N177MC

Gear warning switch. Depending on how it is adjusted, should be just over idle, about 1/4" in from full out. Needs to be really quiet to hear it - forget it if you have avionic fans and other noise.

I big shout out to Paul 'Rocket' Steen - THANKS !

Gentlemen - Thanks for the feedback, a little more on our side: - This is for a presently owned 252 - not shopping for another plane; - Have already looked at all the previous threads but it's very fragmented, hence looking for a comprehensive "list" ; - Looks like the best place to start is with the Mooney Drawings, will order today; - Any other tips, and/or work-arounds appreciated !

We're looking to convert a late model M20K 252 to Encore specs and whilst I have a good idea of what is entailed, a comprehensive "shopping list" would be greatly appreciated ! Anyone have such or know where I might find such ? Also, perhaps there is a "one-stop" dealer/shop that could provide all new parts needed at a competitive price ? Thanks!

Indeed, it's not easy to get the angles and POV just right. That said, believe me there is a positive 3° to 5° camber from vertical, on both gear legs.

Nope nothing bent. BTW, I am an experienced A&P/IA .

Everything else is fine, wheels retract properly, doors are tight, etc. Haven't noticed this particularly when on the stands, will check next time. The plane is chocked because it's performing a full throttle power check following engine overhaul. Thanks for the input !

The mains on a late model M20J that I maintain lean rather significantly inwards, making it look bow-legged. I have checked the rigging but found nothing amiss . What am I missing ? Thanks!

Please be advised that the clamp in question is NOT an Adel clamp and does not come close on multiple counts: - The original clamp has a tang that is about 2" long, that's the part that broke off on the OP - The original clamp is made of steel - Adel clamps are aluminum. There IS a reason why the OEM parts cost more ...

Well the MM shows a "calibration table" and gives Ohm readings for the various quantities, but it gives no info on how to actually modify the reading output. Probably best just to fill it incrementally and not the reading to get an idea of any delta and make a note of it . On second thought, you might be inclined to simply bend the floater rod to make adjustments.

Thanks to this old post I was able to repair a faulty TKS level gauge. Just what the OP said: The floater is hollow and can leak, so when filled with tks fluid it does not float very well giving very low or somewhat erratic readings. Be forewarned - it is a bitch of a job in an Ovation that was exasperated by the fact that the rear seat airbag modules are mounted directly over the sender unit and it took more time getting it's mounting bracket out then the rest of the job combined ! Also, I drilled out a couple of the cherry max rivets holding the left seat pan, just in the corner so that I could lift it and bend it back to get direct acces from the top to pry off the sender from the tank.

A client brought in his recently purchased M20E for Annual. I found the nose gear to be very sloppy and the gear doors would not close tight. So I pulled out the NG and replaced most of the bolts and bushings and then tried to rig the nose gear doors. The gear doors were interfering with the nose tire and couldn't be rigged properly. I then checked the nose gear "rake" using the plumb bob per the SB and sure enough, the axle is too far forward. Further investigation found there is no 20-202-3 spacer installed. So anyone have a spare or know where one can be found ? Thanks!

This ! One also has to remember that the tear down AD and "Mandatory" SBs are somewhat recent. No, planes weren't falling out of the sky. Yes, there were (rare) crank failures directly due to the previous prop strike.

OK, that's what I was looking for - Troubleshooting Questions . I will investigate and report !

This is a Conti TSIO-360 with gear drive alternator.

I have a 252 with single alternator that does not put out much until after 1200 - 1400 RPM. The alternator is just a 100H since new. Any ideas on what to look for ? Thanks!

Bump

So what is the damage that is deemed irreparable ?

DIVCO can fix just about anything !

Any up-dates on this subject ?

The truth always hurts

This might explain it : NTSB Identification: MIA95LA056 On January 8, 1995, about 1653 eastern standard time, a Mooney 20J, N205MD, registered to Steven Miller, operating as a 14 CFR Part 91 personal flight, experienced a loss of oil pressure in cruise flight, and made a forced landing into Tampa Bay. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The airplane sustained substantial damage and the private pilot and two passengers reported minor injuries. The flight originated from St. Petersburg, Florida, about 4 minutes before the accident. The pilot stated he taxied the airplane to a fixed-base operator for fuel, and completed a preflight inspection of the airplane. When checking the oil, he noticed the oil cap was crossthreaded. The dip stick indicated close to 8 quarts of oil. He taxied to runway 35 and was cleared for takeoff. On climb out the control tower informed him that the airplane was trailing smoke. He informed the tower that the airplane had just had an oil change, and that it should burn off. When he leveled the airplane at 1,000 feet msl, the engine was running rough, and the oil pressure was decreasing. He informed St. Petersburg tower of the situation and informed them that he was returning to the airport. The tower asked if he required any assistance, and cleared him to land. When he reduced power, the engine began to shake violently, and a forced landing was made into Tampa Bay. Examination of the engine assembly and accessories was conducted by personnel from Textron Lycoming in the presence of the FAA. Disassembly of the engine revealed a separation of the No. 3 rod cap and rod bolts. The crankshaft rod bearing journal exhibited black discoloration and the rod bearings were extruded. The components were forwarded to the NTSB Materials Laboratory for analysis. (For additional information see, Textron Lycoming Accident Investigation Report). Examination of the No. 3 connecting rod bolts revealed they had separated in two pieces. The pieces contained bending and necking down deformation and a rough fracture surface, typical of an overstress bending separation. The crankshaft ends of the connecting rods, the connecting rod journals, and the nearby portions of the crankcheeks were darkly discolored as if severely overheated. (For additional information see, NTSB Metallurgist's Factual Report No. 95-100). The components were released to Mr. Les Waters, on May 22, 1995.

Well, I'm no "expert", just an airplane owner for over 20 years (present Lancair Columbia 300 & 177RG, notice the 1st is a 310hp Conti and the later is a Lyco). I'm also an A&P/IA and I look after a couple dozen airplanes, half dozen are Mooneys. Needless to say, I see a fair amount of engines, first hand, day in & day out ...

Whilst that may be true, the FAA doesn't give 2 cents wether the Mooney MM is used as a guide,... or not. Here's a question for you: Let's say you have the batteries replaced by an avionics shop in January and as they are required, they perform the 91.207, C test. Three months later, you bring it to the shop for an Annual Inspection. Would the shop be obliged to re-test the ELT per 91.207 , D, in order to sign off the Annual Inspection ? The answer is, of course not, since 91.207,D, requires that it be performend "every 12 months" and is not part of the Annual Inspection. ps: I'm an A&P/IA if it makes any difference

Here's an idea : Let's take a poll comparing M20J (Lyco IO-360) cylinder life Vs M20R (Conti IO-550) cylinder life . They are directly comparable because they have similar compression ratios and displacment. The big difference is the Conti is probably loafing @ 2300 - 2400 rpm average compared to the Lyco that's by & large probably working harder @ 2500 rpm, average. I'm willing to bet that Lycos out last Contis, 2 : 1 , hence my original post.