wishboneash

I have to set the trim half way between the neutral and fully up position. I also use some back pressure. Makes it much smoother for take offs.

Not a problem. I have done that many times.

http://www.kathrynsreport.com/2012/12/mooney-m20f-executive-n9524m-missing.html

I would really like to be able to come in at 120 KIAS up to the FAF. Then drop the gear and approach flaps to get down to 90 KIAS. Dump all flaps and slow to 70KIAS on short final. I also don't want to see more than 20 deg CLD on the JPI if possible. N4352H said "15"/24RPM for a level 120 KIAS IAF speed", mikefox said using 16" MP/2600 RPM. This gives me 120 kts clean. I will report my numbers!

It could be a great ground operations simulator. Throw in some fog etc.. could get real exciting.

I think he means to check it under load. The only way to that would be to add an auxiliary wire that can be safely brought out of the engine area and voltage measured while the engine is running. Suggested in a post above.

Not related to this airport, but Furnace Creek (L06) in Death Valley does not have a landline connection to the Furnace Creek resorts. Some mobile phones may not have coverage either, so plan accordingly or arrange before hand for a pick up. One can walk out of course, but it could be inconvenient for some in the heat.

It would take a long time to buy that many tickets. How may tickets can you buy per transaction and how many such parallel operations can you do? Is every ticket you buy guaranteed to be random and not duplicated?

Hi all Thanks all for the valuable feedback! I downloaded the CIIB maintenance manual so I have bit of reading to do. I will try to diagnose it first myself first before taking it to an avionics shop. OR75, I received your PM and have replied. I do have autotrim so I should be able to try get more information out of the PSS with it turned off. Sriram

My 201 has a Century IIB Auto-pilot along with a Sys 60 PSS. Works OK intermittently so I can't depend on it for serious IFR flying. It performs OK sometimes, but it may suddenly lose its bearings and begin an oscillatory behaviour and deviate significantly from assigned Nav or Hdg and I have to disengage it. Same with the PSS, it may work fine for 15 minutes, then suddenly it will send the plane climbing or descending and I have to overrde it. Is it a matter of servicing or calibration? Any suggestions on shops in (Northern) California who might be experts on these systems? Thanks. Sriram

This place has been hijacked. Please put a stop to this!

I have a data point for my J model - At 8.6 gph, the hottest was Cyl#4 EGT at 1495, the coolest was Cyl#2 at 1430. Diff=65 deg. The CHTs were between 325 and 350 (the coolest and hottest cyl same as the EGTs). Cyl 1 & 3 were close to each other for both the CHT and EGT. I have stock injectors and the FF spread is about 0.3 gph. Running a bit richer (9.4gph) brings the EGTs closer together and the EGT difference drops to 13 deg.

Mine is a 201 (low wing).... 201LW. I drive a MINI Cooper - how did the MINI get associated with the Mooney? It is as aerodynamic as a brick but rather compact... With ATC I identify my plane as M20P/G, with non-Mooney pilots as a Mooney 201, and with Mooney pilots a "J" model. Complicated.

I fly occasionally into KCMA on work (my company is in Westlake Village). In case you don't get a ride before my next trip, I will be happy to take you up. I have a '78 M20J.

I was also an Anywheremap Pro user on their Q1 tablet which I liked and I have lifetime subscriptions to both their IFR and VFR databases. All their IFR plates are georeferenced and they can superimpose this on the Low level IFR chart. As it stands now on Freedom, the database subscriptions will expire after one year although I was under the impression the Pro version subscriptions would transfer to Freedom. If they don't get it out of beta within the year, I may switch to Wing X. I am also waiting to see which ADS-B hardware platform they will support. The interface needs some improvements especially for IFR use, but it has been stable for me and has rarely crashed. The quality of the sectionals and IFR charts are not as good as Fltplan but usable. I used to fly with the Pro version, but now I have switched over to the iPad version. I have charts on Skycharts Pro and Fltplan as backups.

Mine must be the 2nd most efficient Mooney then! http://flightaware.com/live/flight/N201LW/history/20120714/0045Z/MUVT/KLVK

This is a great plane and have flown in it with Bob. Very well taken care off and Bob is very meticulous about its maintenance!

Very nice! Thank-you.

Quote: jetdriven I can share it with other A3B6 owners. Im not so sure Lycoming wants this broadcasted.

Hi all I have low CHT on one of the cylinders of my M20J after the cylinder was overhauled. Heres' the background. After annual (late May this year), the compressions on all cylinders were reported normal by Top Gun (mid 70s and above). However after getting the plane back and on subsequent flights I noticed very low EGT on cyl 1 (temp diff around 500F or so) at low power settings (around 1000-1500 rpm/idle). I called Top Gun and asked them and their response was low EGT at low RPM is not an issue. The JPI 700 manual also says something similar. OK. Fine. As time went on, the temp difference began to go up (700-800F) and I could sense the engine not running as smoothly at low power settings. Then 2 weeks ago, the engine began to run rough during run up before a long X-country flight. I couldn't clear it up by leaning etc. I shut down and took the plane to a local shop for diagnosis. They found fouled plugs on cylinder 2 (not 1). They cleaned those out and the rough running engine symptom was gone, but the low EGT on cyl 1 continued. Engine still not quite smooth at low power. I asked for a compression check and they found ZERO compression. I had this corroborated with another A&P and I had the cylinder pulled. Couldn't see anything obvious in the cylinder (no cracks, valves not sticking or bent or burnt). Could be some carbon build up behind the seats causing a leak. The cylinder shop (San Carlos) told me there was pitting around the valves. Nothing stood out as obvious. They re-ground the valve area and lapped the valves and tested for leaks. We put the cylinder back this weekend and checked for suction in the cylinder by rotating the prop. Looked OK. Started the engine and the EGT issue at low power was gone. I was seeing reasonable EGT on idle (just like before the annual). Next, took the plane up and ran it on high power for about 45 minutes. EGT on cyl 1 didn't rise much above other cylinders. This was surprising. The engine definitely ran smoother throughout the power range. That was good. But here's the strange thing... CHT on Cyl 1 wouldn't go above 200F! Other CHTs were in the 360 to 380 deg. So what could it be? Still low compression and less power output on cyl 1? A&P suggested to fly it a few more hours and then he would do a proper compression test. If any other ideas, I would love to hear them. Thanks for reading my long-winded story. Sriram '78 M20J

Quote: jbs007 Lol. You Excel at humor compared to me.

Not too impressed myself. Last time I flew it showed imminent collision with some aircraft, but there was no traffic around (controlled airspace and my head on a swivel). But it is better than nothing and sometimes gets it right. The link to my 696 is intermittent and I cannot use the 430 to 696 crossfill and the XRX at the same time. So I just have the XRX display which takes longer to interpret than on the GPS.

Garmin's new ADS-B weather, traffic portable rx the GDL-39 is out. The great thing is it will drive the 696 or Aera and other portables. So the 696 still has some life left. Not sure what interface will be used to drive the 696. I have the Zaon XRX currently driving the 696 on the TIS input.

Quote: mooneygirl Thanks Rob. We haven't received our copy yet. Seems like California is last on the delivery list! I saw it online. And it should be mentioned that Mitch took the photo from his beautiful Ovation

Quote: M20F-1968 I have an STEC-60-2 which requires the turn coordinator. I mounted it blindly behind the panel, and have a Garmin 600, a 3" vacuum AI with off flag and a 2" Mid-continent electric AI with inclinometer. I did not use the back-up battery for the Mid-continent since I have enough redundance and have a RAT (air driven alternator) in the airplkane as well. The vacuum AI is the only vacuum instrument I have left. The reason for it is that in unusual attitudes (which you hope you do not get to) the vacuum instrument is more reliable and rights itself quicker. I would rebuild you vacuum AI, and replace the turn coordinator with a 2" electric AI with inclinometer. You can take a look at my panel pictures in my gallery. John Breda