nels

I was thinking about adding these to my plane. Who sells the entire assembly

Thanks -a-. One mistake though, I am no longer a young guy.

Quote: kellym IMHO, an old wives tale. You use the tire pressures specified in the maintenance manual. For B-E models that will be 30psi for all three tires. For F&G models the nose tire is upped to a 6 ply and uses 49 lbs. If you are landing hard enough to have an effect on the tanks, you need some instruction. For you to do anything to the tank, you have to make the wing spar flex. Good luck with that.

Nothing hidden here guys. I just found a good deal on a plane that the gear collapsed while taxiing. I also found a guy in Mn that has done this type of work and is willing to let me participate in the repair. I enjoy getting my hands dirty, learning the ins and outs of my plane and saving a few bucks.

I'm havoig an M20E delivered from Pa to Mn this week. The gear will be down for the trip. What airspeed is recommended and what fuel burn should I anticipate at that airspeed? Any other advice/precautions like cylinder overheating potential etc.

I would think a lower air pressure in the main gear tires may help reduce gas tank leaks as it will reduce impact loads during landing. Mooney's don't have much suspension travel from what I've seen.

I guess I could use a two blade or a three blade. Anyone have either???

What will I need to pay for a used two blade prop for a 66 E model? Any problems to watch for?

Quote: Shadrach nels, you need to log out and log back in... look in the upper right hand corner to ensure that your logged in under the proper user name. This forum has some existing bugs that we just live with; the situation you experienced is one of them.

Thanks guys. One thing for sure, if you ask a question on this site, you get plenty of knowledgable responses. I'll do some reading and probably come back with a few more questions.

Quote: Mitch I do apologzie for my silly humor. It's just that we have so many indepth discussions on topics, such as LOP vs. ROP and those can be found if you search the forum for such. If you search not only on this site, but search John Deakin on the web, you will find tons of great information regarding your question. Stand by!

Quote: Mitch Uh oh!

I've been reading alot of references to lop and rop. All rather new to me. Do I understand this correctly: peak is the peak combustion temp you can achieve and is the result of total burn of fuel and oxygen with no leftovers. This condition should be avoided. rop results in lower combustion temp due to unburned fuel or incomplete combustion, lop is complete combustion with unspent oxygen which results in cooling the combustion process due to the excess oxygen/air. How is the transition made going from rop to peak to lop? I would assume any time at peak is detrimental to the pistons, rings and cylinders especially under load. To transition to lop from rop is it necessary to reduce the prop pitch/load during the transition? Are fuel injected engines better balanced fuel wise? OR----- am I in left field and need some schooling? I am here to learn.

Quote: tony Well I'm not a materials engineer, but the folk lore around the airport here is that on a hot day, if you put some dry ice on the dimple, the aluminum might shrink enough (due to the thermal coefficient of expansion) that the dent will pull itself out. I have not tried it myself. Just wondering if anyone on this board has ever tried it?

Any good buys out there on a prop. I think all fit from the B through the G. Good used or better.

Are the jack points on the wing considered the cg of the plane without a pilot??

Quote: maniago Attached Images I would like to note two things about this picture that PK posted. 1) What Mooney model is this, because I want one! 2) The propeller on her head is bent. Someone must have been pushing and pulling by it (BTW, on reflection, my above comment is entirely out of line and un-professional. I will delete it...later)

Thanks for the info, guys. It is extremely helpful. Don't worry about being too basic. I've always thought if I knew the basics the rest I can figure out or at least make sense out of what I am learning. Steve65 E, I appreciate your concern on the Mooney vs unsophisticated type. I am concerned about that myself, which is also good. Other pilots I talk to tell me I'll be in the air and checked out in five hours. I figure I want at least twenty hrs of dual time or more if I deam it necessary. I'm 62 and a retired automotive engineer, still in excellent physical and mental shape (I think). Our son lives in Denver and our daughter and son in law are now moving to Denver. A Mooney would be used a lot around the local area for pleasure and time building but often on cross country flights from Cinci to Denver. Being retired I am in no hurry to get anywhere so if the weather looks bad we can just hold out a couple days until it looks good. The expenses are higher on the Mooney vs a Cessna but the early Mooneys are pretty simple so I can't see the maintenance being that far removed from the Cessna/Piper.

I guess we are deviating from my original question but I'm learning something so I don't mind. If I am understanding this correctly, it sounds like typically referred to power setting of 65% or 75% etc are actually full throttle settings but at altitudes where max efficiency is less due to the lack of the oxygen component of combustion. So at altitude it is normal to cruise at full throttle? Further manipulation of fuel air ratio at cruise can yield more economy? Am I close?

From an article in MAPA on the M20E test: "If you fly an E model, you will get the most cruise performance and good economy from your airplane where we tested--full throttle, 2500 RPM, leaned to 50 degrees rich of peak EGT and cowl flaps closed." "Just like the C, the induction and exhaust systems on the F are designed (tuned) to be most efficient with the throttle in the full open position and at 2500 RPM for continuous cruise. The mixture setting is your choice. You can choose either 1) 100 degrees rich of peak EGT for best power (good speeds, but watch that fuel flow), 2) 50 degrees rich of peak EGT (my recommendation as a perfect compromise between best power and best economy), 3) peak EGT (best economy, but expect a 4 or 5 knot speed loss), or 4) 50 degrees lean of peak EGT with a set of balanced fuel injectors from GAMI". Was this cruise speed not accomplished at 100% power?? Throttle is at the firewall and yet burn rate was in or around 10gph. If not 100% then how is 100%, 75% or 50% defined? I am hoping there is no such thing as a dumb question on this forum. Remember, my experience is with a Cessna 150 and that was a long time ago.

When I hear someone say, for instance, that an E model cruises at 150 knots, should I presume that is 100% power? So at 65% power what is the cruise and consumption with, say an E model, or in the above cases, your 201's.

Quote: N601RX Step 5 says between 350060 and 350055, the same place you put the feeler gauge. Its a gap filler. They basically don't want to bend 350055 to the side as the bolt is tightened.

Quote: N601RX I checked out the link and am curious where the aluminum shim, if necessary, is supposed to go. Is it in addition to the spacers or is it strickly a gap filler between the two alum gussets? Just curious as to how this is interpreted.

Quote: sleepingsquirrel This link could be helpful: http://www.mooney.com/images/pdfs/si-pdf/sim20-35.pdf

Quote: 1970m20e