Shadrach

Quote: sleepingsquirrel Well , ask the insurance company who sold it to the highest bidder! Do you think they cared about the final disposition? No they only cared about the bottom line. This is why I will deny any insurance company any revenue I can!! Now I'm talking about the insurance company!! An insurance company that tried to cleanse its' hands of this loss, by selling it to the highest bidder!

Quote: Lood What would you do??

My biggest concern here is the avionics. This engine and airframe could be cleaned, inspected and returned to service, even though it will always have silt contamination. However, I have serious doubts that all of the avionics/instruments were pulled and returned to the factory for cleaning/IRAN. I would not want to fly this thing in the clag...

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Quote: Becca I don't even know what to say... I can't believe this guy didn't end up in jail for that incident.

Quote: GeorgePerry What's kinda scary is that there's no record to show any evidence of damage or recovery from scrap. http://report.myairplane.com/

Quote: N9154V In 1980, I know of a 310 that was submerged due to flooding. The plane was completely reworked, new/overhauled instruments, vacuum lines, engines inspected, props every thing. This plane ate several owners to the poor house. I beleive that it is on market now. It is very low time plane for the age. After watching this one go to the detail that it went through, and then all of the headaches, I would not touch any plane that went swimming. This is just my humble opinion. Buyers beware. Ron

Wow... Jerry has caused quite an up-roar here! I've never met the man in person, but I have purchased parts from him over the phone. He was pretty easy to work with. The truth is folks, is that Jerry most likely believes this baby is the cream puff that he's making it out to be. Jerry has flown operated a number of salvaged and or rebuilt aircraft. This bird may or may not be a great machine...just like any other AC on eBay... The notion that this is a fraudulent ad is a bit over the top as the N# has been photographed for all to see and research. What eBay aircraft buyer would not at least google the N#???? I would venture a guess that there are folks posting here that have sold cars without disclosing accidents and fendor-benders in the classified ad... So next time you list an old used car, be sure and list all previous damage in the ad... I however, will never count on it. As someone once said..."Trust, but verify"...

Quote: knute I've got Desser retreads (not the "Monster"- just regular) and I'm very happy with them. 150hrs so far, and the tread still looks like new, plus decent traction. I also second the opinion on Leakguard tubes- they do great job of holding pressure! With my old tubes, I had to top monthly. Knute Ream '66 M20E - N6066Q - KSQL

Quote: Hank In my plane, 2 people and full fuel is pretty close to the forward CG limit. If flying there takes full down trim, what will you do with 100 lbs or more in the baggage compartment, or people in the back seat, or both? Those situations will require more down trim, but you're already maxed out . . .

Quote: scottfromiowa I am shopping Mooneys, specifically the M20J and I flew one (first time flying a Mooney) that was rigged such that full nose trim down resulted in level flight at a "normal" cruise setting. (I don't remember the specific RPM and MP, but let's assume it was a square setting of 2300 RPM and 23 inches). Is it normal to have to set the trim full nose-down in cruise? I also noticed I had to set the trim all the way nose-up for landing, but I have read this is "normal." Comments?

Maine/Massachusetts - Tomato/Tomahto...

I think I could persuade my partners. That's 4 in this thread alone.

Quote: dcrogers11 After checking all the Mooney Mod sources on the net for a 201 windshield for my 64C, I'm now considering the 1 piece install instead. Does anyone have snapshots of how it looks and your experience with the install and any noticable sound level decreases, etc.

Quote: dtcom MOGAS has an additive to lubricate the valve guides. When they first came out with unleaded gas, many cars developed valve guide problems, and they then added some benzene derivitive for lubrication. This is not in avgas.

Quote: KSMooniac The most efficient setting is in the 40-50 dF LOP range, but 25 dF is pretty good while retaining a good amount of cruise speed. In my plane, I'll typically aim for 20 dF LOP when above 7,000 feet, but in the summer sometimes I need to lean further to keep CHTs below 380 dF.

My 67F takes precisely 4 full pumps from 0 to full. I OH'd the pump back in 06 and had problems with the ball valve leaking until I "reseated" it with a drift and a mallet... I'll never know why it need it. Anyway, mine is properly set up and 4 pumps to the stops, I can't imagine why yours would be different.

This was probably technically "after fire" in that it came from the exhaust as opposed to "back firing" through the intake... Sometimes on start up, part of initial prime (especially if one over does it a bit) ends up getting sucked into the exhaust and ignited, causing a small explosion or "pop" sound in the exhaust. This was probably no big deal... As an aside - many years ago, I saw (ahem) "someone" inadvertently turn the key to far to the left on a mag check. When the the key went to the off position, the mags naturally stopped producing spark. Realizing his error quickly the youg pilot moved the switch back to both. The resulting boom sounded like a shot gun going off and garnered much attention from the coffee club sitting out side. Thankfully my...I mean "his", exhaust system survived the incident. It's not something we want to do often, but I am sure your little pop did nothing to hurt your exhaust.

Quote: scottfromiowa '64 M20E that is exactly how I lean in cruise. Big pull then enrichen to first cylinder to peak then pull to 50 degree drop on EGT as indicated. I didn't think about that being the "Richest" cylinder, but as I am doing it backward (already LOP) and enrichening I suppose that is what I am finding the "richest" cylinder. I was running 80-100 LOP until recently. I have picked up some speed and flying at 10GPH indicated.

Quote: Lood if you are 50 LOP and at 10 GPH you must be at 75% power or higher, and that woud take 2500 RPM and ~27" of manifold pressure to do it. Ours at 25-25 and 50 LOP is somewhere i the 9 GPH range.

Thanks for linking article, I did not read it yet, it was the first concise description of both that I found when trying to get a definition... A final add on though, pre-ignition can at times cause the same rapid pressure spikes that detonation does, giving us the same ping/pinking sound (which is the sonic boom of the cumbustion event/flame front breaking the sound barrier as it explosde under extreme pressure). The consequeces are often the same, it is the genesis of the ignition that is different.

Detonation Detonation is the spontaneous combustion of the end-gas (remaining fuel/air mixture) in the chamber. It always occurs after normal combustion is initiated by the spark plug. The initial combustion at the spark plug is followed by a normal combustion burn. For some reason, likely heat and pressure, the end gas in the chamber spontaneously combusts. The key point here is that detonation occurs after you have initiated the normal combustion with the spark plug. Pre-ignition Pre-ignition is defined as the ignition of the mixture prior to the spark plug firing. Anytime something causes the mixture in the chamber to ignite prior to the spark plug event it is classified as pre-ignition. The two are completely different and abnormal phenomenon.

Glad this worked out. I have an LS starter and it is intollerable of batteries that are not in top condition. I am currently going through the same drill that you were. Prop turns to compression stroke and stops, release starter and re-engage and it cranks through with momentum. I am running a 5 yr old gil..The new concord that I will be installing this winter will bring it up to speed...

Quote: Skybrd Respectfully no. It wasn't a grounded plug but ember that ignited fuel at the wrong time. Also from the previous post, it didn't clear up with a mag test while the plug was acting as a ember.

Quote: JimR Please expound on this. I've always thought that the PFM was one of the cleanest Mooney designs... Almost all Mooneys are air cooled (with a very few exceptions), as far as cooling drag, the PFM seems to have smaller inlets and "appears" more aerodynamic than any Mooney cowl design I've seen. What's the reason for the extra drag?