drapo

Supporter
  • Content Count

    384
  • Joined

  • Last visited

Community Reputation

171 Excellent

About drapo

  • Rank
    Lives Here

Profile Information

  • Gender
    Male
  • Location
    St-Eustache, Quebec, Canada
  • Reg #
    C-GJDP
  • Model
    M20E

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. I own a 1965 M20E Ser # 748, and the original pucks were Firestone (5 on the main gears vs 4 for for the newer style). I had them replaced last year.
  2. Upgrading from an E? Is that ever possible ???
  3. Is there some kind of nod of an adjustment on the electric step conversion? My AME installed one on another M20E and it wouldn't extend all the way out when he adjusted it to go all the way in. @takair ?
  4. According to his initial posting, it was designed to replace the hand crank on his 64 M20E. And copied from his site: http://flightenhancements.com/index.html Auto-Step Actuator Electric Conversion for your Mooney Boarding Step! FAA-PMA APPROVED! Conversion kits for pneumatic or manual crank steps!
  5. My AME installed one on another Mooney last week and to minimize installation costs, he wired it to the master via the battery in the back for easier wire routing.
  6. OOPS! Sorry, I thought all M20E's used a wide deck engine
  7. Originally, I wanted to repair the plastic door panel, but after a few tries, I decided to go for a new panel. This was the old one, cracked up at all the wrong places... So I bought a new panel and we did a lot of trimming to make it fit. Some areas were problematic, like the upper right side, the extra material would interfere and not permit to achieve a tight closure. To match the holes, we used screw that we decapitated, screwed into existing holes and applied pressure. Decided to use larger screws and put less of them and I prefer that less cluttered look. We'll finish it with silicone after the winter season.
  8. Just went through the major overhaul process up here in Canada and, contrary to what I thought, the shop had a good supply of overhauled cylinder assemblies. The cylinders part number of the IO360A1A is the same as the IO540 AE1A5 (O5K21120) and these engines are OEM on the fuel-injected Robinson R44 and we have a lot of those flying up here. Lots of R44 have low hours when the calendar calls for mandatory overhaul and most order new cylinders. You can get first run overhauled cylinders that have less than 1000TTSN! Maybe worth looking into!
  9. I wonder if it has anything to do with the B737 MAX?
  10. Don't go into panic mode for a 722 SMOH in 14 years! I bought my Mooney M20E back in 2010, it had around 1000SNEW on a 1976 engine! 722hrs over a 14yrs period, will indicate an average of 51hrs/yr, but look at the logs, it could have been flown intensively for the first few years, then almost nothing in the last ten! When I bought mine, I didn't expect too much from this engine and had the price lowered accordingly, but it gave me 400hrs before I had to overhaul it this year. Looking at the data, during the Pre-buy, I would investigate why the #3 cylinder is so low, compared to others, and check for metal in the oil. If anything is wrong, you can always negotiate a percentage of the engine repair or price it as a run down engine, depending on the outcome. Panel is loaded, but don't let that blind you from looking at the other stuff! And, trust me on this one, make sure you do check for any corrosion, even if it was treated in the past, that can become a costly proposition! Good luck in your search!
  11. If my Mooney was to fail that prop check at run-up, I would taxi back and talk to my Mx. Questions to ask yourself so you can steer the converstion: - Did you hear a change in Prop noise (may need to take those Zulu or Bose off) that would indicate the tachometer is not working properly? - How long ago (flight time and date) were the prop and governor overhauled or replaced? It could be a minor problem or something a little more serious you don’t want to experience at 500’ just off the runway!
  12. My AME bought the replacement parts direct from Mooney and, yes, simple metal parts cost a lot of money once they went through the Mooney process
  13. So, here we are! After I found out about the corrosion in the wing, I had to take a decision about C-GJDP flying future... My AME/AMO was very cooperative and he wanted to save the Mooney from the scrapyard but there was a cost to it and I had to take the final decision. BTW, special thanks and kudos to Don and Paul from the Maxwell family, who offered advice and support to my team and, frankly, without their help, I would be selling parts of a Mooney on the internet as a hobby! Here are pictures to illustrate the work that was done, as per the Mooney maintenance manuals and The Maxwell's advice: First, at the bottom, the condition of the doubler and the spar cap we had to replace (both sides) with the replacement part on top. Took off some of the rivets to unskin the wings bottom to have access to the area and everything was cleaned before replacing the parts and corrosion proofed afterwards. I should be back flying the Mooney in the next few weeks, with its newly overhauled engine and prop and a corrosion-free wing! Lost a summer of flying and some dineros ($) along the way, but I'm happy I took the decision to keep it flying, as I've rented a few C and P brand planes while mine was in the shop, and I don't think I could return to that kind of flying...
  14. Mine is Halon, and I think most people use this, but there are regulations around which you can use. Mine is on the the wheel well, pilot's side. In the picture, you can see the bottom just next to the cowl flaps control.