kortopates

500 hrs / 28 yrs = 17.8 hrs / yr. that would explain why. I assume it sat for a number of years too - perhaps right before you bought it too? Hopefully you bought discounted as a run out engine. Still very unfortunate but hopefully you are prepared to major it. Bummer! Sent from my iPhone using Tapatalk

You could be describing at the crankcase or at the cylinder. Especially at the crankcase they need to be coated with DC-4 to prevent leakage - if only oil was used they tend to leak. If at the cylinder make sure the leaky seal is making a good fit. Sometimes the hole is a bit oversize and needs a Al washer to seal it better.

Continental announces new Tempest oil filter part no's with a new gasket that they say is easier to remove in SIL 17-03. See attached SIL. SIL17-03.pdf

Not sure, that may be all you need (30 minutes in rule airspace) but be sure to follow the link in item 2 for "program rules" as they say before you fly it in case that points to the circular or similar. Sent from my iPhone using Tapatalk

There is a link to a document on the Ads-b website. See the step for post installation and you should see a link to a circular or other document that details the test flight requirements. Sent from my iPhone using Tapatalk

I've crossed the border numerous times and don't believe their is such a requirement unless they are picking on Canadians and other foreigners. Cars yes, but not airplanes. Unfortunately, our CBP folks are not easy to deal with. Sent from my iPhone using Tapatalk

Then it should be in the POH, but looking at a later '75 M20F POH I can't find any mention it. All it says at 2-8 and 7-8 is that the horn sounds with a MAP of 15" or less if the gear is still up. Nor does it show button for it on the panel page that list everything installed by Mooney. Perhaps a Mooney approved kit modification?

been in a lot of F's and never seen one, or heard of one till now, sounds like a mod. Got any more info on this? would like to learn about the details.

There is no pre-flight check other than the pre-landing check; only an annual/100hr inspection test on jacks

See AIM 5-4-1 a.2.(a).(2) - "When cleared to a waypoint depicted on a STAR, to descend from a previously assigned altitude at pilots discretion to the altitude depicted at that waypoint." Which was 17K to FL230. But you should have told ATC you would be unable to comply with the speed restrictions. I am sure he knows what a M20T and Mooney are and I doubt he really cared about your speed, but technically they aren't suppose to give these to us, and therefore we don't expect to get them either.

Another weekend and another Mooney gear up landing incident - this time another J-Bar Mooney - 66' M20C in FL on 7/29

$700 is too low! I got $1000 trade in from my installer with new panel.

Yosemite is such a popular destination this time of year that your odds of finding accommodations within the park are pretty nil if you don't reserve months in advance.

Probably a lot of truth to that. I've also read that Mooney's make up about 10% of the GA fleet but don't know. But what I can say, is since the 3 accidents/incidents reported on Mooney's on July 17, we've had two more gear incidents - a K reported on the 25th and J reported today. The K was reported as a gear failure on landing which of course is very possible (that definitely happens a lot too) but many gear up landings are often first reported that way too. In comparison, we've only seen one Beech gear incident reported on July 14 on, and that one also refers to a failed gear.

The image showing the Call to undefined method may be a more helpful error message

There really isn't a redline for EGT. Continental did not publish an EGT redline. For whatever reasons, Mooney invented this for their blue-line target EGT sensor that measures EGT on the odd cylinders and added a 1650F redline on their own, presumably using 1650F since its the most conventional TIT redline for turbo's. But apparently it did do what Mooney intended, as it got your attention that something was wrong in that you couldn't find EGT without continuing beyond 1650F, and if you had kept on leaning you likely would have started flaming out cylinders running on only one plug before seeing a peak unless your gami spread is very small. Anyway, you're doing fine using your JPI to lean but its also important to know at what approx EGT you can expect to see peak on your richest cylinder (e.g., ~1575F) so that later while in cruise, after leaning it down to 50 LOP at about 1525F, you'll notice if it started creeping up on you so you can make an adjustment. Another easy way to use your monitor to help you better "monitor" in cruise is to put the monitor in "normalize" mode while in cruise. Then any EGT changes, like loosing a mag or plug, will be very obvious to you 27.4 is actually the high number from TCM on the 310HP, and at Savvy we prefer to see 0.5 to 1.0 GPH above the high number.

Only if your P-Leads are reversed at the mags - which happens a lot. @Hank says it right. The perspective of Left & Right is from the rear of the engine from the pilots seat.

I am having the same issues since the upgrade to MS forum. It appears the upgrade has broken Tapatalk. i can't get logged in on Tapatalk - just Mooneyspace directly on my PC. I use Tapatalk mostly so hopefully there will be resolution soon.

Of course we're very much into big data analysis of our vast flight data. But we have to leave oil type, its consumption and metal analysis to folks that analyze oil samples like Blackstone since we have way of tracking that. But FWIW, at Savvy, Mike has always been recommending straight weight oils when possible and the Phillips x-ctry for those that need a multi-weight - both with Camguard.

Actually your D model being a short body is not as good as the mid body J, I would suggest using what is published for the C model, since they are both short bodies in similar weight classes. For the C model, Mooney published 2 glide ratios: 10.3:1 with a windmilling prop and 105 mph at gross or 2575 lbs - which should match yours assuming a constant speed prop (since some of the D's used a fixed pitch prop with a max 2500 gross weight). But I'd generally plan for a lighter weight than max gross and so would suggest using 100 mph. They also give 12.7:1 with the prop stopped at 100 mph at gross. Good luck with getting the prop stopped, so I would stick to the more realistic 10.3:1.

That's a good conservative number and the same speed I use (for being under gross). I calculated it out from the POH to be 11.5:1 (1.9 nm per 1000' AGL).

We sure do this as a part of every Savvy PPI when the aircraft ha an engine analyzer.

there should be no movement in either direction with the spacers on both sides occupying all the slack.

You must be missing spacers on both sides of the rod bearing attaching to the nose gear door. When tech's or owners disconnect the rod end from the door for any reason, they tend to loose one or more spacers when they pull the bolt out through the nose door bracket. Unless I miss understand you, there is no tightening other than filling in the space on both sides of the bearing with spacers. For example, mine you 2 spacers back to back on each side of the bolt at the nose gear door bracket for a total of 4 spacers. And these little steel hollow spacers that go over the bolt are very pricey!

They are in both the digital and paper volumes of the MM. The digital isn't readable in my opinion - you get lost quickly using a ~15" screen as a window into what is probably sized at about 45" across when trying to trace. if you don't have the paper foldouts, since they are so huge, I'd recommend ordering a new copy of your paper MM from your MSC.