acronut

Quote: Magnum Just depends on what your comfortable with. Personally I usually don't have any problem with it. I'd change the oil at least every 50hrs if not more and check the screens and filters. Very very few engines will go without ample warning. Do you have an engine analizer? The engine and airplane talk to you, if you listen and pay attention there will be very few major surprises. Do you fly hard IFR or a lot at night or over very unforgiving terrain? Would you be comfortable with a forced landing if you didn't see or pay attention to the signs? All things to take into consideration. Turbo charged engines usually give less time before problems can occur but there are usually still signs. Low compression and contaminated oil usually happen quite a bit before catostraphic fialures. Just my 2 cents worth since you asked. Kendal

Now this is me... This is a serous issue. I'm definitely reconsidering the security of this site

O&N can install their bladders cheaper than you can have it done anywhere else. Give them a call and get a current quote. I got one not long ago but I can't find the #'s. I like the idea of having the bladders so I don't have to sweat going into a grass strip once in a while or a hard landing possibly cracking a sealed tank. From what I've read it adds 35lbs to the plane. Kendal

Quote: tony when you design an aircraft, the circuit breakers are sized to protect the wire, not the device on the end of it.

If I'm reading this right I'd be careful about the circuit breakers. Usually radios are on low 1-5 Amp breakers. If that's whats recomended by the manufactured I'd stick with it. Having a radio on a 20Amp breaker isn't going to do much to protect it. Sounds like your on the right track to a nicer setup. Good luck Kendal

Quote: carusoam Kendal, The pitts could probably use a set of Keep alive and panic buttons too....

George I think we have a winner! I checked the radios yesterday with no luck. I can't believe I didn't see my clock still lit up with the switch on! Obviously from this pic I took the other week that has to be it. You guys are awesome thanks for the help! Kendal

This is a great place to start. http://en.wikipedia.org/wiki/Mooney_M20 Welcome aboard I don't think you'll be disapointed!

Quote: kerry It could be back up power to your nav/com. Turn your master switch off. Then turn your radio's on and flip the switch to keep alive and see if anything lights up. If you have a inflight emergency where you have to turn the master off you can still utitlize your com radio. Just a guess.

Does anyone have any idea what this switch is? We just bought this 67 M20F and it's the only thing we can't figure out. It's the switch labeled "keep alive". Let the jokes roll in!!! It's positioned just to the right of the ELT remote switch. The other switch to its right if for the rear intercom phone jacks. This F Model has a 201 panel, yokes, and electric gear and flaps. Any input is appreciated!

Quote: tony First I need to start out by saying that I am not an A&P. The answer to your question is, it depends. If I were purchasing the aircraft, yes I would absolutely want the engine broken down, 8130’s on every part, and then reassembled. If I was the owner/operator, maybe not and I would exercise some judgment where the regulations would let me. The intent of the AD isn’t well if I crack open the accessory case and put it back together I’m good. The intent is to look around and see if you see any damage. If not then do you need to go any further? If you do find something well then you bought yourself an overhaul. It’s the judgment of the A/P and how much risk the guy whose butt is going to be sitting at the controls wants to take. If it were my airplane and I had 1800 hours left on the engine I would eddy current inspect the bolt that fastens the crankshaft gear to the crankshaft? That’s the softest piece of metal in the system that’s in shear. That’s number 27 on page 1-10 of the IPC. If no damage was found, I would stop. If I were purchasing the aircraft, I think I would walk away or lower the purchase price to cover an overhaul.

Thanks everyone for the concern. I did my homework before I bought this airplane. I got all the records and spoke with the previous owner about what actually happened. For what I paid I really believe we got a great little airplane. It amazes me to think about all the money that must of been spent on mods with previous owners. I think the only thing not 201 on it are the tips. Obviously the "twisted" wing prevented that change. Yes Dave it's actually a 201 cowl. It has 201 panel, yokes, all the fairings and gap seals, even speed brakes. We flew it the 4hrs and 30min non stop home the day after Christmas with plenty of fuel to spare. It was nice flying cross country with that kind of range and comfort in comparison to my Pitts. I'll spend the next few weeks going throught it and taking care of some minor items. After that the wife is excited to transition into the left seat of her first retract. Good talking to you Gary and good luck in your hunt! Kendal

A lot of airshow pilots flying experimentals bump their max RPM for power (and noise). Engine experts tell us 3000 RPM is no big deal. I know of plenty that run 3200-3300. Almost all that run them that high rebuild their engines every 400hrs or so. And yes at those speeds you do hear the difference. Anyone listen to a T6 Texan take off? Huge prop and right at the sound barrier speed I'm told. Kendal

Hey Gary sorry to tell you but I'm the new owner of N328CM. Me and my wife flew it home the day before Christmas. Sounds like you have Jerry pegged. He won't offer up too much info but he won't lie to you either. I believe he still has the other one but I didn't even look at it so I can't help you there much. Kendal

Thanks guys. I like the idea of the Ram mount but I fear I will have clearance problems like I do with the Garmin mount. My HDG knob is right there and even if it wasn't I wouldn't be able to get full forward elevator. With the 201 yokes I'm not sure if I can make a mount similar to the other ones described or not... I like the idea of the center post mount maybe I'll give that a try. I'd really like to see some pics of the other installs first though if anyone is willing. Thanks Kendal

Hey folks me and my wife just bought a 67 M20F and flew it home to NJ from KY yesterday. We threw our 496 on the dash for the trip but I'm looking for a more permanent mounting location. It has a 201 panel and yokes. It would fit great with good visability on the yoke but the generic Garmin yoke mount won't work. Anyone have pics or ideas as to how they mount theirs? Thanks Kendal

I've just tied the yoke back and over with the seatbelt... It acomplished the same thing as the yoke lock but it doesn't help the rudder like the other contraption in the link above. Mooney rudder doesn't deflect very easy on the ground with the nosewheel on the ground though from what I remember.

ACE Pilot training at KABE has a couple Mooney M20Cs for rent.

Quote: rdv Hi Folks, I screwed in a new set of Unison plugs the other day. High time IO-360, so I thought I should be able to burn-off the remaining couple hundred hours of TBO with them. First issue, one of the plugs was totaly dead (nice to have an analyzer to zero in on bad cylinder!). No prob. New plug, away we go. I changed the oil over to 15w50, buttoned it up and filed a plan for a local trip. On run-up, one of the plugs in #3 appeared dead. I leaned it out @ 1800 or so and it cleared up. Great. Im thinking it got fouled when I was warmimg engine for oil change. Now im climbing out through 3000', and I notice #3 egt is rising. Switch over to left mag, sure enough, its now a IO-270. I decided to fly around the strip and see if more aggressive leaning clears the plug. The next fifteen minuted, EGT would go up and down every few minutes. Each time it rose, I confirmed bad plug. When it came down, mag check showed good plug. Then it decided to stay on-line, and the rest of the flight went as normal. Wierd hey? I guess I'll fly with it again to see if it is finally clear, but something seems strange to this low-time driver. Ryan