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I was allowed to use my drone at the local airport. So I am sharing the end product here... Hope you enjoy it. Oscar

I showed my son this story. He wasn’t impressed. He said “what’s the big deal, I thought you said those were like a big 172. I landed one of those when I was 8.” I pointed out to him that I was there when he “landed the 172” and it was more of a controlled crash. Unfazed, he replied “I doubt this one was a greaser either.” I’m really going to enjoy parenting a teenager.

WAT is making some REAL and good progress on the development of this light. If you want to be informed of future information, please PM or email me at gallagheraviationllc@gmail.com

Made it to Gaston's!! Monday and Tuesday I stretched my Mooney's wings. It's been a while since the pandemic to really take some long trips. Also over due since the panel upgrade to really press me working in the system dealing with reroutes, etc. (Though out of the NYC area I just filed Direct and got "As Filed" ) 95% of the the trip was VMC, but there were some Broken and Scattered layers around due to all the humidity from the rain they had. So it made me not blow off filing so I could climb and descend through the layers without wasting time looking for holes. Only one Approach at Bastrop, LA (KBQP) due to the low morning layer that hadn't really burned off. As for Gaston's... Neat little place. I got they're later than I had hoped so didn't really get to spend a lot of time there. But it certainly is a fly-in destination! I opted to go to Baxter Co (KBPK) since I hadn't seen the runway for myself and they come to pick you up (staff had told me this is the easier of the two local Apts. Turns out it was a good thing I didn't try to go into Gaston's (3M0) which I found out from one of the grounds keepers who was giving me the ride. Airport is open, but the ground is saturated from all the rain they've been getting. No problem for the taildraggers and probably most Pipers & Cessnas. But he said they were sinking down in on landing and that might have been enough to put my lower gear doors into the grass. Also has to REALLY impact the ground roll on TO! All in all a good 2 days. I knocked off AR, GA, KY, LA, MS, WV from my states to fly to. Seven more to go....

You cannot set the dual magneto engine to 20°. Whoever told you that is giving you bad information to cover up some other problem. Look at the type certificate data sheet, it’s only optional for non-D suffix engines. Whoever told you that is giving you Incorrect information to cover up some other problem, Because if it doesn’t run right at 25° it’s not right. I have a small feeling that your problem may not have been fixed.

I had a young eagle like that once. He asked if he could fly and I let him. He was about seven years old and held altitude +\-50 feet and heading +/-5* for about ten minutes and through two 90* turns. When back on the ground I told him how impressed I was and he just shrugged and said he plays a lot of flying video games. Is it possible the passenger was a flight sim junkie?

My fear that using it as rudder trim would overwork the servo since that's not its purpose. If I had a YD w/o rudder trim I'd be keeping the ball centered in climb with my right foot to avoid replacing servos any more often than necessary.

Nope, the road was well compacted and a mix of gravel/crushed pavement. That's always a risk with grass strips/unimproved runways, they're hard on everything. I try to avoid them if possible but every now and then doesn't bother me. I'm not a bush pilot but I'm also not afraid to get a little dirty sometimes. Passing a neat airport town like this was certainly not something I was going to do. I bought this plane to have adventures with, after all!

I want to tell a quick story to illustrate my above point. I'll give the short version. I was in a G5 at a small airport. Me and the other pilot both walked the aircraft and pulled chocks. We later decided to squirt on a little bit of fuel. The fuel truck came and did their thing. Whey they left, I went and checked the fuel door and looked at the tires from the front of the aircraft, no chocks in sight. We did the flight and everything was normal. But I got a call from the mechanic that night and he asked if we had hit anything. I said no. He explained that the sidewall of a tire was all scuffed up and a brake line was a little bent. We figured that we must have picked up a piece of rubber on the runway when we landed. Well, we found out from a pilot who contacted us about a month later that what had actually happened was that while fueling us at the departure airport, the line guys had put a small stubby set of chocks on the main tire. When they tried to pull them after fueling, the rear would not pull free. So rather than bringing it to our attention, they took the front chock and stuck it back behind the tire and assumed we would just pull away from the rear chock that was jammed under the tire. These chocks were not visible from the front of the aircraft as they were behind the large main tire. Well, the cock stuck to the tire, and came up off the ground and got jammed in between the tire and strut. We got very very lucky that when we retracted the gear, the chocks fell free. The pilot who alerted us to what had happened had seen this happen and had inquired to the FBO about what had happened... that is how we found out. Now, I was certainly mad at the FBO.... but ultimately it was my fault. So now, before I close the door, I do a walk of the entire aircraft to check once more for anything that may have happened since the full preflight. It is a pain in the ass, but it is my responsibility.

That is exactly what it does. I can climb out with my feet off the rudders and the ball is centered. When altitude is captured and the plane accelerates, the ball is still centered. I fly a M20F with 2xG5s and GFC500.

@M20Doc, thank you for sharing. It sounds like you’re doing the appropriate thing by bringing it to the shops attention and hopefully they will respond appropriately. In my line of work I also often find things that others could have done better and it has lead to some interesting conversations.

Engines will come and go and get overhauled during the life of the airplane, but a tired Mooney airframe can’t be “zero-timed”. All that just to say that a well-maintained low time airframe is worth a premium. Getting those two cylinders taken care of should make this a good airplane for you. (Although one thing I would be very concerned about on a 2005 or 2006 Bravo is has it had the WAAS upgrade yet? An often-used argument is that “I don’t need WAAS - everywhere I fly has an ILS”. The next person you try to sell it to may not feel that way. Anything resembling an airplane is selling right now. When, not if, the market slows down, a non-WAAS G1000 airplane will be much harder to sell. If it doesn’t have WAAS what is your plan to add it? Garmin doesn’t make GIA-63W units anymore, although they service and exchange them. If Don Maxwell or Brian Kendrick has a pair of used GIA-63Ws it will cost somewhere between $30,000 and $35,000 to do the upgrade.)

I just wanted the first post to be controversial.

SOLD. Nose dragger electric tug. Set up for Mooney or similar, easily pulled my Ovation in and out of the hangar. 24 volt system, variable speed control. Solar trickle charger included. Located Baltimore MD. $850. SOLD, thanks.

Engine monitors and data collection seems to be the new wave of the future. This is a new thread so how about some ideas on how to create sub categories to collect the date. Maybe create a list of problems/issues: Sticking valves burned/failing valves clogged injectors clogged air filters. failing/bad plugs. failing/bad plug wires. bad probes. high/low egt's high/low cht's induction manifold leaks timing out of spec Fuel pressure issues. fuel pressure issues. Maybe post grafts showing before and after images. I know MB is a source of data but you have to pay for some of it. Why not establish our own library/collection of data/information? Thanks,

We are agreeing here. My point to Hank is just because he flies direct everywhere does not imply that is the case for all of us.

Like kpaul... mine was also installed by Garmin....and tested and certified by Garmin. As per Garmin representatives, YD after takeoff during climb was normal OP. Each to their own, but mine works flawlessly.

I let my son fly in IMC and was impressed he could hold a heading and altitude just as well as I can. I asked him why it was so easy and that was exactly his response - apparently he always flies on instruments because he can’t see over the cowling.

A simulator, many many of the younger generation fly those things for hours and hours. They really do understand the instrumentation and what control does what, plus this may not have been his first ride in a Caravan. My son learned to fly RC on a simulator and it’s pretty similar really, plus I don’t think I saw flaps down on the Caravan which I wouldn’t expect to see if someone really didn’t know, and due to trim change I wouldn’t tell them to do myself, but someone with just a little knowledge and or training would have dropped flaps. ‘So I think it’s plausible

it is a COM antenna. “The DM C63 series antennas are VHF communication antennas designed for high mechanical strength with machine tapered aluminum alloy radiating elements. These vertically polarized antennas cover the frequency range of 118-137 or 138-174 MHz for both transmitting and receiving applications. The DM C63-1/A and DM C63-4/A are designed for mounting on top of the fuselage. The DM C63-2 and DM C63-3/A are low profile "bentback" radiating element designs for mounting on the bottom of the fuselage. They are well suited for helicopter installations.” https://www.dallasavionics.com/cgi-bin/products.cgi?master=avionics&category=antennas&man=edo&url=dmc63-3a.html

Way to go Mike! -a-

In my area, a desktop Redbird cost $50 hr and the full motion Redbird cost $60 hr. Not only is it much cheaper, it has added benefits in that it’s much easier to practice emergencies, simulate less than VFR weather and pause to review or discuss something with an instructor if needed. The cons though is you don’t get the needed practice talking on the radio nor with your specific avionics if your an owner. Sent from my iPhone using Tapatalk

Not to call it entirely fishy and we are all a bit high on suspicion for good reason following the illustrious antics of Trevor Jacob YouTuber airplane destroyer former pilot certificate holder.... My wife had a pinch hitter course. I could imagine her sounding and acting like the co-pilot not pilot in this thread...just saying...and thinking the best of people.

I have known certified pilots that can't hold a heading and altitude. I have had passengers with no flying experience and 10 seconds of instruction that have been able to hold heading and altitude like an airline pilot. There are three that I can think of in the last 40 years.

I agree. I think treating the YD as a rudder trim puts excess stress on the servo. The long body Mooney clearly shows that the servo is not strong enough to handle acting as a rudder trim.

I am sorry...here it goes again... Trend Analysis Report N9341V.pdf Report Card N9341V (1).pdf

Byron is correct. I have attached the original Lycoming Service Instruction. The timing needs to be nearer TDC for starting and the impulse coupling has a "lag angle" to provide this. Mags used for 20 degree timing have a 15 degree lag angle. But the dual mags were only made with a 20 degree lag angle. This is why 20 degree timing is not approved for dual mag engines. If the engine runs better with a dual mag set to 20 degrees, it is possible that there is some issue with the mag. Maybe the internal timing (E-gap) is off. Also, if an eligible engine has the timing changed from 25 degrees to 20 degrees, it requires a logbook entry and re-stamping the data plate so future maintainers will know the correct timing. SI 1325 Timing Change for IO-360 Series Engines.pdf Skip

Is nobody else skeptical of that? I watched that on the news last night while thinking the same thing as when I saw the news report of Jesse Smollett first talking about his supposed attack, or the clown bailing out of his airplane.

As I said, I get the desire to hold them accountable... And I stand by saying that the only real way to do that is to make them pay for the remedy. The thing is, it gets really messy when you talk about reporting them to the FAA. Pretend for a moment that you are a Fed... A pilot calls you and says, "hey, this shop worked on my aircraft and forgot a ton of rivets on the belly of my aircraft and handed it over to me. I found it after I flew back to home base" MY first question would be " Did you pre flight the aircraft?" Now, you can argue all day that checking those rivets is not part of a normal pre-flight... but a pre-flight after major maintenance is not and should not be a normal pre-flight. The PIC always has the final say in the airworthiness of the aircraft and it could well be argued that a ton of missing rivet on the outside of the aircraft are indeed within the purview of that. So by going to the FAA, you have to condemn yourself to hold them accountable. That may be the most morally correct thing to do. That does not mean it is the most practical. As I made apparent in my first post, I am sickened by general lack of good honest capable aircraft mechanics... And I sympathize with the desire to hold the shp accountable for their mistake..... But since everyone seems to be in the mood to hold people accountable... Why are we not holding The pilot accountable for accepting and flying the aircraft in an un-airworthy condition after major work? Sure, we can all kick and scream and blame the mechanics... and that would be fair if we were talking only about something done wrong behind a panel, out of sight... But when a ton of rivets are missing off the exterior of the aircraft, I see no excuse. The Owner needs to make the shop pay for the remedy and take a lesson from this.... A pre-flight after major work is not and should not be a typical walk around. I have spent my life learning lessons like this the hard way... I have the absolute worst luck of any person you will ever meet. I have to make my own, every time. I sometimes feel like the universe is out to get me, so I stay on guard. This post maintenance preflight lesson here is one that all seeing get to learn the easy way.... but to do so you have to stop placing all the blame on the shop.

Exactly

You and I respectfully disagree, the aircraft was definitely willful, 100%. First the person doing the work was exceedingly neglectful, I maintain criminally, but I am no lawyer. But then there was a second layer of willful neglect, It’s unlikely the owner of the shop did the work, but he did do the entry. This is what us mechanics call pencil maintenance, where the entry is made, but no work or in this case no inspection was done. It’s illegal and stupid of course, and those types in my mind need to be stripped of their certificate. The best case is they give mechanics a bad name, worst they kill people. In a shop ( I was an Accountable Manager of a Certified Repair Station) it’s very common for the Manager to do the paperwork, but he or she really has to throughly inspect the work done, first to ensure quality and safety and to protect the shops reputation and also because the FAR’s somewhere I’m sure require it. I’m Retired but still hold my A&P/IA, live in a fly in community and occasionally people do work under my supervision. They understand that I have to inspect everything done, It’s my name going in the book and I am legally responsible, I’d be a fool to not make sure the work was done professionally and IAW the FAR’s. The owner willfully chose not to get up out of his chair and spend a few minutes inspecting the work before he made the logbook entry and 337. The only way the FAA finds out about such activity is when there is a crash or when someone makes a complaint. That’s why in my opinion there should be a complaint made, but document things before they are repaired so you have proof. I don’t know if the FSDO can or will travel to Canada, that’s beyond my experience.

That's probably not a great analogy, given that it's unlikely anyone in the shop intended to leave the rivets out or the spring disconnected, as opposed to the willful decision to drive drunk or beat your child. If the shop had a problem with personnel or culture that they knew about that was likely to result in something like this, and willfully made no attempt to fix that cause, then it might be a reasonable analogy and warrant that level of moral indignation. However, that willfulness has not been established at this point (at least as far as we know). Incidentally, I remind people I'm in the car with that as a mandated reported of child abuse and neglect, I'm required to report them to child protective services if I see them fail to secure their children in the car. It's not actually true, but it's a fun way to scare people into doing the right thing

My 70F is a bit low at 16.5 gph for takeoff. I run 65% LOP in cruise and see about 9 gph.

I just signed up with SavvyAnalysisPro to help distill some knowledge from the 1s & 0s in my monitor. I'm also working with Paul @kortopates. (Thanks for the help!) Figured this would be a great way to see what information can be pulled from the monitor and see how to leverage it for baseline or troubleshooting. I was kinda surprised at what all you can pull from the engine monitor and how Savvy was looking at it: max MAP, max RPM, max FF, EGTs, CHTs, TITs; but also some things I wasn't thinking about like voltage, oil pressures, etc. How do you know if you're getting full power...well it's probably in there. How do you know if your ignition system is humming...in there too. I'm interested to see examples of what to look for and tell-tale signs that you need to look further or address something. Also would be hugely educational to see the troubleshooting process looking at plugs vs wires vs mags...alternator vs voltage regulator vs battery... curious how you dissect some of these things electronically... Marc.

depends on what power setting, rpm, manifold pressure, and choice of mixture setting. Early pohs have full rich to 75% power, leaning after that. With engine monitoring many of us fly differently now. There are still variations by poh but we’ve got to start at the same altitude, mp, rpm and mixture. Then yes, they should be the same.

First, what does your POH show? The Lycoming operators manual for your engine shows fuel consumption at 75% should be about 12 gph for best power mixture and 10.5 gph for peak EGT. But that’s in a test cell and the installed numbers may be slightly different due to the induction and exhaust system losses. Your numbers seem pretty reasonable. Skip

Yeah, that would have been my choice if it was on the poll

I’m Retired, so unless you count going out to eat as a purpose, then all my flying is really just OFO, Military term Out (you know) Off.

Test pilot. And he has flown Mooneys with instrumented turbochargers. And his data suggests idling on the ground to "cool the turbo" may not be good. And by not "cooling off the turbo", it may last longer. That last sentence may be my own deduction.

I checked out their hangar in Prineville today as I was down there for work. Looks like they are very early in the actual moving process. There are some moving boxes and an Ovation in the hangar but it’s an otherwise empty and nondescript hangar with no signs of life yet.

See Bob Kromer doc in previous post.

#3 son surprised me a couple of months ago when he started taking flight lessons at KFFZ. He soloed today. I ordered a Stratus 3 to give him as a congratulations gift

I have a moderately modded g model with everything essentially other than the J windshield. It does 145 knots which is respectable considering the low fuel burn. Useful load is about 865 lbs and increasing as I do upgrades. I think by the time I’m done I’ll get it into the upper 800s. I wouldn’t count a g model out as they are good planes and perform well considering the power plant. It’s faster than any Piper Arrow even if it has the 200hp engine. If you get one with the Johnson bar and in good condition they represent the least expensive to own and operate complex airplane that’s still fast enough to get places and has good backseat legroom. They are in my opinion the most utilitarian model of Mooney ever produced and I am not biased at all…

I like my ASPEN... I think they are flexible and allow me to reconfigure the screens based on my needs and phase of the flight.

Lemon Fresh Pledge... Nothing better

Your panel in your 76 looks a lot like mine when I installed my Aspen 2000. Initially I kept all of the analog stuff. After 20+ years of flying IFR with analog gauges, my mind wasn’t ready for tapes. I eventually forced myself to learn (especially the ASI) by covering them with a sticky note. Now after 9 years of flying with them, it’s second nature. And I got to clean up the panel and removed the old stuff. As for remorse. When I was looking at what was available back in 2012, the Garmin G500 was just introduced and Aspen had their stuff. The G500 initially didn’t have a backup battery and when it was available it was $5k. Aspen’s battery backup and reversion mode sold me. If I had bought the G500, I’d be sitting here today wanting a G500 Txi or a G3X. Aspen’s upgrade path to the Max was a helluva lot cheaper than upgrading the Garmin stuff would have been. As for the VSI, I never look at the tape and always use the digital number. I guess flying the same plane for 31 years, you get used to what power settings you need to get you what you want. I look at the number just to confirm the performance. One thing I put into context is that the avionics available to us today are light years ahead of what we had for years. It’s all good. And I have flown enough stuff over the years to say our panels are a huge step up from what a good portion of the freight dogs and charters are flying behind. 2022 2013 Sent from my iPhone using Tapatalk Pro

Lots to unpack here. Deakin's graph has a lot of relevant information if you’re interested in how all of these different systems affect one another and how they change during each phase of flight. Deakin is not just making stuff up; by way of his association with APS, George Braly and Walt Atkinson (RIP), He has/had access to one of the most sophisticated Aeroengine test stands in the country. Every single one of them agrees that Idle cool-down is useless and adds heat to the Turbo in most cases. Bob Kromer (Mooney test pilot) wrote the attached email which was posted to Beechtalk many years ago. The email clearly shows he agrees with their stance based on his real world experience with the test data from M20Ks flight tested with thermocouple equipped turbochargers. Also, I think that comparing an Aeroengine that has been loafing in descent to a Farm implement or Semi that has been in heavy use is a poor operational comparison. I have no dog in the fight as all of my turbos are on ground vehicles. I will say that neither John Deakin nor Bob Kromer are the type of man to just make random recommendations without supporting data, especially when they contradict the POH. Turbo.pdf

Way to go Dylan! Somewhere around here is an Eagle parked on RT 66…. Great use of checklists, soft field, and cross wind, activity! Best regards, -a-

Years ago when I was returning an engine core, I could not remove the quick drain. It had "become one" with the engine. Ever since that experience, I apply anti-seize to the threads when installing a quick drain.