Bartman

My flap has been stepped on too. Wife and I know better, but I lower the flaps before allowing ingress or egress for passengers.

I watched about 2/3 of the video. That's all I needed to see to confirm my decision.

I'm no expert, but if this were my plane, I would replace that mechanical fuel pump before the next flight.

Are you sending your fuel pump to Aeromotors for rebuild ? Mine has the Dukes pump, and now the rebuilt pump should outlast the rest of the plane.

I keep it simple and have not looked at the power charts in several years, relying on the engine monitor. Takeoff balls to the wall and lean to maintain target EGT during climb as described in the Pelican Pearch articles. Close cowl flaps when I reach cruise altitude and don't touch anything else until speed stabilizes. Pull back to 2500 and set the JPI to Lean Mode. At my normal cruise of 7k - 8k set it at 10-15 deg LOP and WOT. If I cruise any higher, I will run at peak EGT. Trim, set the autopilot, and enjoy the view. If I change altitude, then I lean again. Descending nose it over and pull the throttle back as required to maintain cruise MP. There is no need to adjust Prop RPM, but I increase the Mixture just enough so she doesn't sputter when I add throttle for taxi.

Before I pulled the trigger and rebuilt my IO-360 in 2020 she was leaking a good amount and at 1950 SMOH it was burning some too. It was leaking so much that the oil didn't have time to turn dark between oil changes. Despite changing at 35 hours, the oil probably had more like 20 hours. When we disassembled, it was very clean inside. No deposits and no sludge. Now its like Johnny Bench used to say in the commercial. No runs, no drips, and no errors. I like not having a mess under the engine, but my oil does get dark a bit quicker. I have never done an oil analysis. Don't plan on it.

I took mine to Edison in Jan 2008. Had one leak 14 years later from a screw under the wing walk which I fixed with a SMALL amount of Permatex #3. 17 years later I remain very happy.

We did a field overhaul on my IO-360 A3B6D in 2020. It took 6 months. I chose not to keep track of the cost. It was less stressful that way.

In my IO-360 powered J this would be a good time to do a high-powered LOP mag check. This helped me pull the trigger on a new ignition harness and solved my intermittent stumble.

In winter, I also adjust my cowl flaps to be flush or nearly so in the closed position.

I cruise LOP as SOP, but the higher the cruise, the closer I lean toward peak EGT or even slightly ROP. The IO-360 formula of 14.9 x Fuel Flow will give HP while LOP and anything less than 60%, then I would be at peak EGT or slightly ROP. Down low, I lose around 5 knots and, depending on altitude may be as much as 15-25deg LOP, but enjoy fuel savings of 2-3gal/hr. That's a good tradeoff. It has been my experience that at 16,000 ft, the speed penalty would far outweigh any benefit to running LOP and I would be more like 5deg ROP. My engine runs better there at those higher altitudes.

If you have questions about RPM accuracy, I recommend downloading the "Engine RPM" app to your phone. I discovered my engine and prop make full RPM, but the readings are not correct on the dial when I pull back the blue knob. When reading 2500, it is more like 2400 on the app, which uses the microphone on your phone to sense impulses. It's a cheap app, and I find it very useful. I also see you have a digital tach which may eliminate this.

I have a Ground Tech canopy cover that came with my J in 2007. Have no idea when it was made and I could not find the company on an internet search. The main straps are in good shape but the bungee strap needs to be replaced. Did one of the current companies take over Ground Tech or is there another supplier for this? I’m sure I could get a bungee and modify it to work, but I’d rather have something purpose-made if possible.

Buy the best M20 F that fits your budget, something ready to fly, not a project. I did not regret that approach. I flew VFR for the first 3 years, flying to destinations 2-3 hours away. After a couple of times and being lucky enough to only scare the crap out of myself, I committed to the instrument rating. IFR flying demands discipline and flying by the numbers, much like the Mooney, and I highly recommend getting your instrument rating in the Mooney rather than the 172. I did not regret that. Congratulations on your PPL !!!

Problem solved. Took several minutes to get it all, and the tip about using the paper towel to act as a wick seemed to help get those last few drops.

BTW….. I had bad moment a few days ago. This was parked near me and the line guys said it was the first solo after checkout and bringing her home. Said there were 3 separate prop strikes on that landing. Now THATS a bad day.

I can’t tell you how many times I have pushed the water drain valves at the wing root and under the battery access and have never gotten a single drop. Now that may be mostly because I'm in my hangar most of the time, but during summer and football season she is on the ramp a lot. I’ll go to the airport this weekend and remove the battery/avionics access and do the visual inspection on the static lines. As stated above the two drain valves still drain a common system, but the one under the battery should be the lowest in the system.

I did a VFR flight on my last leg today. Winds were strong out of the south and I was flying toward the Appalachian Mountains, so I knew it was going to be clear, but bumpy. I was right. I was by myself and on takeoff it was a gusty direct crosswind. It was not fun, and I felt like I was not climbing at the usual rate. Did a slow descent due to the bumps, but when I turned final the airspeed would not drop as expected when I raised the nose to add flaps. As the airport got closer the ground was not moving by as fast as expected despite the ASI showing above the white arc. A gust of wind made the stall horn chirp and I immediately dropped the nose and pulled the Alt Static. The ASI dropped to the bottom of the white arc and my suspicions were confirmed, and it saved my bacon. Suspecting blocked static and since she has been on the ramp a lot this summer I suspect water in the system. The water drains on the wing root and below the battery access have never produced any results. Time for a static check next week.

In August my family member had a stroke, so I enlisted the help of a law firm that specialized in elder care to help with POA and advice. This gave me two very powerful documents for both healthcare and finances and allowed me to assist in her care and take care of all matters on her behalf. The advice I received along with the documents made this the best money I have ever spent.

I had a leak at the oil screen once immediately after an oil change. There is a crush washer under that cap and it didn’t get crushed all the way. Since it was immediately after an oil change we tightened and I got some extra practice on safety wiring that cap. It didn’t leak again but I pulled the screen and installed a new crush washer next oil change.

Clean it up with mineral spirits in a cheap garden sprayer. Get the dye and black light at auto parts store. Run the engine for a short time and cycle the prop, then look for leaks. If none seen, fly one trip around the pattern and look for leaks. You will find it.

I have never been yelled at or done anything to deserve it. However, just this past weekend I was climbing out of KTZR and in the soup. Tower handed me off to Columbus departure and simultaneously I began my turn to the right on course. I must have been a bit delayed because he immediately asked me if I was going to turn right on course or state my intentions. As I proceeded on course I pushed play on the Abbey Road album, and I didn't think of his question again until I read this thread.

40:1 gears for the Dukes gear actuator "No Back" spring Steering Horn Nose gear truss rebuild (Not sure if LASAR is still doing this)

The one time this happened to me... Magneto

BTW… 0A9 is where the plane carrying racing star, Dale Earnhardt Jr crashed a few years ago. I landed just before them on runway 24 and told my wife despite what the ASOS is reporting, we have a tailwind. 20 minutes later and probably five minutes after we left the airport, they came straight in on runway 24 and not knowing they had a tailwind they were unable to land, unable to take back off after touching down, and overran the other end.