1964-M20E

If she filed a flight plan she would also have to deal with DEA and drug dogs :-)

Keep an eye on the exhaust hanger. Mine wore a hole in the firewall. Caused some tension unitl we worked out the solution.

Congratualtions and enjoy :-)))

I figuure 1 death in 1M hours I'll be 114 by time it catches up to me. :-))

Sounds to me like sombody dropped a nickle on him. The problem is once you start you can't stop.

Well I bought my E last year in the mid $20's. Interior is decent, needs paint, glass is good, all digital radios, IFR capable (pilot is not) and IFR GPS with non precision approaches, no AP, manual gear, manual flaps. I spent about $10k on the owner assisted annual earlier this year which included new exhaust, electric fuel pump, baffling and a number of other miscellaneous parts. I upgraded it to the plane power alternator late last year. Yes I would like to have an F model similarly equipped (F’s were all a min $20k more with much older radios) for the added leg room in the back but most of the time I’m by myself or one passenger. Is this a perfect bird? No. Does it meet my mission? Yes. They are out there just do not be in a rush and when you find one get it checked out and pull the trigger. You can spend the money up front or you can spend it a little each year your choice. Who is to say if I spent $40k or $50k on a plane I would not have put in the same amount of money at the annual. The way I see it is I’m ahead of the game.

Here Here I like the manual flaps on the A and B models and the manual gear. Mine has the hydraulic flaps it’s all good.

You are correct lower pitch = fine pitch; higher pitch = coarse pitch it relates back to the angle of attack on the propeller. As for the couple of seconds it may not be that long but there is a lag. I do not suspect there is anything wrong with my governor.

During run-up mine takes a couple of seconds to respond hot or cold and the knob is out much further than in cruise. I tend to agree it is an rpm thing at 1700RPM. I believe the prop is being moved to a higher pitch at lower RPMs since the engine is not developing much HP. This might be sound physics? When in cruise just a turn or two and it goes right to 2500RPM.

OK I’ll definitely buy eliminating item 6 and not have any federal grants. I’m all for smaller less intrusive government. Now let the FAA get out of the way and approve these engines for certificated aircraft and let the manufactures do their thing and let us do our thing as well.

Hey guys (long post). I realize that most of what I’m saying right now is dreaming but there is always hope. There are several aircraft engine manufacturers who are working on piston diesel aircraft engines. Some are new comers and some are established. The EPA is pushing to eliminate 100LL fuel though I do not see that happening for several years. Those of us with the IO-360s and the O-360s my personal opinion is that we could utilize a good quality 94 or 95 octane unleaded fuel with little or no modifications to our current fuel or ignition systems but that is another topic. My plan is to get the GA community especially the Part 135 operators who do charter flights and small cargo flights primarily utilizing the 6cyl 300 to 400 HP engines and our sector utilizing the 4cyl 150 to 200 HP engines actively petitioning legislators. This is multipoint plan is to finish developing, certifying and using aircraft diesel engines preferably a turbocharged or supercharged 2 stroke diesel whit high power to weight ratios and that fit into the existing space of the current production aircraft engines. The FAA needs to give to any manufacturer who has a production or prototype diesel engine in testing or production right now a limited certification to be installed on certified aircraft. Preference would be to manufactures who have engines I production right now. The FAA needs to give to any manufacturer who has a production or prototype diesel engine in testing or production right now a limited STC for that engine to be installed on certified aircraft. The limited certifications and STCs would lessen the financial burden on the manufacturers so that they can get the engines to market sooner and cheaper than the present system. Testing would still be required. In exchange for the manufactures accepting these limited certifications they would need to pledge that the new engines would be sold at prices equivalent to today’s prices for a similar gasoline aircraft engines or preferably less and they would need to have a continuous engine testing program to identify any potential problems early. The blanket STC would be granted to the engine manufacturer as well as to all airframe manufacturers so that they both could work together or separately to install the engines on all new and legacy aircraft. This would reverse the current sequence for STCs in that the STC is granted and when needed the manufactures work on designing the installation for that aircraft rather than having to design it for many types before the market demands it. The EPA and FAA would be work together to promote the new engine designs by having grants available (from there current budgets) for engine testing of up to $20M per manufacturer. The engines should be capable of running on automotive diesel fuel or jet A fuel. Once we have several manufacturers with certified and STC’d diesel engines the EPA and FAA can then establish a solid 5 to 10 year plan to eliminate 100LL fuel. Everyone utilizing a diesel engine would experience a 10 to 15% increase To summarize above Minimize engine manufacturer’s costs and time by streamline and fast tracking the certification processes and the STC process. Motivate GA community to ask their legislators to push for a plan like this.

Hangertobox.com rents all the gear tools and the travel boards.

Cruiser nice comments I will not complain but just ask next time. Maybe we can swap planes as well. :-)))

you will really like the large JPI display but it needs to be moved to the left of the stormscope and the #2Nav CDI moved to the blank spot above, that's what I did and it greatly improves the scan. I watch the engine monitor alot...... i.e. CHT

I do not see that as a problem unless you are putting it in the cabin and then maybe. I've heard that draping an extension cord over the plane or using a vacuum cleaner nearby/in the plane could affect the compass.

If a plane, car, boat house has been flooded it should be disclosed by the seller when selling the item. Some things can be more easily found out than others then it is up to the purchaser to decide if the items have been properly restored for the price he is paying for it. I had a brand new boat and motor go under in salt water. We retrieved the boat and motor drained the oil, blew out the cylinders dried off some items and fired it off. We have only had minor problems since then and nothing that shut the motor down once the water was removed from the fuel tank. Granted not an airplane but going under is not a death sentence for most items. I think the bottom line is honesty and disclosure. Then the buyer can make up his own mind.

It might cost you a landing and handling fee but if you go to the GA FBO they should go and pick up your passenger and bring him back to the FBO. This is probably the easiest route. I did that one time at MSY Class B airport in the reverse order. I dropped a passenger off to go get his car the FBO gave him a ride to the terminal $40 handling fee. He flew out commercial and flew back with us. I do not know about your experience by mine has been the larger the airport the more likely they are to charge you ramp fees etc. just for stopping by and saying hi but they have overhead and business costs to be there. Excluding picking up or dropping someone off I generally try to find the smaller non-towered airports since they are generally less expensive on fees and fuel.

I’ve only flown a 20B model once and my current E model and neither of these had that odd quirk. During my annual in February / March the mechanic and I went through re-rigging all controls on the aircraft. Most were very close to factory settings. The most ambiguous instructions were for the elevator but after talking with several folks the mechanic and me, we got it right. When in cruise flight I do not need to have the rim full nose down.

I do not fly for a living either and most of the time I do not have to be somewhere that bad and if I do I can drive or go commercial. One day I intend on getting my IFR to add versatility but it also adds a higher burden of proficiency and no we are not 1/2 pilots. The only place we can not go is above 18,000' msl and my 64 E model can't breathe well up there anyway.

Quote: scottfromiowa '64 M20E that is exactly how I lean in cruise. Big pull then enrichen to first cylinder to peak then pull to 50 degree drop on EGT as indicated. I didn't think about that being the "Richest" cylinder, but as I am doing it backward (already LOP) and enrichening I suppose that is what I am finding the "richest" cylinder. I was running 80-100 LOP until recently. I have picked up some speed and flying at 10GPH indicated.

http://www.avweb.com/news/savvyaviator/ Scott Read some of these articles from Mike Busch if you have not already read them especially #59 & #65 Mike discusses fuel flow during takeoff and leaning.

I have a GEM 602 in my 64 E model and no fuel flow meter. During climb out I note about where the EGTs are sitting at full rich and full power then as I go up I gradually lean keeping the EGTs right about where they were just after takeoff. The GEM 602 is programmed to fly at ROP i.e. find the first cylinder that peaks (i.e. leanest cylinder) and drops then richen to 50 ROP. I have played around some with LOP ops but not much. Just trying to think how I can fool the GEM to find the LOP sweet spot as easy as it find the ROP spot. I might try leaning until rough and starting the leaning program form there in reverse I think that would find the richest cylinder first and then lean slightly from there. I’m with Scott on the climb out and after I have reached 1000’ AGL I’ll generally back off to 25“MP and 2500RPM

You are right but they have us by the, well you understand. I'm thinking two aluminum plates each with a 3" x 3/4" round aluminum duct welded to it and a piece of 3" scat hose about 3" long and hose clamps. Probably would be easier to install too.

I have two adel clamps attaching hoses to the firewall.

Well I had my pilot’s license a little more than a year before I met my wife 24 years ago. I took her flying as well as a couple of other girlfriends before that. All were ok with the idea. One of the selling points of getting a Mooney my first airplane was to go see our daughter who lives about 10 hours away by car. With no bathroom (yeah right) stop we can make it in the Mooney in 3.5 to 4 hours leaving an hour to spare at 10gph. Weather permitting we are making our first trip in the plane at the end of the month. It will be tight in the E model with my son (15, 5’-9” and growing) along for the ride as well. In fact my wife is more willing to go flying with me than my son. Of course I had to get on him; he went for a helicopter ride over the weekend at a local festival. He is willing to fly in the helicopter but not with me. I might have to get my rotor wing license. She surprised me Saturday, I was going flying to fly over the Bonnet Carrie Spillway and she asked to go along. This made the second time she has been in the plane since I bought it a year ago.