that matter). I understand the readings are not linear, so no way to tell the actual temperatures. I have a JPI, so as one option, I could pay for the upgrade so the JPI would read oil temp. As a cheaper option, when I had my oil changed last week, I asked the mechanic to stick the factory oil temp probe into a pan of 180 F water so that I could put a grease pencil mark on the glass of the oil temp gauge, so I'd know if the oil was reaching 180F. Unfortunately, and for unclear reasons, the mechanic could not get the oil gauge to read anything when he did this (he had the master on and I trust he also had the radio/avionics switch on). He put the temp probe back when he was done and it worked fine in flight. So not clear why it didn't read in the pan of hot water. Any thoughts ? 1) Do I need a winterization kit ? 2) Should I get the JPI probe ? (this involves sending unit back to factory for oil temp upgrade) 3) Should I try a Mooney Service Center and have them get the probe to work in a pan of 180 F water ? Evan

here's the graph in the Mooney POH which suggests higher permissible flap speeds for partial (15 degrees) flaps.

hmmm...that's certainly not what the 1989 M20J POH says. But in any case, I'm just wondering if there is a higher flap speed limitation (as indicated in the POH graph that i posted) with 15 degrees of flaps. Evan

I have a 1989 M20J and was always taught (and have confirmed in the POH) that Vfe is 115 KIAS, as indicated in the POH page 2-3. But on page 5-7 of the POH there is a graph labeled "AIRSPEED CALIBRATION-PRIMARY STATIC SYSTEM-FLAPS/GEAR DOWN" indicating that 15 degrees of flaps may be lowered safely at 128 kts! This isn't mentioned anywhere else in the POH, and I've read the whole book !!! I don't know if it is a mistake on the graph or an omission from the rest of the POH. Any thoughts from experienced M20J drivers/mechanics ? Thanks Evan

I have a 1989 M20J and was always taught (and have confirmed in the POH) that Vfe is 115 KIAS, as indicated in the POH page 2-3. But on page 5-7 of the POH there is a graph labeled "AIRSPEED CALIBRATION-PRIMARY STATIC SYSTEM-FLAPS/GEAR DOWN" indicating that 15 degrees of flaps may be lowered safely at 128 kts! This isn't mentioned anywhere else in the POH, and I've read the whole book !!! I don't know if it is a mistake on the graph or an omission from the rest of the POH. Any thoughts from experienced M20J drivers/mechanics ? Evan