joegoersch

Being conservative, using 1000 ft MSL, 10 kt tailwind, 10 degrees C, 2600 lbs (I had 100 msl, 6 kt tailwind, 5C and 2400 lbs) this chart shows over the (50 ft) trees by about 2800 feet (before end of runway) with tailwind and over the trees in the other direction (headwind) by about 1800 feet, I think even intersection takeoff may have been better. But given trees half mile from runway (at least), academic. But I'll definitely consider this drastic performance reduction nex time !!!

POH says 41 ft turn radius, (82 ft diameter). Granted that is without breaks so you could do a little better, but I'm not sure you could stay on pavement...

Today I took off in a M20J (lightly loaded) from a 2700 ft rwy where they were doing some work on the taxiway. My choices were 1) intersection takeoff into wind with about 2200 ft usable runway 2) back taxi and try to turn around on 65 ft rwy (and risk taxiing on soft wet grass adjacent to runway) or 3) full length take-off with 5-6 kt tailwind. some trees a little past runway, nothing horrible... #3 seemed most prudent, no big obstacles, low (negative) density altitude, plenty of power...but #2 probably would have been fine too. When I got home I looked in POH to calculate when I'd be at 50 ft AGL using 6 kt headwind vs 6kt tailwind. But much to my surprise NO TAILWIND PERFORMANCE NUMBERS in POH for takeoff. Never noticed this before... Thoughts ? Anyone choose differently ?

Do you know the part number of the Whelen Orion series LED recognition lights ? Anyone know if the microsun aero leds would fit where the Wheelen recognition light fits ?

I have only one landing light on my 201 cowling. Right now I use an LED. Do you have the Taxi lens (wide spread) or Landing light lens (narrow spread) ? I would have to choose one or the other. Any thoughts ? Thanks for your input. Also how many hours labor to install ? Any problems getting the FSDO to approve the paperwork ? Thanks again !

Thanks, that's very helpful. My biggest problem is that it's hard to see unlit turnoffs at poorly lit airports. I think having something better in the wingtips would be the best solution. Maybe Xevision HID recognition lights, but I'd prefer more of a "drop-in" solution...I wonder if LED recognition lights would help in this regard or if I need to go all-in with the HIDs ???

Yes. I also wonder if the LED recognition lights would help with taxiing ???

thanks, i'm going to start doing the same.

I gave up on the GE incandescent light several years ago. Tried everything, but the cowl-mounted filament broke too often. I switched to the Parmetheus Par 46 LED bulb. It still works well, but I still would like more light output--last night landed on a runway full of deer...I want the best taxi light possible. Willing to pay a little extra if need be...one bulb on M20J use for taxi and landing. Has anyone switched from the Parmetheus to the Parmetheus Plus ? Any big difference ? (Anyone want to buy my old Parmetheus ? LEDs work forever...) How about Aeroleds Sunspot 46 LX ? Alphabeam II ? Anyone using either ? Thoughts ? Anyone replace their recognition lights with LEDs ? Does this help with taxiing ? (When I bought plane, lenses were melted, I don't use the recognition lights for this reason) One last question, mildly related. Do you turn off your landing light before shutting down or leave them on until after mags off ? Thanks !

Wow ! Thanks for all the answers. I didn't mean to get into the "run a tank dry" debate. I don't do that or see any routine need to do it. I was just saying that MIGHT be one case where you might need the boost pump. I haven't really read any compelling reason to use the boost pump for the one second it takes to switch from left to right or vice versa. I appreciate Deb's explanation of why no BOTH setting. (One nice tthing about high-wing planes !) Thanks for all the thoughts.

Thanks. Thinking about this a little more, I could imagine that if you ran a tank dry and were switching tanks, this would make sense--i.e. to purge the air bubbles. But that's not what I'm talking about. I'm never run a tank dry...

The POH for many low wing aircraft (Mooneys included) state one should turn on fuel pump when switching tanks. I can't think of any good reason for doing this. Anyone have any thoughts ? Nothing bad has happened when I have forgotten to do so.., Thanks.

O.k. so for all of you waiting in the peanut gallery... apparently there is something at the bottom of the firewall attached to the cowling that the forward edges of the nosegear doors rest on. This is what they are calling the peanut panel. The vibration of the nosegear doors can cause this to wear...normal service item. That's my understanding. Nutty ?

The texture of this IS like peanut skin. I've been with my MSC for many years. I will ask them, I wasn't as involved with this annual as I usually am; but I have always found them to be honest. Really honest. That's why I pay their rates. Honest, good work. I will find out and post.

I do have a glass panel (Aspen) with backup gauges. I do not have a sub panel. I have to look more carefully now that I know what to look for. I did have a crack on top of my panel under the glare screen around the support bar in the middle (the one that holds the whiskey compass, the same one the passenger is supposed to grab onto when they get into the plane). I was getting carbon monoxide readings on my sensitive CO meter when taxiing, so maybe that's what they patched. I have to look.

Clarification, in case there is more than one peanut panel. Another entry states "Lower firewall Peanut Panel Shim Worn and Panel Cracked"

I know of a rebuilt J with K wings. Seems weird, but one way to increase fuel carried.

I just got invoice for annual on my M20J--not too bad. One item reads "Fabricated and installed patch repair to peanut panel." I don't even have a glove compartment, let alone a bin for peanuts ! What is this peanut panel ? Anyone with a picture ? Thanks !

O.k. so a lot of side discussions. But it seems like 18.5 is fine and doesn't need to be looked into at next annual... thanks.

I was just wondering what other people see in terms of fuel flow at takeoff in a M20J (sea level, wide-open throttle, full rich). Is 18.5-19 gph too rich ? Is it reasonable to lean before 3000 feet if CHTs are low ? say leaning to 15-16 gph... joegoersh

I'm getting excited about getting a new Retina Ipad Mini for my '89 M20J. I have an ipad but it's just too big to mount so i ride with it on the copilot seat. I hoping I can conveniently mount the mini. I have looked at a few mounts and am wondering if anyone has experience with the Sea Sucker clamp mount ? http://www.seasucker.com/shop/clamp/#tab-description It looks like it'd work, but nothing but learning from someone else. Any place other than the yoke that might be better ? Thanks.

That's about what I got when I flew earlier tonight. Wow, not much power to fly slow in a J !

I'm going to try to get my CFI in my M20J. I'm starting to practice maneuvers , specifically Steep Turns, Steep Spirals, Lazy Eights, Chandelles, Eights on Pylons, and Slow Flight (clean and dirty). Can anyone suggest, as a starting point, power (prop setting and manifold pressure) that works well for these maneuvers ? Thanks!

O.K. Any idea how the Mooney Hour Meter works ? Does it run only when tach is above a certain level ? How is Hour Meter wired to tach ?

I found this in the M20J service manual-- Hour Meter (Optional). The hour meter operates operates from the electric tachometer. A Hobbs meter directly from the alternator "Aux." terminal through a may be installed as an option. fused wire. S/N 24-1418 and later models... so now I think the Hobbs just turns on at some certain RPM...but I'm not sure.