Apollo

One of the other partners flew it to Colorado this past weekend. He said that the CHT's got steadily high up to around 600. He said he turned off the master, then turned it back on and the gauges reset right in the green. Annual is this month - gonna see what we can do to fix this.

That's awful. Last night I flew into Lubbock from Dallas, my C model was doing only 100kts over the ground. The wind was strong from 270 @ 35kts at 9000 feet last night. I flew into Angel Fire 2 weeks ago in a comanche 250 and it was one of the hardest challenges fo my aviation career so far. We barely had enough juice to leave angel fire after circling the airport 3 times that day. Too little too late, but forget Angel Fire, fly into Taos and keep on living.

Flew cross-country last night, about 45 minutes both ways. CHT's did the same thing. Once we got into cruise it went straight over into the red and beyond in the CHTs. We kept going and sure enough after about another 2 minutes the CHT's went back down to under 400. BUT, on the way back from our first airport, the oil temp was straight past the red(small margin anyway) but it was bouncing around +/-50F. Really weirded out by all this. Gotta be gauges. I saw no loss of pressure or anything else that bothered me. It was about 45F yesterday at our elevation (3200ft). I have 220 hours in a C model just like this one, and I've never seen it this hot, even in the Texas summer.

The EGT was very normal, and got really cool once we started reducing power and doing touch n goes. We have it in for annual starting in march, so heres hoping we can find the cause of the issue. Scary stuff.

Hey guys, Hoping you can help me diagnose this issue. A friend of mine just bought a 1962 M20C model. They've been doing touch n Goes to get used to the airplane. last night, I decided it would be fun for us to do a little VFR cross country. So we set out, all temps were looking great. As soon as we stopped climbing and entered 'cruise' the CHT's went from 380ish to over 600. We immediately turned around and headed back to the airport, but as we were descending the CHT's went right back down to around 300 or so. I must mention that the cowl flaps will not close. I THOUGHT that cowl flaps closed in flight was to help engine cooling, but I could be wrong. Any idea? Bad probe or gauge? Surely it never actually got to 600F.....

When you say try again, do you mean the entire procedure, including several more pumps? Sent from my iPad using Tapatalk HD

Yeah normally this bird is kept in 50+F weather at all times. So this 'cold start' thing may be something I've got wrong in my head.. Looking for experiences.

While flying to Santa Fe this weekend, when I tried to close the normally very easy to close door, it decided it wanted to make my life miserable, and BENT in about 6 inches away from the passenger comportment,. I was obviously able to somewhat manage to get it straight enough to close the door, but I think I'm going to maybe just order a new part to save future embarrasment or save it from breaking anything else. Any idea on what those things are called? Its the slider and recepticle that allow the door to stay open.

Okay guys I hate to bump this but I apparently need some clarification on starting my mooney in the cold. This weekend we flew to KSAF Santa Fe NM. It was 26F when we were trying tot ake off. The prop kept spinning, and tried to catch every now and then, but I ended up having to get a jump to start the airplane. Heres what I normally do: Cold Start: Master on, Fuel pump on, then off (green arc), then 7 pumps of throttle, 1/4inch then start. No Dice today: Okay, well then I started thinking about it and somebody pointed out that I had gas on the nose gear. Well, that's typically in the cold since we prime it so much. I tried again, same procedure, including the 7 pumps. No joy. What I;'m asking is this: After you do the 7 pumps, are you ever supposed to try and prime it again with the throttle? Or should all my subsequest attempts to start(maybe the next 3 or so) be with the throttle just cracked up a 1/4inch? I took the battery voltage from 12.8 down to 11.8 when trying to start it in the cold before I got a jump. Hope I didn't ruin that battery as we just put in a new one a couple of months ago :|

This is such a great resource

Well I've been asked by my SO to name some aviation things I want this year: My question, has anybody got a good handheld radio they'd like to recommend? Here are some things I got last year that I just LOVE Last Years List: http://www.sportys.com/PilotShop/product/16597 iPad Kneeboard http://www.sportys.com/PilotShop/product/15935 Please add your wishlist and things you got last year!

Decided not to buy the airplane. Didn't even do a pre-buy on it. The price on the airplane is simply amazing and I hope somebody here buys it! Decided to keep borrowing my friends mooney for gas and pay off my student loans first. Still stings a little.

Average inspection cost with Don?

So I'm looking at buying an airplane here in Texas. The price is around (30k-ish). Can anybody give me an idea if this is a good airplane or not? obviously Im going to get a good pre-buy. I'm worried about two things: The rust on the pitot tube, as well as the 'front strut replacement.' Lots of pictures here: http://imgur.com/a/jCBTm 1962 Mooney M20C S/N 2173 Total Airframe Time: 3861 hours Engine is Lycoming O-360 A1D 180 HP (so not considered high performance) Engine Time since Major Overhaul: just over 800 hours Factory overhaul performed in 1992 Current owner has owned the plane since 1989 2-Blade Hartzell Constant Speed Prop (requires 150 hour eddie current inspection per AD) Time since prop overhaul: 350 hours Annual Inspection due March 2013 Avionics 4-place intercom (PM 1000) King KMA 20 TSO/MB Audio Panel GPS/COM1 0 Garmin GNC 300XL (TSO for IFR) COM2 - ICOM A-200 NAV2 - Narco AT 50 Transponder - Narco AT 50 ADF - King KR 86 Modifications Updated interment panel - LASAR T with post instrument lights 201 style windshield by LASAR O & N Aircraft Fuel Cell Bladders Folding rear seat by LASAR Other Nose gear strut replaced March 2012 New carpet July 2012

Honestly, who cares. Do you think Mooney is going to SUE over something like that? They are 60 year old airplanes we're talking about.

Hey come see me next time your're in Lubbock! www.raiderpilots.org I have an M20C

We should host these on a file server. My flying club has tons of space and could host them very easily, if not mooneyspace.com itself!

I wish tapatalk were enabled on these boards! Owner?

Congrats from Lubbock!

Well, the new GoPro's are out. http://gopro.com/hd-hero3-cameras I wonder if they are now more compatible with 'prop blur?' Anybody picking one up soon to try it out? Wonder if there are any youtube's already that document it!

The best tip here, besides the speed, is that TRIM is the #1 factor for a good landing. I actually put in SO MUCH up trim, that I then have to 'force' the airplane down to maintain an 80mph airspeed. This is CRUCIAL in the flare because the mooney likes to go nose heavy over the runway and if you don't have any up trim will make it really hard to flare. The other problem you're having, is you don't have your sight picture. Get in the cockpit the same way, everytime. Basically, make sure your seat is in the same notch, every time. Even having the seat go back bout one notch makes my sight picture go ballistic and I goof another landing. If you need to, go out to the airplane for an hour and just sit in it on a taxiway or something. That way you can 'learn' what the airplane looks like from the cockpit from the ground. LAST tip. Keep 80mph until about 50 feet from the runway. At that point, cut all power and let the nose drop a little so you can maintain speed, after that just pull up and flare and let it glide horiztonally above the earth, and then have a great touchdown.

Isn't that the truth. My vacuum pump went out in severe clear while practicing for a GPS approach at a new airport. Boy was that fun! :\ Even in severe clear, I had a hard time not looking at that broken instrument (and thusly trying to correct for 'drift'). Thank god I had a scratch piece of paper to cover up the AI and DG. I however, have had great experience with Foreflight and the Dual GPS bluetooth. It has my altitude within 100 feet of the altimeter setting at any time. http://www.sportys.com/pilotshop/product/16597

Thanks guys. I was afraid somebody would find something to pick on, but it really turned out to be a great trip, I just had a few moments in the clouds to deal with. So glad I got my Instrument Rating, otherwise we would have been sitting at home looking up at the sky.

Master on. Mixture Full Rich. Boost Pump on until fuel in the middle of the green arc. Boost pump off. 3 Throttle Pumps on a normal day (7 for a cold winter). Start.

Haha - Right you are. No auto-pilot in my bird Although GPS approaches are almost making that possible.