bnicolette

I don't know if this will help, but here is a picture from the parts book?

Wow, Congratulations Dave, it looks like it is going to be extremely functional and will fit in there very nicely. I hope it all goes smoothly for you. It should be a real pleasure sitting behind those screens. Very nice design!! Good luck and please post pictures of the progress!! B

Hiram Congratulations on the purchase of your Mooney!! I too am a new Mooney owner and understand your excitement. What a great looking airplane!! If you wouldn't mind, shoot me a PM and let me know where you're getting the paint job done and what they are charging to do a Mooney. I'll be looking forward to seeing some pictures of the finished product!! Are you going to hangar after the paint? Would be a real shame to leave it out to the elements. Brett

When my mechanic took the cowl off last time to look things over, he cleaned the engine for the purposes of seeing exactly where things were coming from and told me to make sure I flew it a bit. He wasn't sure if the oil by the mag was actually coming from there or not and also near the front of the engine. However, he has been on vacation since the beginning of April and I have been doing a good bit of flying back and forth to work, so hopefully, we won't have to go through the cleaning process again with the oil sorta being everywhere. But, if takes cleaning it again and running it just a bit, then that's what I'll do. BTW, I have been addicted to this board ever since purchasing my Mooney. I have been involved in other boards for cars, bikes, etc., but this board and the folks involved are just "first class". Thanks all, Brett

Thanks guys. I do remember my mechanic saying that, that seal was leaking just a little bit, and that was about a month ago. And now that it is showing it's ugly face on my cowl, I think it is time to get it taken care of before I start to notice it on the windshield. Has anybody had this done recently? How much time does it take the mechanic to do it and whats the part cost? I had him de-cowl the airplane after I had about 20 hours on the airplane just to make sure everything was looking okay. He found a touch of oil around the mag and also the crankshaft seal area, so that has got to be what it doing it. On the note of oil.........I am currently using Aeroshell 100W as that is what the previous owner had been using in it and thats what they put in during the prebuy/annual in February. However, it was a Florida airplane and given the climate here in Southwest PA, I think I am going to change it out to Phillips XC and use Camgaurd. Thoughts on oil??? Is there anything bad about the Phillips that I should consider not going that route? Again, thanks for the input for a "rookie" Mooney guy. Brett

Hi all, I am just starting to notice a very very faint mist of oil on my cowling behind the spinner? Everything is working fine but apparently something is going to need some attention at some point pretty soon? I am guessing that it might be coming from the prop and a seal job may do the trick? If this is in fact the case, has anybody ever just done a reseal on the prop and not had it overhauled? What are the costs associated with this? Thanks all for any input.

Correct me if I am wrong, but I think the idea is to keep it less than 50 degrees per minute of cooling on the CHT's? I have my JPI 830 set to alarm me if I exceed this limit of 50 degrees cold (CLD) and I really haven't come close with the way I have been operating the airplane. During descent I don't touch my throttle at all, just mixture and RPM. Why pull any manifold pressure out at all? I have just been pushing the nose over and letting her eat, assuming it is smooth out of course!! Most times when I am traveling, I have not touched the throttle from at the start of my takeoff run till a couple miles out before landing? How about the other guys with 201's? Perhaps, I am doing something wrong and I could be totally off base. I am new to the Mooney and have only been flying it since February of this year.

I just bought my Mooney in February of this year. I fly for a living, so I had lots of hours. However, I had 0 time in the Mooney when I found myself sitting in it for the first time getting ready to start it up and taxi out for takeoff and nobody was beside me. Probably not the best way to do it, but I did do a lot of reading on performance and operations before I purchased it. What a baby doll they are!!! I can't imagine it's the best platform to learn in and as a seasoned CFI, I believe in climbing the ladder and the Mooney is certainly not the bottom rung!!

Quote: gsengle It is very nice to be in an aircraft with such good backup systems as well.. Any thoughts on backup electrical AI's? I have a spot for one... All that said, still have the 2 squawks from my other post (skywatch self identification and radio noise...) g

Jose, Thank you for the suggestion. As luck would have it, I took the plane out this morning and everything was working well???? I will keep that in mind if it should happen again though. I'm not sure if that was what was going on as I just put a brand new (well newly overhauled) attitude indicator in two weeks ago, but that doesn't mean that it should be trouble free, I would just hope it would.

Hello all, I have a Century 31 A/P and flying back from Wilmington, De today the altitude hold feature started to act up. It attempted to hold altitude, but it was very twitchy (for lack of a better word). It also seemed to be twitchy in the pitch mode? Does anybody or has anybody had this issue with this autopilot that would be willing to point me in the right direction? It started about an hour into the flight and I didn't let it continue very long then I just hand flew it. I engaged it again later in the flight with the same results.

Quote: pilot716 Finally took the keys for our 83' m20J and flew off for some touch and goes then getting familiar with the plane..Man!! what a aircraft, 160kts & handled like a real smooth machine, landing over the numbers at 70...many good days ahead, now I see what the craze is!

Quote: Cruiser If the JPI was properly installed, one of the cylinders must have a second sensor attached at the OEM CHT probe location that sends the signal to your panel CHT guage . These piggybacked sensors always read 20 - 50 dF cooler than the other three bayonet style probes on the JPI. I thought the Mooney IO360 OEM CHT was located on the #3 cylinder (rear right) Your CHTs in the graph look normal. You were leaning in the climb but did you close the cowl flaps???

Thank you all for your thoughts. I think sometimes when I come home and analzye the data from the JPI, I tend to over think things and look for a problem. I have over 15 hours on the plane since I purchased it in the beginning of February and nothing has changed on the JPI data and the #2 CHT has been that way from my first flight. I'm not sure if the probes are all hooked up correctly. Daytona Aircraft Services (MSC) did the install and they are pretty reputable (from what I have heard, I am from Pittsubrgh and it was done there during pre buy/annual), but I guess since some have reported that #1 cht is usually the coldest, perhaps it's worth the time to make sure all the leads are going to the proper places. They sent me some pictures during the install, and there was a huge amount of wires laying all over the engine, so I suppose it is very possible to get one mixed up. Does anybody know how the cylinder numbers go on these engines? I guess that's probably a silly question and perhaps I should know the answer, but I don't. Thanks again for the replies. They gave me some of my "warm and fuzzy" feeling back about my engine. Brett

Hello all, I am new to Mooney's and also the Lycoming IO360. This is a new plane for me and so is the JPI unit. I am not used to seeing all this information and still learning what is "normal" and what isn't. I have noticed that my #2 CHT is consistently 50dF colder than the highest CHT when cruising at altitude. Is this normal? I have looked at the baffling and nothing appears to be problematic? Any input would be greatly appreciated. Thank you, Brett

Whoa!! 20K for an annual? I just bought my Mooney M20 this February and the annual cost me $2100 at a Mooney Service Center down in Daytona. I went through the receipts that the previous owner had on the airplane dating back to 1993 and every one of the annuals was done at Daytona Aircraft Services/Daytona Jet Center (Mooney Service Center) and the most expensive annual was $4800. I too am in a different class than most. $20K would mean the mechanic would be storing the plane indefinitely!! I know the service centers have all the tooling to make sure the gear is rigged correctly and I have heard that it is not something a local mechanic or maintenance center can really do correctly without the proper tooling? In regards to the dimmer I'm not sure about the legality of putting some other part than that specified when the aircraft was certified? Your mechanic should have the answer to that question. However, it is just a rheostat, so it would probably work.

Jose, Thank you so much for taking the time to put the pictures up. What a great idea!! Enough to hold them still but yet functional to be able to move them back to a stow position. Perfect!!! I really appreciate the help! Brett

Hello all, I recently purchased a '82 M20J. The previous owner threw away the sun visors as he thought they were more trouble than they were worth, however, the rods are still there. I have some visors that I made up from Lexan but I'm not sure what kind of mounting hardware was used. Would anybody be willing to take a picture of their sun visor assemblies? My email is: bnicolette@yahoo.com. I was thinking about just replacing them with the LASAR brand sometime, but would like to give this a shot before I spend $300 on sun visors. Thank you all. Brett

That's a good question. I don't have a vacuum gauge in the airplane but I could get a mechanic to check that reading for me. I just wasn't sure how the plumbing for the AUX vacuum pump was routed? I tried the AUX vacuum pump and it didn't seem to make any difference although I suppose there could be something in the line aft of where the regular pump and the AUX pump come together. I guess the real confusing part is that the instrument errects right away after start up, but within 15 minutes starts to act erratic?

Hello all, I was out flying a couple different times today and noticed that my attitude indicator was going a skew. It spun up and errected quickly on the ground but even before I took off (within 10 minutes), it was showing a bit of a turn. While flying it would show a turn in either direction (up to 5 - 10 degrees) and a slight climb on occaision. I tried switching to the AUX vacuum system, but that didn't help the matter. I just bought the airplane in the end of January and it went through a pre buy/annual in the beginning of February. This instrument was replaced as when I was taxiing it around on the ground I noticed it doing the same thing so we had it swapped out for an exchange unit from Precision Avionics. It is a vacuum unit model #: 52D267M Edo Aire Attitude Indicator which is connected to the Century 31 Autopilot System. Are there multiple vacuum filters that I might try replacing or should I just have the instrument swapped out again. It is obviously still under warranty. Thank you for any and all input!!! Brett

Thank you. Yes it does come down over the blanks for the rocker switches. My other option was to put the monitor at the top row of instruments and it would have sat just below the six pack gauges. I decided to get rid of a strikefinder that used to be located where the monitor is now. I wanted an empty space where I could eventually put an electric attitude indicator that I have.

Hello all, I am the proud new owner of a 1982 Mooney M20J! I have been on the hunt for almost 6 months and finally made a decision. It has been a long road with many ups and downs along the way. I almost bought a 1979 model but when I was about to make a move, things with work changed and I thought it was just never going to happen. While that was going on, I came across a 1982 model and just knew I had to have it no matter what was going on with work. So here it is a month later and it is finally in my hangar. When it was going through the pre buy/annual the only thing I really wanted was an engine monitor and the more I looked at prices and installation costs the more just thought it would be better to do everything at once, so I had the JPI 830 installed. I don't have much time behind it, but it is just phenomenal. It is so nice to have a secondary indication of all those parameters for that extra warm and fuzzy feeling that everything is running as advertised. It has the following hooked up to it: EGT CHT %HP Fuel Flow information (FF, Required fuel to destination, fuel remaining, alarms, etc.) OAT RPM Manifold Pressure Oil Temperature Oil Pressure Voltage Information on cooling for descent Just a whole lot of information displayed in a format that is readily available and easy to read. I love it!! The only glitch I had with the airplane was when it was being ferried up from Daytona, during the fuel stop the flaps would not retract after being selected full down for landing. Apparently it was a problem with the limiting switch being out of adjustment. The local mechanic charged the ferry pilot $10 to fix it and he was on his way again!! Phew!! I was hoping it wasn't some expensive fix like a flap motor or anything. This board has been such a wealth of information from looking for an airplane to troubleshooting the flap problem when the ferry pilot called and told me what was going on. I was able to quickly look up flap problems on the board and give them some direction to go and what to look for when I came across the posts on the limiting switch!! What a great community and am so happy to be able to post now with my own airplane. Cheers to everybody and looking forward to communicating with all of you. Brett

Hello all, I am the proud new owner of a 1982 Mooney M20J! I have been on the hunt for almost 6 months and finally made a decision. It has been a long road with many ups and downs along the way. I almost bought a 1979 model but when I was about to make a move, things with work changed and I thought it was just never going to happen. While that was going on, I came across a 1982 model and just knew I had to have it no matter what was going on with work. So here it is a month later and it is finally in my hangar. When it was going through the pre buy/annual the only thing I really wanted was an engine monitor and the more I looked at prices and installation costs the more just thought it would be better to do everything at once, so I had the JPI 830 installed. I don't have much time behind it, but it is just phenomenal. It is so nice to have a secondary indication of all those parameters for that extra warm and fuzzy feeling that everything is running as advertised. It has the following hooked up to it: EGT CHT %HP Fuel Flow information (FF, Required fuel to destination, fuel remaining, alarms, etc.) OAT RPM Manifold Pressure Oil Temperature Oil Pressure Voltage Information on cooling for descent Just a whole lot of information displayed in a format that is readily available and easy to read. I love it!! The only glitch I had with the airplane was when it was being ferried up from Daytona, during the fuel stop the flaps would not retract after being selected full down for landing. Apparently it was a problem with the limiting switch being out of adjustment. The local mechanic charged the ferry pilot $10 to fix it and he was on his way again!! Phew!! I was hoping it wasn't some expensive fix like a flap motor or anything. This board has been such a wealth of information from looking for an airplane to troubleshooting the flap problem when the ferry pilot called and told me what was going on. I was able to quickly look up flap problems on the board and give them some direction to go and what to look for when I came across the posts on the limiting switch!! What a great community and am so happy to be able to post now with my own airplane. Cheers to everybody and looking forward to communicating with all of you. Brett