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Also i am reading about a bunch of failures with intake exhaust valves. How would you protect against these? My engine is nearing TBO (1800-ish), but still appears to be fine and is used regularly. I am thinking maybe take out the sparks and do a compression check regularly.

Read "weather flying" by Robert Buck I have never been in ice but I will echo what others have said here, have plenty of options, in terms of height of cloud cover etc etc. I want to go into high clouds and experience it myself. Looking forward to the winter

Curious, how do induction leaks eat cylinders. I am a bit concerned because i see a cylinder runiing much cooler CHTs and EGTs. My plan is to swap the richest fuel injector with the leanest and cool running cylinder. If that makes no difference, then probably look at induction leaks. Hopefully that makes sense.

What do you mean by checking the teeth - and what do you check? I am a bit ignorant here. Everyone, thanks for the responses so far btw.

For those of you doing your own oil change, what other items do you check when you have the cowls off for the oil change? Thanks in advance

I have given up on the ram air in my 87 J altho i think it gives me a little more in climb. Very hard to quantify. Instead my new performance tool is a fuel siphon so that i dump xtra fuel into storage and only use the correct amount for the flight That helps climbs quite a lot. Sorry, went a bit off-topic.

I am having a similar issue, but i am an electrical newbie in possession of a multimeter. So if i understand you correctly, i should check the voltage drop across each of the items you mentioned, and a large drop would indicate a failed component correct? Also if my battery reads 12.3 to 12.5, it should be okay correct? Or is there some other property of batteries other than voltage across terminals that determines how hard it can crank the engine? To isolate the battery as a problem on a 12 volt electrical system, i am wondering if i can jump the aircraft battery with my car and see if the sluggish cranking disappears.... Thanks in advance

Soon going to be a 2 year mooney owner (m20j). I love the LOP performance, 9 gph 150 ktas 8000 feet. Your 600 nm trips can be done one shot with plenty to spare. I like the over-engineered airframe, tubular structure, single wing spar, and i like it because its different (funky tail and all). I like its full throttle everywhere simplicity and the reliable engine (1800 hours and going strong). I like the huge graceful wingspan, altho thats a pain in a shared hangar sometimes. I don't like how close my butt is to the floor. This means you cant quite sit upright and have a 90 degree bend at the knee. Your legs are stretched forward instead. Theres no shortage of leg room, its just that you may want to try the seating position first. This can get tiresome for 600 nm. I am 5 feet 9. Controls are heavier than I'd like, but i find myself using the autopilot a lot on cross countries, so no biggie. For landing and stuff, i am mostly a power and trim person with this plane. Never sat in a bonanza tho, but i hear they are lively at the controls and have more headroom, upright seating.

Can someone post a link to the AOPA forum where i can let them know about this? I kmow they already know about this, but regardless... Its ridiculous to think that pilots wont look after their own safety and do overhauls on condition instead of a magical number! I am also confused about what this thread is saying. Looks like the FSDO can revise manuals and add the mandatory TBO, so how is it not related to a rogue FSDO? And shouldnt the revision come from Mooney instead of the FSDO forcing the language?

I have seen the message where the status of the device takes some time to show up. It took 5 minutes for the status to show up once, but otherwise it worked fine. One other time, i wa not gtting adsb info, was because i use an external antenna and the antenna had fallen off from the windshield to the floor and as a result was not picking up any signals. And yet another time when i had abnormal behavior was when i started the heater and blew the hot air directly at the stratus unit on the floor, causing it to overheat. In short, except for the first case where it took 5 minutes to update status, the rest have been use errors. Also try updating the firmware ont the stratus using foreflight.

pledge and sontara wipes (at aircraft spruce, has no lint, leaves no scratces on glass) wash and wax all product on the rest of the aircraft. Aircraft Simple Green for cleaning belly when required

Do you know what his ebook is called?

I have also observed the same thing as the OP, higher spread because of cyl 2 having a much lower EGT than its brothers. None of the EGTs are past mid 1400 for the other cylinders. My guess is cylinder 2 is producing much less power than its brethren because of an overly lean mixture maybe? I'll pay attention to how many degrees less than peak it is next time i fly. Normally i lean with the big pull method and dont pay attention to how many degrees the cylinders are running below Peak, as long as the engine runs smooth and i get my target fuel flow of 8.4 gph Ps - my spread was also 80-90 F

All the series of tsio 360 mb engines are 48k rebuilt. i cannot give a direct link because its a flash site. But here is the main site Genuinecontinental.aero Click on engine pricing and type in TSI0360mb ( the 4th character is strangely a zero and not O, so a T S I zero)

From continental's web-site- it seems like both are about the same price - 48k for a rebuilt. But for a new engine, it is about 7k cheaper than the tsio360mb. Poor Mooney should have put this engine on the M20K frame to begin with

Great advice! I did look at a few 252s and rockets and they have all been sitting recently .. One 252 I did a pre-buy on had significant cylinder corrosion at just 200 SMOH..

Another question i have is do the rocket engines typically make it to TBO? From the MAPA article the 252 engine seems to run somewhat hot with CHT slightly above 400. What do the rocket CHTs look like in cruise? Thanks

Thanks that helps, the annual cost is about the same as my current J, so thats encouraging. How about the turbo? Did that need to be overhauled and how much does that usually run?

Could some rocket owners share some data on maintenance costs per year (annual and otherwise), please? I am starting to look for a 252, rocket or bravo with tks. There are certainly more bravos with tks, but the rocket is certainly top on my list... Thanks in advance

Well said Dav8or On a related point, always getting a voice call weather briefing has saved my bacon a couple of times in the north east. Even if its severe clear for a local flight and even if foreflight shows no TFRs, i ask for an abbreviated briefing... Any TFRs? No? Cya ...

I have been contemplating a turbo mooney for a little while. And I am wondering about TKS and how much use it gets in typical flights into the flight levels. What kind of cloud coverage do you guys typically see? Do you sometimes have a major portion of your flight in the clouds at FL180 for example - or is it mostly clear except for convective build-ups which you circumnavigate visually? Being in MA I think I would want TKS for low level flight in clouds - but I dont have a schedule to keep and so I can choose to fly on days with a high enough ceiling (4000 feet or higher). Then I should be mostly descending through layers instead of lingering around in them. Thanks in advance

astounding! Thought I'd share

Quote: OR75 you can do that by pressing the OBS button. You then select the radial you want to fly by turning the OBS button on the indicator GI-106 or on the GNS unit itself. Kind of tough to describe but really easy to do. The track you will want to follow will be a white line on the display. The GNS 430 simulator is not a bad tool to see how it works. Fly safe ...

Quote: carusoam Expect that each ADF is resident in the database As a waypoint on Garmin equipment (and others). If your Garmin is working, you would probably use it, in the US. I still use my ADF for AM radio reception, although the background noise can be bothersome. With iPad availability, even this skill is making ADFs not very desirable... Of course, after a couple years of IR flying I have not used my ADF. Unless an unusual emergency eliminated several other radios and left my ADF working.... My strike finder gets used more often. Do you only have space for one or the other? Best regards, -a-

I am thinking of ditching my ADF too to make space for a 3M wx10a stormscope. About the only thing I dont know how to do with the GNS430 that would be done by the ADF is to follow a certain bearing from the NDB to avoid mountains when departing IFR from airports... Can the 430 do this? thx in advance