M20F

17520 indicated, altimeter 30.06, OAT -3C is a density altitude of 19233 feet. 19.2 (density altitude) + 15.6 (manifold) = 34.8 Is my math wrong or is your manifold gauge maybe off some? Nice speeds though.

Fixed it for you :-)

If you look at the turbine Bonanza performance figures they aren't very good. I would take a Aerostar or Acclaim over one any day.

I had some gaps around my oil cooler (relocated to rear) at the top and bottom. Put some RTV around top/bottom and it is 178-181 in now even in long duration climbs (120 mph). Previously I would get into the yellow at times (forget the exact temps). It doesn't look particularly pretty but I was amazed how tricky airflow in the cowl/baffling can be and that sometimes simple things yield great results. YMMV.

Ok your posts were a little unclear and seemed there was confusion over the topic. Best of luck on your purchase.

On the report from Don as others pointed out unless something has changed it will show either recommended or airworthy. Most of what he finds is generally going to be recommended. If the mags have 1000hrs on them and work as example that is going to get listed as recommended. If the tire has a bald spot that is going to be airworthy. For the most part you end up with a lot of recommended because with most things if it works at time of inspection regardless of hours or in some cases condition it is airworthy. Mine had about $6k worth of airworthy issues and then over next two annuals we cleared up about $8k worth of stuff that was reccomended (vacuum pump, mags, injection, rigging, etc.). What does your purchase agreement state that if the seller clears the airworthy items at his expense, are you obligated at that point?

Three pages and going. You can learn to fly in any GA plane without a lot of difficulty including a big dangerous turbo twin. What you really need to be asking yourself is are you ready for ownership, what airplane meets your mission, etc. A Mooney might be great (I am obviously a fan) but it doesn't fit the needs of everyone. When it comes to buying an airplane I would really recommend figuring out long and short term goals and seeing what aligns into that. If it is a Mooney great, if it is a Bonanza great, and if it is a C150 great. You just need to do what is best for you and your pocket book. Be objective in your decision making as well, again partial to Mooney's but there is a lot of Kool-Aide in this thread. They are great planes but they have their short comings. In short buy a plane, don't join a cult. And really make sure you are ready mentally and financially to own, it isn't a small step.

I start picking up about 200' AGL out of 06C but it takes awhile till you get enough data to display something (maybe 2-5 minutes).

The service manual at for mine states to use Low Temperature Oil (General Purpose) MIL-L-7870. Jerry Manthey in the MAPA article I shared gave the guidance "Remember, on sealed bearings DO NOT USE TRI-FLOW!! Tri- Flow is a very good lubricant, however as every kind of sealed can lube, it has some cleaning fluid with it and can eventually wash the grease out of sealed bearings.trating oil on the sealed bearings as it will eat the seals.", the capitalized emphasis is his. Not a A&P but all the feedback and instruction I have gotten is not to use Triflow on sealed hinges. Just sharing information.

They aren't hinges they are sealed bearings. The service manual reccomends light oil, Clarence reccomends repacking, and Jerry M definitely doesn't reccomend Tri-Flo on the control surfaces. The thread I linked and the MAPA article in it has a lot of really good stuff. YMMV but would read through the articles.

http://www.mooneyevents.com/chrono.htm

When I put my EI-50 in I did a TIT but for whatever reason I didn't put in a CDT which I am getting added finally. Any suggestions for range for yellow and where to set red at? Anyone got the math that shows impact of CDT to % of horsepower as well? Thanks!

Whoa slow down there if we did that we would be over run by dirty Canadians

+1 and I also find Concorde better than Gil.

http://mooneyspace.com/topic/5293-lets-talk-lubrication/

Well you get a knot or two closing it so mission critical :-p

Congrats!!

On my phone so hassle to look it up but odds are you technically need an updated W&B to put the 24-15 in.

That's the one :-)

Going to make some calls Monday but wanted to see if anyone knew of a quick location on an overhead knob for the air scoop (part S1003-1-40916). Some stupidity on my part requires me to get a new one

A bit different in a pressurized plane. Dry ice sublimating in a closed vessel like a cooler, pressurized compartment, etc. is bad. In a little GA plane it is just going to exhaust out the vents as Don suggests.

Only comment I can add is once you start messing with the rigging it is easy to make things a lot worse. It is one of those things where it's worth the money to get somebody who really knows what they are doing to fix it. As Maurader points out sometimes it gets rigged to fix a non control surface issue and even if the boards are all correct it flies wrong.

Goofy fuel systems aren't limited to twin's. Cherokee six has a weird one for some years, any Continental with two tanks you have the fuel return issue which if you don't burn off correctly can cause you to dump fuel over board, Bonanza's with the tank in back have CG issues, Cirrus's are wildly unfun to fly if you get uneven tanks, etc. Then there are twins like the Aerocommanders which have a single tank feeding both engines that is even easier than our Mooney's. The NTSB statistics on twins are a bit skewed as well. First you don't see all the people that lose engines and don't have an issue only the bad news. Second twins fly a lot more in 135 operations so you have a lot more probability for an incident. I only have one personal experience with somebody killing themselves in a twin and it was the same issue as you see in singles, they got to slow. The expensive factor for a twin is spot on, the odds of engine loss being greater than a single is spot on, the fuel burn is spot on, the odds of losing an accessory being more is spot on. A twin though overcomes all of the loss factors though by having redundant accessories, fuel tanks, cross feed, and most importantly an engine. Fly fast and life is good! Fly slow and just like in a single you are going to have a bad day but with two more reasons than a single Vmc and Vyse.

+ for Don he did my prepurchase (as an annual) and other work. I did my deal with All American and we split the annual cost and they paid for anything airworthy or had the option to cancel the contract and give me my deposit back. Worked out great and highly reccomend their services as well.

Mineral spirits isn't going to remove zinc chromate or paint. I use it with a spray gun on my belly all the time and other parts to strip off gunk. So if patches are coming off something other is causing it to happen. Once you know what caused it to come off, fix that issue, than I would just clean/sand, and spray with zinc chromate. Even though it is now chromated I would still Corrosion X it as the fog will bind to any parts in that section that didn't get chromated. The fog also works as a good lubricant to the moving parts.