Bob_Belville

Perhaps not a complete or even correct answer but I have the first version of the SabreCowl on my M20E. I already had the type 2 PFS exhaust and the new cowl fit well. I know David intends to make the version 2 cowl compatible with the widest assortment of models possible so I suspect it will fit a C with PFS. We have a friend with a PFS on a J. He went with a Lopresti Cowl and had to take the plane down to FL where PFS folks customized their plumbing to fit the Lopresti.

Read my post again. The folks who are posting are not in the know and those in the know are not posting. Therefore I will wait until Mooney is ready to talk. I doubt that will be very long for numerous obvious reasons.

Page 11 on one of several threads... I am going to wait until someone from Mooney speaks. While each event is has unique contexts, ISTM we've been here several times since I checked got out in a M20E in 1969. I note those closest to this story are mum for the moment and much posted here does sound like Andrew Hyett's pub prognosticators. Wouldn't it be nice to be introduced to the new head of Mooney with a free hand to do what's needed... a Lee Iacocca, a Roy Lopresti, a Bob Iger...

+1 for “Stick and Rudder”. First published in 1944, I think, much of the book deals with the primary cause of fatal accidents which he identifies as stall spin! Wolfgang blames poor training, bad instruction. He explains that if the plane is trimmed for a level speed sufficiently over Vs, banking the wings will not cause a stall... unless the pilot dislikes the pitch down view that is what happens when you bank with neutral elevator so he pulls back on the stick. He wants instructors to drill into the student until it becomes their non-thinking instinct to not pull the stick back in a bank. He would not hang his hat on the asi! (He would like AoA of which I have 2. The CYA 100 costs about $1000 installed.) Nothing new under the sun. Sent from my iPad using Tapatalk

@LunkenPilot, is it really a '66F? There were only 3 built that year, ser # 660001-660003. Planes are like automobiles, a '67 model may have been built and certified in '66. '67 is thought of as the first year for the mid body, 536 were built that year, ser 670001-670539.

Ricky, congrats on the new bird! IMHO, you'll need to deal with the #2 comm asap. You're operating in very busy airspace and having a backup comm is almost essential, particularly for IFR. You'll be persona non grata to ATC in and around that Bravo is they have trouble communicating with just one of the targets they're working.

Yeah, I'm acquainted with Js. But I happen to prefer the Super 21s I've been flying since 1969.

I do not believe there is any (manual) alternate air valve on older Es. Breaking the VSI glass is sometimes suggested as an emergency action. (The alternate air for the engine to by pass blocked filtered air is a spring loaded disk in the induction plenum.) The original Super 21 Owners Manual makes any mention of the static system. Here's one owner's effort to organize and amplify on the shortcomings of the OM: Scroll to last page. https://edwilliams.org/m20e/mooneysys.pdf

Would that affect one ASI more than another? In any case my '66E does not have an alternate air valve.

You're probably right. I have already talked to Robbie at Twin Lakes Avionics who needs a couple of hours, which he didn't have when he reinstalled the updated Aspen, to tie in the audio panel to the MAX for audio alerts. He will calibrate the ASI then.

I've slept since then. I'd like to think the Aspen is closer to correct but I don't want to prejudice the investigation. The discrepancy seems to have appeared coincident with the MAX upgrade but I do not want to jump to conclusions. Is there a simple way to check ASIs? Perhaps a water column device to hold pressure on the pitot system and a pressure/airspeed formula/chart?

I've had an Aspen Pro 1000 since 2012, upgraded to MAX a few months ago. A single Aspen installation requires keeping a BU ASI. The 2 ASIs use the same pitot and static air and they have agreed with each other... until very recently. For the last couple of months I note that the Aspen airspeed is significantly higher than the old ASI. About 6 kias. We've checked the air lines and connections. I wonder what else might explain what's happened. FWIW, I think the Aspen is correct and the old mechanical asi is low. Thoughts?

Jon, they're probably the same but I would recommend pulling them out to be able to verify the dimensions. Fill out the forms and email to McFarlane. While the throttle and mixture cables connect to the IO360 the same it is possible the firewall holes might have moved. There is some slack so overall length is not critical to 1/2" or more. (They manufacture the OEM cables but cannot use the info they obviously have for direct sales. You are replacing the cables with "owner produced parts" and they provide paperwork supporting that.) I think they have STCs for some planes, Cessna, Piper, but not for Mooneys.

My '66E does not have that clamp. Here's an old pic of the starboard side of the engine.

McFarlane does a great job. The total for all 3 cables will run about $1000. (McFarlane recommends that the cables should be at replaced about 2000 hours - TBO for engines. We see a lot of panel pics here with what appears to be original, 50 year old cables. IMO that's asking for trouble.) It is not necessary to send them the old cables. Remove them from the plane to be able to measure a few critical dimensions to fill out their order form. Email them the forms and save several days of downtime while the cables are traveling to McFarlane. https://www.mcfarlaneaviation.com/section/services/custom-engine-controls/

I wonder if all those CHTs aren't considered pretty high... but I'm comparing to my NA Lycoming IO360... Apples and oranges?

Don't dismiss the value of your junk. I sold a KR87 ADF on EBay when I redid my panel in 2012 for $880 to a guy in western Canada where NDB is still common. In total I got $6197 for what we pulled out. That was double what the avionics shop would allow in trade.

Famous lost words! My current '66E weighs at least 1000 pounds more than the one I owned in the '70' & '80s. And the ramp is uphill... in both directions. Easily solved with a 24V tug. (I have no trouble getting in/out of the Mooney with techniques perfected over time but Nancy has bad knees. She manages now but who knows what another 10 years might be like.)

The first 3 ADs on your list will cost little to nothing to accomplish on a recurring basis. After a one time action which should have been performed years ago the only continuing requirement I see calls for lubricating (TriFlow) heim bearings which would be done at annual and could be done by the plane owner in the case that you fly more than 100 between annuals. The last 3 are not included in the faa ad list I pulled up for M20E. I did not go looking for the. https://www.faa.gov/regulations_policies/airworthiness_directives/search/?q=mooney+m20e I have a manual gear '66 E. ADs are not an issue at all.

As to age... and running, I'm a fan of Satchel Paige.

Right hand for eating, left hand for... well, you know...

I hate to make stops when the flight is only 4-5 hours and I have 7 hours of fuel on board so I always have several Travel Johns on board but I usually just use the gallon Prestone jug. If the destination is a fancier FBO I put the jug in a bag to get to the toilet to empty and rinse. I'm thinking several of you grew up without the pleasure of using an outhouse. And you've never squatted over a hole in the floor in India. Peeing ain't particularly gross.

As a 76 year old whipper snapper I do love this thread! (A friend of mine is 87 and has been flying since he was a teenager. He has had trouble getting insurance for the twin Comanche. All he needs is liability but age has been cited by several insurers.)

I ran platinum many years ago but I think fine wires are now iridium. BICBW. Sent from my iPad using Tapatalk

Thanks. Naw... once the flight plan is transferred to the GTN all the IPad is used for is for Nancy to amuse herself looking at traffic.