Shadrach

I have manual gear. My father in law (also a pilot) teases me that all the knob turning and lever pumping makes it look like I’m running a steam engine during approach and take off.

I am not talking about acceptance. I’m talking about technical supremacy. There is almost no argument for non antilock brakes. The only argument for manual transmissions is light weight and joy of operation, autos are technically superior. Lithium Ion Battery tech is already close. It’s easy to say that less capacity is adequate on the ground. In IMC or VMC on top with icing conditions underneath you? I want as much time (capacity) as possible to sort out options.

No doubt that Lithium Ion appears to be the future. There is also no doubt that the capacity is lower than current AGM products but in a much, much, lighter package. I understand the argument that capacity is sufficient. Just as I imagine others understand that if you can reduce weight and increase capacity, you’ve shut down most performance based objections and are really talking about pricing at that point. Early adopters can choose when they’re ready beta test and I look forward to the first pireps. Your summary above is a bit optimistic in terms of how rapidly past innovations have lived up to expectations. It took over 50 years for anti locks and auto transmissions to become superior in all aspects of performance (save for maybe weight). I am happy that folks are innovating and hope the advances occur at an ever increasing rate.

That should depend on weight. I’ve run the trim into the full nose up stop on short final with the front seats filled and ~12 gals remaining in one tank. I Rarely fly with less than 2hrs on board but it’s happened a time or two.

Same. Positive rate, Gear up, swipe forward Flaps up <100MIAS, swipe forward pitch for cruise climb 120MIAS, swipe forward.

I think there would be interest in a dual EarthX set up giving more reserve Ah over a conventional AGM while still yielding a significant weight reduction. No downside to more capacity for less weight save for maybe the price. A single EarthX would increase my plane's Useful Load to approximately 1084lbs. I'd gladly give up 6lbs of that for greater capacity.

Some time at a safe altitude with take off flaps deployed and the airplane trimmed for hands off climb at Vy, try raising flaps without trying to making pitch adjustments. It is not so dramatic as it is while managing an accelerating aircraft in the airport environment. I have done more than a few full flap, touch and goes and even the pitch change during the transition from full flaps to no flaps is quite manageable though the procedure is not something I'd recommend. It's a fair amount of work coordinating pitch, initial trim, gear retraction, flap retraction and retrim at low speed.

The "out of trim" scenario is real but is more perception than reality, just like when people describe a brief "sink" when retracting flaps (which is all perception). When you retract the flaps, you change the chord line of the wing As the trailing edge retracts, the wing seeks roughly the same AOA. Because the the effective angle of incidence is reduced as the flaps come up, the same AOA equates to a higher pitch of the longitudinal axis (fuselage). There is likely a marginal increase in drag from the increased angle of the fuselage to the relative wind, but the perception that some have that raising flaps shifts the airfoil significantly towards a stall is a misunderstanding, unless the aircraft is already on the ragged edge.

I don’t know when the oil cooler was relocated by the factory, but the majority of Es and F’s and Cs have the oil cooler mounted in the same location on the lower pilot’s side cowl.

It’s limited by the jackscrew that drives the indicator not the indicator itself.

A third option would be to ensure that the indicator and flap position match factory specs.

That is the correct PN. It is does not appear to be available. I would reach out to Honeywell to see if there is a superseding part number. I have never disassembled one of those toggles, but there's a chance that a thorough cleaning and reassembly might make it serviceable.

The illustrated parts catalog for the 1969 M20C is available for download below. That is the appropriate place to find part numbers.

I have lots of M20F time, the only time it’s ever wheel borrowed is when I have tried to delay lift off by “holding” the nose down to build more speed. The trim indicator is simply a cable attached to a jack screw on one end and to an indicator lever on the other. After 54 years of maintenance, there's a reasonable chance that it’s out of adjustment. Mid bodies tend to be forward CG when empty which is part of the reason that they can be loaded to gross with almost no worry of getting out of CG. Proper take off trim is important. At a minimum, try running it to the stops in each direction and check the indication at max up and max down.

I have no experience with the electric flaps. But my first step would be taking a multimeter to the motor to verify it is getting power with the switch in the retract position. Here is a thread centered on the same symptoms:

That makes sense. It looks like my broker recently changed from being an independent to an Acrisure affiliate.

That number is a minimum and is likely suboptimal for cooling.

I too have GA but they are not being as kind to me. I wonder if my broker is taking a larger piece of the pie.

Who’s your carrier?

I think it’s a retract thing. I have a buddy who currently owns a Cherokee but previously owned a Comanche. He has about 500TT, 200 of which were in the previously owned Comanche. He wanted to get another Comanche 250, but none of the insurance choices were palatable. He also got quoted for an M20C and was quoted $3200 a year for 70k hull.

Just to be clear, you were flying heading, not gps track? Headings were 90° off and turns were in the same direction?

Indeed it is. They’re probably cheaper to keep than the geared sixes.

Twin Bonanzas have been equipped with a verity of geared, Lycoming sixes but never a 720 to my knowledge. The GO engines magnificent sounds…

I think the injected, NA, mid bodies do fine up to the oxygen levels, though they do warrant more carful consideration when loaded to MGW. My comments were specifically around runway performance as I don’t think a K model will out perform a lighter J or F until the DA gets to ridiculous (>12K) levels.

AKA mass airflow.