Geoff

HA! I think they both have about the same probability of happening!!

Jose, Agree, but that was 1985 when the price of AVGAS was $2 and there was no threat to supply. I'm just saying the tech is there and certified if anyone had the balls to pick it up as a starting place and improve on it. Apparently, the engine installation suffered weight and drag due to the Germans insisting on a fan cooling arragement. Fixing this installation error would add performance and reduce weight. Porsche also makes turbo engines which would further enhance performance adding back the weight and heat penalty of course...

PFM 3200 were certified to run on MOGAS .... heavy, but at least it is certified, unlike the Deltahawk or any of the current NL fuel alternatives. Interesting that they never tried marketing through Cessna, Piper, Beechcraft and Mooney. Volumes are small in aviation already, why limit yourself to only one brand? PFM 3200 Engine Details Model Name Porsche Aviation Engine PFM 3200 (Models N01, N02 and N03) T03 certified Turbocharged Version Part number prefix 933 Number Built About 80 Build Dates 1981-1990 (Approx.) Mooney PFM 3200 N03 engine used in Mooney M20L Description The engine was developed by Porsche in 1981. Development based on the engine used in the Porsche "911" sports car Operation Single control lever Automatic mixture and pitch control Cylinders 6-cylinder boxer engine 2 overhead camshafts, gear driven Displacement 3164cc Performance N01 Max Power 209 hp (156 kW) at 5300 rpm Max Economy 167 hp (125 kW) at 5000 rpm N03 Max Power 217 hp (162 kW) at 5300 rpm Max Economy 174 hp (130 kW) at 5000 rpm Bore 95.5 mm Stroke 74.4 mm Compression N01 9.2:1, N03 10.5:1, T03 8.5:1. Fuel System Bosch K-Jetronic Automatic correction mixture for "best power" and "best economy" Two electric fuel pumps plus emergency fuel pump Ignition Two ignition systems Electronic control and trigger. Magneti Marelli. Spark Plugs Bosch WB 4 DTC Lubrication Dry sump lubrication Oil tank capacity 6.7l, oil capacity 12.7l. Power Supply Two generators, mechanically driven independently 24 V, 35 V, 55 V or 70 A Gearbox Magnesium casing Torsional vibration dampers between the crank shaft and gears 0.442:1 reduction Fuel AVGAS 100 LL (or MOGAS DIN 51600 S for PFM3200N01) Oil Mobil 1. Aviation oil not approved System weight 200 Kg including injection, ignition system, exhaust system, oil cooler and tank 172 Kg basic engine weight Dimensions 973 mm / 854 mm / 610 mm (without exhaust) Length: Width: Height Exhaust System Exhaust pipes (exhaust gas collector) Silencers and heated air heat exchanger Remark Very quiet and economical flight engine even as a turbo version. 75.4dB on takeoff. Certification FAA Type Certificate (TC) No. E23NE issued August 30 1985 TC Applicant Dr Ing.h.c.F. Porsche Aktiengesellschaft, Weissach Germany

I bet it would be hard to convince Porsche or now VW to get back in the aviation engine business. If it could be done with the current crop of 997 engines running MOGAS. Mooney could have a potential solution for UL AVGAS and start selling some planes. Does anyone know if the original PFM was MOGAS capable? There I go dreaming again.

http://www.trade-a-plane.com/detail/Single+Engine+Piston/1983/Mooney/M20J+201/1295023.html WOW is this Timothy Leary's airplane??

Just to be clear the panel dimmer box PN 800344-503 is not the same as the rocker switches also being discussed in this thread.

Greg, If you need a new light dimmer box please contact Stacy Ellis at the factory. I have contacted the factory and they don't have any in stock, so they are currently thinking about whether they will build one for me. I suspect that if they have a couple of orders for the same part, they might build them and we will both get our much needed parts sooner. Sort of the opposite of field of dreams. Let them come and pehaps we will build it.

Randy - with service like you describe, when you open your MSC count me in as a customer!!

It looks like a schoolbus, the Mooneybus!

Recently after an annual I found a plastic handheld flashlight on top of the crankcase between the pistons. It had been there for approximately 30 hrs of flying and not only had not melted, but still functioned. I plan on "selling" it back to the shop that did the annual.

Alas, getting any parts is likely to be a long wait unless you can find one salvage. I have inquired about that part from a local MSC and they contacted the factory. The response was essentially, we don't have them and you should do without it.

Here are my suggestions absent the obvious (tools, workbench, shelves, etc.)...not in any order 1. Some folding camp chairs 2. A mechanic's creeper 3. A small air compressor 4. The largest fan you can find 5. Fire extinguisher, the most important thing on this list.

Here is a picture of the prototype in real life... The FlyNano on display at Friedrichshafen

Off the Gizmag.com website... The 70 kg US$39,000 FlyNano Electric Microlight By Mike Hanlon 01:28 April 15, 2011 Finnish aeronautical engineer Aki Suokas launched a remarkable new single-seat aircraft this week at Aero Friedrichshafen. The FlyNano is made entirely of carbon fiber composite, lands and takes off on water, and weighs just 70 kilograms ready to fly. Three variants are available: a 20 kW electric-only version, and petrol-engined 24 bhp and 35 bhp models, the latter proposed as a racing version. The Flynano tops out at over 140 km/h, with a service ceiling of 3 km. If you think that's remarkable, the most expensive of the three variants ex-factory and ex-VAT is just EUR 27,000 (US$39,000) and deliveries begin three months from now.

John, Is that McKee Avionics in San Marcos, TX? If so I hangar there and have seen the progress on your F model, very impressive.

Does anyone know more about this proposed add on to the Aspen MFD lineup? Is it just a display of the engine data from other on board units, i.e. hookup to your existing JPI/EDM/GEM? Will it be certified as primary for things like oil pressure, MAP, RPM? What is the goal of the program, to compete with JPI, et al or just move the display of this data into the pilot's scan? From Aspen website... Evolution Engine Monitoring Available Q4 of 2010, the Evolution Engine Monitoring feature will display critical engine data on Evolution 1000 series and 500 series MFDs. The engine information will be displayed in a highly graphical EFIS format, directly in the pilot’s primary view, reducing their workload and increasing safety. This feature will be offered as an upgrade to the Evolution MFDs. “Digital displays are more reliable and precise than mechanical gauges,” said Brad Hayden, Vice President of Marketing for Aspen. “It makes sense to bring such important information right in front of the pilot so they can be aware of their engine’s performance and get early indications of potential issues. Also, thanks to the unique ability of our MFDs to show data in multiple window configurations, the pilot can choose where and how the engine information will be presented in relation to other navigation and hazard inputs.” The Evolution Engine Monitoring feature will work with any engine monitoring system that provides RS232 display outputs. Various engine data management systems will be tested for compatibility with the Evolution displays throughout product development and specifications released as they are certified. The Evolution Engine Monitoring upgrade will list for $495. "

Jim, I offer this as an alternative (no pun intended) line of inquiry... Although I fly a 231, I had a similar situation occur. You mentioned that the alternator was recently replaced, but did they replace the alternator coupling at the same time? If not was the coupling properly installed on the new alternator? The coupling has a 500hr inspection cycle I believe. Check your logbooks to see when it was last inspected/replaced.

I for one would like to see them integrate a GPSS output (both analog and digital) to drive legacy autopilots. Although I think its more likely they will announce an ADS-B compliant WAASGPS/Nav/Com with a higher resolution display and capability to display ADS-B in weather and traffic.

On the bright side, the Cirrus Owners Pilots Association finally has a reason to change their call sign to CCCPA, the Chinese Cirrus Commrade Pilots Association.

Date: 17-FEB-2011 Time: 10:25 LT Type: Mooney M20K Operator: Daniel Folk Registration: N262CP C/n / msn: 25-0092 Fatalities: Fatalities: 0 / Occupants: 1 Other fatalities: 0 Airplane damage: Written off (damaged beyond repair) Location: Urbana, IL - United States of America Phase: Landing Nature: Private Departure airport: KC16 Destination airport: KC16 Narrative: Mooney pilot was practicing cross wind landings on runway '09' at Frasca Field - pilot was aware he wasn't going to make the runway and banked left, the port wingtip caught the ground and cartwheeled the aircraft. Pilot survived with minor injuries.

Tower"Delta 351, you have traffic at 10 o'clock, 6 miles!" Delta 351: "Give us another hint! We have digital watches......" Tower: "TWA 2341, for noise abatement turn right 45 Degrees." TWA 2341: "Centre, we are at 35,000 feet.. How much noise can we make up here?" Tower: "Sir, have you ever heard the noise a 747 makes when it hits a 727?" From an unknown aircraft waiting in a very long takeoff queue: "I'm f...ing bored!" Ground Traffic Control: "Last aircraft transmitting, identify yourself immediately!" Unknown aircraft: "I said I was f....ing bored, not f...ing stupid!" O'Hare Approach Control to a 747: "United 329 heavy, your traffic is a Fokker, one o'clock, three miles, Eastbound." United 329: "Approach, I've always wanted to say this...I've got the little Fokker in sight." A student became lost during a solo cross-country flight. While attempting to locate the aircraft on radar, ATC asked, "What was your last known position?" Student: "When I was number one for takeoff." A DC-10 had come in a little hot and thus had an exceedingly long roll out after touching down. San Jose Tower Noted: "American 751, make a hard right turn at the end of the runway, if you are able. If you are not able, take the Guadalupe exit off Highway 101, make a right at the lights and return to the airport." A Pan Am 727 flight, waiting for start clearance in Munich , overheard the following: Lufthansa (in German): "Ground, what is our start clearance time?" Ground (in English): "If you want an answer you must speak in English." Lufthansa (in English): "I am a German, flying a German airplane, in Germany . Why must I speak English? Unknown voice from another plane (in a beautiful British accent): "Because you lost the bloody war!" Tower: "Eastern 702, cleared for takeoff, contact Departure on frequency 124.7" Eastern 702: "Tower, Eastern 702 switching to Departure. By the way, after we lifted off we saw some kind of dead animal on the far end of the runway." Tower: "Continental 635, cleared for takeoff behind Eastern 702, contact Departure on frequency 124.7. Did you copy that report from Eastern 702?" Continental 635: "Continental 635, cleared for takeoff, roger; and yes, we copied Eastern. We've already notified our caterers." One day the pilot of a Cherokee 180 was told by the tower to hold short of the active runway while a DC-8 landed. The DC-8 landed, rolled out, turned around, and taxied back past the Cherokee. Some quick-witted comedian in the DC-8 crew got on the radio and said, "What a cute little plane. Did you make it all by yourself?" The Cherokee pilot, not about to let the insult go by, came back with a real zinger: "I made it out of DC-8 parts. Another landing like yours and I'll have enough parts for another one." The German air controllers at Frankfurt Airport are renowned as a short-tempered lot. They not only expect one to know one's gate parking location, but how to get there without any assistance from them. So it was with some amusement that we (on a Pan Am 747) listened to the following exchange between Frankfurt ground control and a British Airways 747, call sign Speedbird 206. Speedbird 206: " Frankfurt , Speedbird 206. Clear of active runway." Ground: "Speedbird 206. Taxi to gate Alpha One-Seven." The BA 747 pulled onto the main taxiway and slowed to a stop. Ground: "Speedbird, do you not know where you are going?" Speedbird 206: "Stand by, Ground, I'm looking up our gate location now." Ground (with quite arrogant impatience): "Speedbird 206, have you not been to Frankfurt before?" Speedbird 206 (coolly): "Yes, twice in 1944, but it was dark -- and I didn't land." While taxiing at London's Airport, the crew of a US Air flight departing for Ft. Lauderdale made a wrong turn and came nose to nose with a United 727. An irate female ground controller lashed out at the US Air crew, screaming: "US Air 2771, where the hell are you going? I told you to turn right onto Charlie taxiway! You turned right on Delta! Stop right there. I know it's difficult for you to tell the difference between C and D, but get it right!" Continuing her rage to the embarrassed crew, she was now shouting hysterically: "God! Now you've screwed everything up! It'll take forever to sort this out! You stay right there and don't move till I tell you to! You can expect progressive taxi instructions in about half an hour, and I want you to go exactly where I tell you, when I tell you, and how I tell you! You got that, US Air 2771?" "Yes, ma'am," the humbled crew responded. Naturally, the ground control communications frequency fell terribly silent after the verbal bashing of US Air 2771. Nobody wanted to chance engaging the irate ground controller in her current state of mind. Tension in every cockpit out around Gatwick was definitely running high. Just then an unknown pilot broke the silence and keyed his microphone, asking: "Wasn't I married to you once?"

February 2011 Volume 54 / Number 2 License to Learn The limited flight instructor certificate By Rod Machado A Polish immigrant visited his local flight surgeon to take a third class medical exam. The doctor had him stand in a specific spot, then pulled down a chart showing the letters: CVOKPTNXZYKV. The doc said to the Polish immigrant, “OK, can you read that?” The Polish immigrant replied, “Read it? Heck, I know the guy.” Sometimes what you look at is not what you see. That happens to me when I look at a private pilot, because I don’t see just a private pilot. I see someone who, with more experience and the proper training, could easily be a capable flight instructor. And this person wouldn’t need an instrument rating or a commercial certificate to instruct, either. You’re no doubt thinking, “Rod’s wheel is spinning, but his hamster is dead.” Well, before you get too comfy with that judgment, let me try and convince you that my position isn’t all that radical, and why it would be something that could help rejuvenate aviation. On August 23, 1956, the FAA began offering something known as a limited flight instructor certificate (LFIC) to noninstrument-rated private pilots. An applicant for the LFIC needed a minimum of 200 hours total time, needed to meet commercial pilot skill standards, had to demonstrate the ability to teach the appropriate maneuvers in the category of aircraft in which he or she wished to instruct, and had to demonstrate that students could fly safely under his or her supervision. If the LFI held the certificate for at least one year and trained five pilot applicants successfully, he or she could convert the LFIC to a permanent certified flight instructor certificate (CFI). The LFIC disappeared as a certificate option on May 24, 1962. If you think that the FAA eliminated the LFIC because it finally came to its senses, think again. The FAA intended the LFIC to be nothing more than a means of evaluating the competency of those who might eventually apply for a CFIC. The LFIC was eliminated when the FAA became satisfied that its examiners could successfully assess a CFI candidate’s competence directly. It’s important to keep in mind that the LFIC wasn’t eliminated because LFIs produced less qualified students, either. If you’re thinking that the LFIC could only have existed in the 1950s and 1960s, but would have no place in today’s complex airspace environment, I have a surprise for you. It turns out that we now have something similar to the LFIC. I’m speaking of the sport pilot flight instructor certificate (SFIC), whose minimum requirements are a sport pilot certificate and 150 hours of flight time. The instructor applicant must simply demonstrate his or her ability to teach to the standards set forth in the Sport Pilot Practical Test Standards to obtain the SFIC. Clearly, the SFIC indicates the FAA’s belief that properly trained sport pilots are capable of teaching others to fly competently and safely in light sport aircraft. Back in 1956, the FAA also believed the same thing about properly trained private pilots who became LFIs. If we keep in mind that the FAA didn’t eliminate the LFIC because of poor instructor performance, then we can reasonably conclude that properly trained 200-hour, noninstrument-rated private pilots can competently and safely prepare students for the private pilot certificate. That’s why I’m suggesting that the FAA consider reinitiating the LFIC. Yes, the LFIC should come with many restrictions, but that’s a discussion for another time. The question you’re probably asking is, “What’s the payoff for reviving the LFIC?” I was hoping you’d ask. Over the years I’ve met many private pilots who wanted to teach their friends and family members to fly, but who had no need or desire to undergo the same training required by those pursing a professional pilot career (i.e., the instrument rating and commercial certificate). The LFIC benefits aviation by allowing it to inherit an entirely new class of enthusiastic teachers whose main ambition is to share their love of flying with others and not just to build flight time. As a result, we’re also likely to add an older, and by definition wise, class of aviation ambassadors to our instructor ranks. Can you think of anything that more directly supports the flight training industry? I can’t. The objections? Given the information I presented, there certainly is no basis on which one can argue that LFIs produce less qualified students. One might argue that today’s aviation knowledge is too complex for private pilots to adequately teach. But that doesn’t explain how sport pilot instructors—those who may start out with 50 hours less flight time than an LFI—are permitted to teach nearly all the same knowledge that private pilots are required to learn. The only other objection is that LFIs would deprive the CFI of his or her share of students. If one believes that flight training is a zero-sum game, that might be a valid concern. I believe that reviving the LFIC would actually attract those who might not otherwise have an interest in or find access to flight training, as well as help retain those who quit training because of poor instructor performance. I’ve sung nothing but praise for the FAA in developing the sport pilot instructor program. Now I hope they’ll also see the limited flight instructor certificate as a viable option for those who simply want to teach, and not fly as professional pilots. The evidence to date suggests that this can only help aviation, and certainly not diminish it. Aviation writer and professional speaker Rod Machado has been flying since 1970. Visit the author’s blog.

Not in the aircraft, but I did use it to coat some PVC to make a nosewheel chock. Worked as advertised.

Here is what I use... I have an intercooled/merlyn 231. N1152K Speeds and Power Going up Cruise Going down MP 36" MP 28" MP 20" RPM 2700 RPM 2500 RPM 2500 TIT 1350-1400 TIT Peak + 100 Rich TIT Peak CHT CHT 250 - 400 CHT 250 Min FF 20-22 GPH FF 13 GPH KIAS KIAS Rotate 65 Gear 130 Gear up 80 Approach 120 Flaps up 90 Pattern/flaps 110 Initial climb 95 Fence 80 Cruise climb 120 Flare 70 Maneuvering 120-100 IAS VSI MP RPM Config Descent 155 500fpm $ 20" 2500 Gear up, Cowl Closed Terminal 140 -- 20" 2500 Gear up, Cowl Closed Marker 130 500fpm $ 15” 2500 Gear up, Cowl Closed Pattern 110 -- 15” 2500 Gear dn / flaps ½ Final 75 500fpm $ 12” 2500 Gear dn / flaps dn Max Glide 76-87

Emmet, I was successful in getting some from Dugosh in Kerrville. They were about $47/each. Good luck.