N9453V

Quote: jetdriven It does not stick "open", rather , it hangs barely open for a slight time during the valve cycle event, hence the roughness at startup. It has very low static compression or none, but it has enough dynamic compression to run. after a few seconds, the valve operates normally. IF this is truly what the OP has, it might just be a fouling spark plug.

Thanks for the input and sorry for being slow responding, was busy trying to get my Commercial ASEL done. There didn't seem to be an abundance of crime at KBMQ, so I wasn't too worried about getting the lock replaced in a hurry, especially since the cover hides the missing lock. LASAR was out of stock. Stacey Ellis at Mooney was very responsive in confirming they have them in stock, but unfortunately their parts department has been somewhat less than responsive with pricing or getting them shipped out. The part number from Mooney is 3319 KA which seems to be the same as commercially available cam locks. Any reason or FAA regulation why something like this couldn't be used (the part # is the same)? http://www.alliedlocksafe.com/shop/index.php?main_page=product_info&cPath=631_780_128_129_546_636_751_277&products_id=7289 Thanks, -Andrew

Thanks for the input, Mitch. Will definitely give that a try, but given the roughness till it warms up, I think it likely isn't the probe. After talking with an experienced A&P/IA, we both think that the exhaust valve may be sticking at low temperatures. He suggested using about 1pt of Marvel Mystery Oil in the oil and a few drops in one of the fuel tanks. If that doesn't work after a few hours, he said we'll likely need to remove the valve and clean it with the a reamer. Any members have experience with Marvel? A quick Google search seems to indicate it's somewhat controversial. Some swear by it and others think it'll make their engine explode.

Hi All, Lately I have seen a high EGT after engine start on cylinder #4 (about 180-200F higher than the other cylinders) on the EDM-700. I had been having problems with the lower plug on cylinder #4 fowling, but replaced all lower plugs and haven't had any further issues (I just finished my Commercial ASEL, so lots of power-off 180's and short field landings at full rich). After taxing and run-up and when in flight, the EGT comes down and is generally within 100F or less of all other cylinders. A mechanic thinks it is just a probe issue, but there does seem to be some engine roughness associated with the high EGT. Any suggestions/ideas to try to resolve it? The engine is an O-360-A1D in a 1970 M-20G. Thanks, -Andrew

I noticed the lock was a bit loose a few days ago, but it seemed secure, apparently it wasn't... it was on the plane when I departed KERV and gone when I landed at KSAT. Any ideas where I can find a replacement lock? -Andrew

Quote: jerry-N5911Q I just had a look at the FAA registry and counted up all the N numbered Mooneys. List below. Closer to home, how about my "C" model? Pilotfriend.com lists 2,045 "C" models built from 1962 through 1978 (none at all in 1971-1974) so about 3/4 of those birds are still on the registry. A fraction of the registred ones are not airworthy. Now that the FAA renews registrations every three years a number of grounded birds may drop off the records. I'd estimate there are no more than 1000 "C" model Mooneys still worth anything, with several hundred in the weeds and in abandonded states here and there. Still, that half of the population of "C" are still flying after 40+ years is a testament to their lasting value, or....something. FAA Registry as of 2/27/2012 M20 107 M20A 240 M20B 137 M20C 1,592 M20D 122 M20E 1,073 M20F 881 M20G 147 Pre J TOTAL 4,299 M20J 1,557 M20K 888 M20L 27 M20M 269 M20R 426 M20S 61 M20T 1 M20TN 115 Post J TOTAL 3,344 All M20 TOTAL 7,643 All M18 TOTAL 160 All M22 TOTAL 20

Thanks for all the input. It turns out DWH is actually closer for my passenger, so I'll use it tomorrow. -Andrew

I'm planning to fly into HOU on Saturday to drop off a passenger. I haven't been to HOU before so I'd appreciate any FBO recommendations. I was planning on Wilson Air Center unless anyone has a better suggestion. -Andrew

First Flight: July 2004 (Age 18) Private Certificate: August 2008 (Age 23) Instrument Rating: August 2009 (Age 23) Commercial Certificate: In Progress First Plane: 1970 Mooney M20-G, purchased in July 2010 (Age 24) Since I bought the plane I've put around 170 hours on it so far on both pleasure and business trips. -Andrew

Haven't flown to Alaska... yet, but have done a fair bit of flying in western Canada. CYVR (Vancouver International) is not GA friendly, I'd recommend CZBB (Boundary Bay, BC) instead. CYVR has a minimum $34.08 landing fee (reduced to $12.42 from 0730 to 1030 Saturday and Sunday) with very expensive parking and fuel (when I last checked Landmark was charging about $8/gal and $85/night for parking). CZBB (http://archive.copanational.org/PlacesToFly/airport_view.php?ap_id=199) is also very close to downtown Vancouver, no landing fees, customs available and much more reasonable fuel and parking fees (I think fuel is around $6/gal... $1.59 * 3.78). CYYC (Calgary International) is actually even less GA friendly than CYVR. I'd recommend CYBW (Springbank) instead. As of February 1st, CYYC now has a minimum landing fee of $75.00! ESSO apparently no longer sells AVGAS and Landmark has a ramp fee of around $115 if you take on less than 200 liters of fuel. CYBW (http://archive.copanational.org/PlacesToFly/airport_view.php?pr_id=2&ap_id=100) has no landing fees, customs available, more reasonable fuel and parking, rental cars and a restauruant on site. You'll need a current CFS (Canada Flight Supplement) and VNC/VTA charts (if IFR, you also need a copy of the Canada Air Pilot for the regions you're flying in an en route charts). Transport Canada has some basic information here: http://www.tc.gc.ca/eng/civilaviation/publications/tp15048-menu-5859.htm Hope that helps. -Andrew

For my 1970 M20-G from July 17, 2010 to January 31, 2012: Hours Flown: 163.6 Engine Reserve: $2,454 ($15/hr for engine and prop) Fuel Cost: $7,219.90 Insurance: $2,473.00 (two premiums) Databases: $684.81 (GNS430) Maintenace: $11,571.23 (two annuals: first at MSC, second owner assisted with local A&P/IA, other major items: GNS430 overhaul, new vacuum pump, new alternator) Tie-down: $956.87 (KSQL and KBTR) Total per hour: $155 ($140 not including engine reserve) If anyone is enterested in more details, just let me know. -Andrew

I appreciate all the helpful advice from people who've clearly gone through this before. Given what I'm hearing it sounds like replacing is the way to go, but I'm thinking with everything involved in balancing and re-painting, etc... and making sure the plane still flies straight it may make sense to wait until I have the whole aircraft re-painted and have arranged for a hangar at KBTR (53V is living outside under a cover right now). Is there any drawback (other than possibly paying more later) for accepting an insurance settlement, but not getting the work done right away? This would be my first claim since I bought the plane. My agent (Falcon) told me that I'd likely see no more than a 10% premium increase especially if the claim is settled for under $10k. I forgot to attach some pics of the damage to the first post, so a few are attached below. Thanks, -Andrew

I was parked at SAT on January 25th when a hail storm blew through early in the morning. The METAR for SAT was: SPECI KSAT 250724Z 15017G24KT 1SM R12R/3500VP6000FT +TSGRRA BR BKN008CB BKN043 OVC075 21/19 A2978 RMK AO2 SFC VIS 2 GRB22 TS CNS LTGICCG ALQDS MOVG NE GR 1/4 P0005 At first it looked like it was just a few dimples on the ailerons, but after washing the plane, it was clear there was more damage to the ailerons and the elevator as well and a few very minor dings to the wings and fuselage (I'm assuming the cost of repair them exceeds the planes' value so I'm not going to bother). I'd appreciate any insight on two questions: 1) When does hail damage become an airworthiness issue rather than a cosmetic one? I had an A&P look over the damage and he said it was cosmetic and not necessary to fix, but I'd like to know if Mooney has any engineering guidance on when damaged flight controls should be replaced. 2) If I go through repairing/replacing ailerons and the elevator (if possible), what are the best options? I opened a claim with my insurance company and so far got a quote from Mooney (the response time was very impressive) for new ailerons or aileron skins. I am still waiting for a quote from Dugosh to install new ailerons or re-skin the old ones. I noticed the elevator damage later so I haven't got any information on that yet. For those curious, below is what Mooney sent me: Your aircraft uses the part numbers below: 230015-503 - LH Aileron Assembly - Currently, No Stock $2824.15 - We should have some built in approx 4 weeks 230015-504 - RH Aileron Assembly - Currently, No Stock $2824.15 - We should have some built in approx 4 weeks We do have the Skins in stock: if you wanted to reskin 230015-011 - Top Skin LH - In Stock $203.64 230015-012 - Top Skin RH - In Stock $203.64 Thanks, -Andrew

Not sure where you guys fly, but in California and in Texas there are a few GA only airports with very heavy traffic and a lot of student pilots. I think closing the towers at SQL (350 ops/day), SAC (248 ops/day), GKY (410 ops/day), GTU (350 ops/day) and RBD (310 ops/day) would be a bad move and adversely affect safety. There is an effort underway right now to get a control tower at HDC (Hammond, LA) and with only 210 ops/day, there have been a lot of close calls. -Andrew

Thanks for all the info. It sounds like I just need to rent the gear pre-load and donut tools (if my mechanic doesn't have them). And yes, he is an IA.

Last year I took my plane to a well-known MSC in California. My experience may have been different than others, but I was not impressed. They took about twice as long as they estimated (when less work actually ended up needing to be done), recommended unnecessary work, over-charged my battery which required replacement and there were quite a few issues with the final bill. Other than the issue with the battery, I had no concerns with the quality of the work, I just felt the value I got was not very good. My annual is coming up again at the end of the month and I am planning to work with a very experienced mechanic on the field to do an owner assisted annual. He has done rountine maintenance on my plane and complied with several ADs and I've been happy with his work. He is very experienced with everything from 152's to King Airs, but has not worked on that many Mooneys. We both have all the manuals from Mooney, but I wanted to check what Mooney-specific tools are needed? Do I need to rent gear rigging tools and travel boards? Also, I believe my landing gear donuts are due for replacement so are any additional tools needed for that?

The AOPA Air Safety Foundation did a study in 1995 comparing the Mooney to other single-engine RG aircraft and the results showed a slightly better accident rate of 6 accidents per 100 registered aircraft, verses 7.7 for the rest of the group. Granted this does not include the DA40 and SR22, but it seemed interesting nontheless. A link to the study is here: http://www.aopa.org/asf/asfarticles/sp9510.html -Andrew

Not sure about the '66 M20E, but my '70 M20G uses the GE 4522 bulb (13V, 250 watts). Its rated life is about 25 hours. I do a lot of night flying, so I've thought about getting an LED light installed, but haven't yet. -Andrew

I had 320 hours (65 complex) and my instrument rating when I bought my first plane (the M20-G). My first time flying a Mooney was 2 weeks before I closed on it, test flying it with the previous owner. After the first 1.1 hours in the plane, I was pretty sure it was the right one for me. I've flown it around 130 hours since I bought it in July 2010 including two trips between California and Texas. -Andrew

Hi Rob, Send me a PM with your email. -Andrew

I flew from BTR to RBD at last night to get the Mooney out before Tropical Storm Lee hit. I didn't get out till 1am because of the ASA CRJ-200 that landed with the left gear up (http://theadvocate.com/home/740523-79/airplanes-landing-gear-fails.html) and it took most of the night to get it off the runway and reopen the airport. On the plus side, I got cleared direct to RBD as soon as I called up Houston Center.

Haven't flown in there myself, but have done lots of flying in Canada... The AOPA put together a nice guide: http://www.aopa.org/members/pic/intl/canada/ and http://www.aopa.org/members/files/travel/canada/toc.html If you don't have the TSA Decal, you should order it now since it takes about 2 weeks. For the radio station license, I've never heard of them checking, but you can print off a temporary one without sending in payment from the FCC's website. If you haven't flown in Canada before, a few things to note: - Flying about 12,500ft requires an IFR or CVFR (Controlled VFR) clearance - The standard circuit (Canadian for traffic pattern) requires crossing mid-field on the upwind side 1000ft above aerodrome eleveation. - A lot of uncontrolled aerodomes have MF's (Mandatory Frequencies) which require use including position reports 5 minutes before landing. - A VFR or IFR flight plan is required on all flights over 25nm from the departure aerodrome. For CYTZ specificallly, it has a curfew from 11pm till 6am with the ferry not operating overnight (so make sure you don't forget anything in the airplane). I've heard good things about Porter FBO on the field. Once you take the ferry to downtown Toronto, there are plenty of good public transportation options. Have a good trip! -Andrew

Saw it in the hangar at Ambassador at RBD today, looks nice! Winds were still howling on depature and arrival in CLL.... but calmed down at 7000ft. -Andrew

It ended up being the ring terminal connecting the gauge wire to the probe. The wire had disconnected from the terminal, so a simple repair to replace the terminal fixed it.

I noticed my oil temp gauge not indicating in my M20G, but all other gauges including oil pressure and CHT were normal. I have an EDM-700 so I know engine operation was normal. The plane just went through an oil change, vacuum pump replacement and static system/transponder check (I know the headliner near the gauges was removed for that), so I'm wondering if some work done could have disconnected the gauge or the sender. Or perhaps the gauge failed and it was just a coincidence. Thoughts on this? Also, does anyone know where the oil temp sender is installed on a 1970 M20G? Thanks, -Andrew