Bunti

I also need a set for my Mooney M20F

The first few updates had been done free of charge by the shop which did my latest avionics upgrade. I usually combined the updates with other avionics work. The shop charged his hourly rate for the updates. It was about 1 hour or 1.5 in total for the 345, Aspen, Flightstream and GTN 750. In between, some firmware upgrades were free of charge because Garmin or Aspen paid for them. This was the case if the upgrades were required due to an AD or a mandatory service bulletin. One time the shop said something like that they want now charge a flat fee per unit. I disagreed and continued to pay the hourly rate.

I used 2 Gopros (8 and 9) plus 1 DJI Osmo and a Garmin Virb. Magix was the editing software.

I just published a realtime video of a short flight in the Mooney M20F from the Spruce Creek Fly-In Community private airport to New Smyrna Beach in Florida. With ATC audio. The flight was recorded by 4 cameras. One of the cameras was installed under the left wing. Recording starts prior starting the engine and stops at engine shutdown.

Thanks for the feedback! I used a DJI Osmo Action camera, removed the tie down ring and installed the camera instead. I publish the videos on youtube and mark them as copyright protected. In addition, it shows a small copyright mark and copyright information at the end. Even without the copyright notes it would be protected by law unless you mark it at youtube or somewhere else that everybody can copy and steal it. If you upload photos or videos somewhere, it is always good to check the terms before. Sometimes you give away your copyright to the owner of the website or so. You have the copyright for your life + 70 years. You may also register videos and other stuff with the Copyright Office. But in general, this is not required to proof that you are the owner. The copyright restricts other people from copying, modifying or using it complete or in parts for their own purposes. But links to your videos or to a certain timestamp in your video are usually possible and not restricted, even for copyright protected material. A lot of people do not know that copyright laws exists, even if videos or photos are marked. They steal, copy, modify ... and are very surprised if they are told that it is against the law. The good thing is: Stealing intellectual property may get very expensive.

I just produced and published a 4k real time video of our low altitude flight from Key West runway 9 along the keys to the Key Largo area. For the video, we mounted the camera under the wing and kept it running until the battery was empty. We enjoyed the flight with the great views very much. You can best view it on a 4k TV or similar computer screen. The video does not show any cockpit or cockpit instrument views.

Anthony, thanks for the great feedback!!! Greetings, Stefan

I just published a video of an approach to Key West International Airport which I did with my Mooney M20F.

I have the GTN750 and use the Ipad for charts, weather ... If my Ipad fails, I have always a backup Ipad with Garmin Pilot and updated charts in the seat pocket. When I fly with my wife, she has also Garmin Pilot installed on her IPAD and is always connected to the 750 and the 345 via Flightstream.

Some years ago, I wanted to replace the door seal on my F. I went to a Mooney Service Center in Florida, bought the original Mooney seal and got it installed by my mechanic. Result was that it was almost impossible to close the door afterwards. So the mechanic had to remove the seal and bought a universal seal from Homedepot. This is not the optimum solution but it was much better than the part we got from the MSC. Maybe we got a wrong part which was made for a J instead of the part required for the F. Gee-Bee, do you have one for the M20F from 1967 available and what would be the cost?

I just learned about a case of a twin airplane which lost parts of an EGT sensor during flight. This was (as far as I remember) not a JPI-system or sensor. For a non turbo airplane this would be no problem: Buy a new sensor and fly again. But for this turbo airplane it was very different: The broken EGT sensor moved through the exhaust into the turbo and destroyed parts of the turbo system. The owner first saw on the display that the probe was going bad. Then he checked the probe and found out that most of it was missing. He was worried about possible damage to the turbo. So he got the turbo checked and found the damage and the missing part. Really bad and expensive day. I have an EDM930 in my Mooney. I never had a probe mechanically broken. Over the years, we had to replace some because they stopped working right. I even bought a new one which did not display right. It was good at outside temps but as soon as the engine started and temps got higher, the probe showed wrong values. JPI checked the probe and gave me a new one. For the JPI it is really important that the unit is grounded to the engine. At initial installation this was not done right at my plane. After that had been corrected, the reliability improved. Nevertheless, I always have a spare EGT and CHT probe in the plane. It looks to me that the CHT probes last longer than the EGTs.

These overhauls may be partly paid by the insurance. Hopefully our insurance rates are not climbing even higher this year because of all the gear up landings. Greetings from your neighbors hangar.

I also highly recommend Aeromotors LLC. http://www.aeromotorsllc.com/aeromotorsllc/default.aspx They overhaul your pump or - if they have one ready on their shelf and you are in a hurry - they send you an overhauled pump right away when your pump arrives at their office. Last summer they did the fuel pump of my Mooney M20F. I am very happy with the result. I used them because of the good reports here at Mooneyspace!

I flew my Mooney from Florida to Don Maxwell for the rigging. It was a very good experience. He first flew the plane himself, adjusted with his team everything with the Mooney travel boards ... and then flew it again. He was very fast on that because he must have done it thousand times or so. Sure, your local mechanic would be able to do it too. But first he has to borrow the travel boards somewhere and if he had not done it before, it make take 3 times longer and not get you any improvement.

Drew at Absolute Aviation in Edgwater is a real good choice. I had him doing some work and was very satisfied. My panel upgrade with the Garmin 750, 345 ... install was done by Tomlinson Avionics at Page Field. https://www.tavionics.com/. They did a good job, on time and in accordance to the estimate. No surprises. Nice and friendly people. Originally, I wanted Drew to do the work but at that time he was no Garmin dealer. In between he is a Garmin dealer. To be a Garmin dealer, you have to install and buy a certain amount of units from Garmin. Garmin dealers also handle warranty claims and take part in factory discount offers.

Here are some Airline insights: As a pilot and instructor on the Airbus A320 series, I can confirm that we do have a 1000 feet gate. That means, everything has to be set and stabilized for landing: Gear, flaps, approach speed and the required power setting. The SOP from the Airbus company requires that in 500 feet in VMC and in 1000 feet in IMC conditions. A lot of airlines want you to be stabilized in 1000 feet also in VMC. With the Airbus, we have 2 landing flap options: Flaps full and flaps 3. This are the notches on the handle. Depending if you are flying an Airbus A319, A320 or A321, the resulting degrees are a little different. Both options are approved for normal operations. The pilot can decide for every landing. With 3, you have less drag and you are flying 5 knots faster, need a little more runway and save some fuel. Your pitch during approach and landing/flare will be higher. On short runways, you would need more brakes / reverse. 3 is recommended in gusty/windshear conditions. Before, I was flying the MD80 series. Same thing here: Flaps 28 and flaps 40 were approved for landing. The pilot had to decide in accordance to his preference and the general circumstances. On the Airbus and the MD80, I prefer to land with flaps full because of the slower speed and the better forward visibility due to less pitch than with reduced flaps. Both, the Airbus and the MD are flying awful fast in the approach with no flaps. This is only possible during emergency ops. I would compare landing my Mooney M20F with only partial or no flaps with landing the Airbus or the MD with reduced flaps. Until now, I landed most of the time my Mooney M20F with full flaps. In gusty winds, I used no flaps because the gusts are able to increase my speed very fast into an area above my white arc. On an instrument approach, I usually start with gear down (104 knots) when I start the final descent. When passing 91 knots (flap speed), I add some flaps (takeoff). And when landing is assured (at about 500 feet or so), I add more flaps, usually to full. I do not like this configuration change at low altitude. In the last weeks, I did some flights with only approach flaps to the landing. That worked fine too and eliminated the last minute configuration change. I think, in the future, I will fly with approach flaps to 1000 feet or even a little higher, add flaps for the landing configuration and make sure that everything is stabilized above 500 feet.

I think, I would further investigate the source of all the flakes before flying again.

You are allowed to use wide deck or narrow deck engines. It is your choice. Parts are available for both. Lycoming today sells only wide deck engines but delivers all the parts you need for a field overhaul of a narrow deck engine. A lot of the parts are the same. New narrow deck cylinders are available from Lycoming and Continental for our Lycoming engines. The Continentals are cheaper and need some lead time. In general, new wide deck cylinders are cheaper than narrow deck cylinders. My IO360 changed from a wide deck to a narrow deck during overhaul after an engine failure. The baffles had to be modified some how. This was done by the overhauler and took additional time. After my experience, I recommend to stay with whatever you have. If you have a narrow deck engine, get it overhauled and put it back on. This keeps everything easy. Call Sam or David at Jewell Aviation or any other overhauler. Jewell did my overhaul and overhauled a lot of other Mooney engines for a reasonable price. You can upgrade your starter and buy an alternator conversion kit and get it installed during the overhaul process. Best would be, if your engine is still working and you fly the plane to the overhauler. Let him remove and reinstall and even test fly the overhauled engine for you. This would be the best setup. I did not do that with my overhaul because the engine was not airworthy. It is getting more complicated, the more shops and different mechanics are involved.

Looks great! I promise (from my own experience) that you will be very happy about your decision for the next years!

Here in Spruce Creek, hangar space for rent is usually only advertised by private owners in an internal video/internet channel or by word of mouth. If you live here, you can also put a free ad on the channel and ask for hangar space for rent. It may take some time, but most of the people who are looking for a space also find one after a while. We have +/- 500 planes at the airfield. Most are in hangars. There are always people selling airplanes, losing medicals or even making room in their hangar ... This makes space available. Demand for buying hangars is still high. But almost nothing on the market. Hangars which store approx. 2 Mooneys and a small high wing aircraft (size about 50 x 50) have been sold over the last time for approx. 450,000 to 500,000 $. Hangar homes usually have a smaller hangar. They start at 640,000 $ with 43 x 33 hangar.

I got my yokes powder coated by a professional powdercoating company several years ago. It was not expensive and they are still in good shape.

Be careful. All Mooneys with the IO360 A1A engine are approved for wide and narrow deck versions of the engine. The 67F should have come with a wide deck engine. But if you have to replace the engine with another overhauled one, you can end up with a narrow deck on the same airplane. And to make it even more complicated: If you keep your wide deck sump with the data plate and take most of the rest of the parts from a narrow deck engine, you have still the serial number which represents a wide deck engine on a narrow deck engine. Before ordering new cylinders, it is a good idea to visually confirm if it is wide or narrow deck.

Hi, 200 degrees is not bad for the oil temp. I have the Lasar relocation kit installed in my M20F. It did not change the temperature a lot. My impression is that due to the new location behind cylinder 4, the airflow to the cooler is after the relocation more depended on the pitch of the airplane. Especially during the climb on hot Florida days, I have to lower the nose very soon and increase the speed to somewhere at about 115 to 125 KIAS to reduce the rising rate of the oil temp. Even with 120 KIAS, I sometimes end up with 215 F at the top of climb. Then the oil temp usually drops a few degrees:. Depending on the outside air temperature at altitude and LOP or ROP ops, I see about 186F to about 206F in cruise. The nose of the plane looks nicer. The new hoses to the engine are much shorter. I may have gained half a knot and the cooler does not collect dirt or so anymore and stays in good shape.

I change the oil and the filter approx. every 25 to 30 hours but never later than every 6 months.

My shunt broke a while ago into two pieces. This gave me on one of the break in flights for my overhauled engine all kinds of error messages on my EDM930. Including EGT and CHT signal failures and for sure a very high amps reading which finally changed to a red X. I did not continue this flight to the destination and did a precautionary landing. Reason for the problem was that the shunt screws had been improper installed. I bought a new shunt. It was installed properly and all readings are back in the green.