FloridaMan

I have a zero breeze mark 2. It arrived recently and I’ll share results.

Don’t put up with that. Fly anyway and if you need someone to fly with you, there are plenty of women half your age that will fly with you.

FWIW, if you lose your engine or experience rough running, keep it in your mental checklist to work with the mixture and the mags. A clogged injector will often mean the fuel meant for that cylinder is distributed to the remaining cylinders, resulting in excessive richness (also mind that fuel flow for one less cylinder with a blocked injector will be less), and likewise, less air being metered due to one cylinder not taking it in can mean the rest are running excessively lean. I mention this as at the time you lose a jug or engine, unless it comes apart or locks up, you can’t be sure of what’s going on and these things are important to keep in mind. An induction leak with a turbo can also result in excess richness, and a valve failure can do all sorts of things to airflow and mixture as well. And lastly, a mag that has skipped timing or is arcing internally can yield strange results, so when the engine starts acting up, don’t freeze up and only focus on making your landing spot, check your mags and mixture as well as doing so may help you get on the ground safely. If it comes down to it and you’ve lost your engine, pulling your prop back to minimum RPM will reduce drag, increase glide distance and may help to keep your engine alive longer, though a restart with a full feathering prop may be difficult, as will getting it to feather under 1200 RPM.

Good point. Probably a good idea to obtain a license, which I’d expect they’d just give to you if you asked as it’s good for brand recognition (royalty free for the lesser of a period of 2 years or $10,000 in revenue, for the purpose of making masks, not affiliated with Mooney aircraft and no liability conveyed, etc).

Wait a second... is the master relay in the tail? I’m thinking of the relay by the battery box for the jumpstart port. But I also tend to remember my M20F having a long battery wire that runs somewhere in front of the firewall.

I meant the fine wire plugs. To get in the panel to feed the wires, I’d probably remove the pilot’s seat. (If you haven’t done it: two cotter pins on the right track; it only takes a minute. Seat weighs nothing and took me years to discover removing a seat is far easier than trying to leave it in). Then pull screws holding the plastics to the carpet on the side and you can access all the wires.

Actually, now that I think about it, I think the master relay is right by the old battery box/jump start port, and I don’t see why you’d have to go all the way to the tail if you had to run a wire.

Wait. What’s this about running wires to the tail? I guess part of the install is to bypass the master relay? Mine just arrived today along with a set of fine wires.

I'm not an A&P. Go to page 89 in this document. There is a test procedure. In my case, we did both the alternator and regulator, but your A&P should follow the diagnostic checklist before throwing parts at the problem. http://nctc.tk/mooney manual/M20/K/M20K__SMM.pdf

Get the airstop tubes. They supposedly don't last as long, but they also hold pressure way better.

@AlexLev you should name the FBO.

Probably better to have it fly off than to beat up your wing while tethered to the chain.

Just as a note, didn't we have a member here who didn't order fuel and ended up with Jet-A that was intended for a King Air because of a swapping of tickets?

Signature at KEYW improperly installed my fuel cap and the tank ended up with lots of water in it. I found it on the ground during preflight. It had bound up like in your photo. Some time in the next few weeks, the lug physically broke off that fuel cap and I blame the stress from improper installation for it.

3090 SFOH. It might be a good engine that goes for another 1000 hours, but it should carry the value of an engine that's at TBO. The owner got 1000 hours out of it for the cost of getting the top end serviced, so he's already up $10-15k.

Group buy?

I think it’s $24 now. Signature has been rapidly raising their fees at Miami. I wonder if the local governments that allow the criminal racketeering and antitrust practices that Signature is guilty of are aware how much commerce it costs their cities. Key West used to be the cheaper and easier alternative to the Bahamas.

Im hangared in Florida and consider hot hangars to be better for keeping moisture away.

My first year of insurance in my M20F was less than $1700 when I was 31. I had around 200 hours and an instrument rating. Talk to @Parker_Woodruff

4.5 million views with a clip of this since yesterday.

Performance Air in Greenville, SC at KLQK took excellent care of me when I had a bad mag when stopping for gas. Brian is the mechanic there and I’d go back there without question if I were in the area.

Verified alternator wasn’t bad. Found bad wiring. Once was enroute to Vegas and ended up with an engine failure and landed in a field while leaving the shop that rushed to get me fixed and on my way.

I’ve had three alternator failures in my m20f. All three were due to old wiring and not the alternator.

Clear. You can always put tint on it and I love having good visibility

Energy density by weight. Land as heavy as you take off. For aerodynamic cars, drag doesn’t overtake rolling resistance until you’re north of around 50mph. Most cars need no more than 20-50hp to maintain highway speed. Can a Mooney even maintain altitude at those power settings? Battery powered airplanes are a stupid thing to pursue these days. Efforts for hybrid gas+electric would be far better use of engineering resources as the electric propulsion has room for development and can leverage economies of scale from new power source designs in the future.