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Perhaps you didn’t see his posts here on MS in the Videos Forum - topic “Will it ever fly again?” In mid-June he posted that he was parting it out. He added pictures of it disassembled in full sale mode. It will never fly again.

Here is what WVI sent to us https://files.constantcontact.com/8de5a020301/ed54fe6d-3e1e-4002-b1f6-e71e9170cf20.pdf?rdr=true I think the idea is to get buy-in from those based at fields where G100UL is launching. And a "please ask your manager to carry our fuel" note for the neighboring fields.

Okay that makes a lot of sense. I was absolutely flying in “Econ” mode that day! Worked out to about 135 KTAS.

The early 201s had a flat left cowl flap and you can adjust it to let more (or less) cooling air flow through it when it is in the close position. The later models like the MSE had a left cowl flap that is shaped like the right one with an opening for the exhaust. So, the MSE will flow more cooling air with the flap fully closed than the earlier models.

thanks - hopefully fixed now Sent from my iPhone using Tapatalk

I'm glad to hear his wife is doing better now. He has a fair amount of value sitting there still, in the low-time engine and new-ish avionics, and other parts like the gear, etc. To me the saddest part of the story is that some of the corrosion was pointed out to him when he first posted pics before he bought it. He was very enthusiastic about the project, though, and it looked like he was going to pull it all off until the spar cap corrosion was found. It really does seem a bit negligent of the company that inspected it, as it was pretty evident that corrosion was an issue with the airplane just from the pics he had posted. I wish him the best, and hope we see some happier vids from him in the future.

According to the Lycoming power charts, an IO-360-A running at 16" MAP and 2400 rpm, at a pressure altitude of 16,000' and -34 deg C OAT will only be producing 105 hp at best power mixture. Leaning to slightly LOP will cost you about 10 hp more. So during your cruise condition, the engine was only putting out about 95 hp. It's really less than that because the Lycoming charts are for an engine on a test stand and the engine installed in the airplane is less efficient due to restrictions in the induction and exhaust systems. So, maybe 90 hp. No wonder the CHT (and the airspeed) is low.

He detailed his journey here on Mooneyspace - from when he found it… -Don

The picture you attached is not visible - I tried to view with an iPhone and a PC - but it is just a long alphanumeric string.

Okay I will try running ROP or at peak next time I go up, and collect some more data points. It’s supposed to be pretty cold through the weekend so will be a good opportunity to do some experimentation. .

Hey Paul- thanks for sharing this. Any idea what caused the overboost? That's crazy. I've got an old manifold pressure gauge out of a P-51. I think it is normal max at about 50 in Hg, with a military red line at 60 in case of emergency. I'm surprised the head didn't pop off the cylinder.

With literally thousands of hours of flying right seat i’d say it’s an acquired still that takes quite a bit of time and needs to be constantly practiced to be doable in weather. Personally i don’t think someone that hasn’t practiced it before they do it in IMC is going fairly well; especially if they weren’t proficient on the full panel to begin with. I agree with the sentiment it’s a terrible configuration to place backups were they did. Sent from my iPhone using Tapatalk

I do not know the owner/filmmaker. Just stumbled upon this video on Youtube. Hope someone in Europe has a wing collecting dust in the far corner of the hangar..

Yes, I just had my cowl flaps re-rigged, and all new bushings installed in the linkage. They sit flush when closed, and have zero play in any position.

Ugh, this is really a tough situation. I'm hopeful that the MS braintrust might be able to help get you airborne again soon. Glad to hear you and your wife are healthy, even if the plane is not Why on earth did the shop cut the wings in half? ETA: Misunderstood that this was posted by the owner. Looks like the owner is @Irmin on MooneySpace

I actually started following your journey when I randomly came across your YouTube, before I knew you were a mooneyspace member. I was so excited to see this plane in the air again. It’s a sad story indeed, but your dedication speaks volumes! Edit: I thought varlajo was the owner. My mistake, but I have seen Irmin post on here.

Squeaky clean in there. Nice!

Any word on other Peninsula airports?

Hope he finds a way to fly again. A very sad story.

In my Citabria, I just mounted it directly to a wing rib. It is on the next to last outer most rib on the left wing. Works great. Lee

In my plane a previous owner used aluminum sheet metal as the backing for the interior panels.

I thought I'd show an example of an engine anomaly that pilots need to be prepared to take swift action to save their engine cylinder(s). Many pilots have a very nice engine monitor installed but its mere presence doesn't do anything to keep you safe., That's up to the pilot to keep the monitor in their scan and learn as much as they can about how to use them. I know many here have saved themselves multiple times from impending catastrophic damage because they were using their engine monitors as intended. For those learning I offer an an example of severe classic Detonation. The pilot became a Reno Racer with 25" of over boost over redline. Would you have caught this? It only took a little more than minute to cause the catastrophic damage below. CHT6 got as high as 719F the cylinder was over redline for about 90 sec and every cylinder exceeded redline. Redline MAP and RPM are almost identical to a intercooled 231 or 252/Encore. First the data: What happens is the overboost creates a very lean condition because the fuel system can't meet the demand of the added boost/air. So we see TIT go over 1700 and then the detonating cylinder EGT go up over 1800F causing its CHT go to 719F before the engine quite entirely - seizing. From the picture you can see the molten aluminum remains of a piston.

Reviving an old thread as i accidentally formatted the checklist sd and need another copy. Where is the download section on mooneyspace? I would just used this one as we have an ovation 3 that we need the checklist.ace file. It’s a 2007 i think as well. Or if anybody and just send me the thier file would be greatly appreciated.

This is probably a dumb question but it wasn't obvious how you get to the bulb to replace it.

In winter, I also adjust my cowl flaps to be flush or nearly so in the closed position.