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Wanted to do a follow up. I did oil changes every 20 hours now and metal in filter was slowly decreasing. During the last oil change my mechanic checked oil screen and found a good amount of metal there but this was not very useful because we don’t know when it was checked last time. Now My bird is having an annual and my mechanic just texted me that he didn't find metal in filter and in an oil screen this time!

Look what I just scored! Did not know this existed, now I can cancel my ForeFlight subscription and use sectionals again.

Anything that Spins needs to be balanced. Human body can’t feel certain vibrations, but your Crankshaft an everything aft can. 3 issues with Dynamic Balance. 1) Old Timers don’t wanna hear About it, it wasn’t available back in their day an everything worked fine. 2) Viewed as a Gimmick, sorta like MMO Conversation. People think if they don’t feel a very pronounced difference in Vibration, then they were Had!! 3) An in my opinion only. A balance Machine in the hands of an Individual that isn’t properly trained, an equipment isn’t kept Calibrated is Dangerous. A balance gone wrong can be detrimental to a Crankshaft, Dampeners, Avionics an the overall well being of the Rotating assembly. Not trying to throw stones at anyone at all If you have the Ability to have your propeller balanced by a tech that is trained an uses equipment that’s not covered with dust, do it. You won’t be disappointed.

Must be a fake — if it were a genuine 1960s Mooney item it would have about two dozen screws in it.

Hi, if you can send me your email address, I can forward to you all the docs I used to order my EDM 900 just over a year ago. I have a 1964 M20E S/N 143. I love the JPI monitor. One of the best investments I ever made in aviation. I have a RayJay Turbo and can provide that documentation also, which they needed in my case. My email is markfox942@gmail.com Let me know if I can help, -mark

Perhaps that wig-wag post should be oriented 90 degrees to where it would whack the pilot in the head with each wag !

It hurts to see Keith having so much fun with his Cadet, mine has been apart for a couple years now. When I had to re-engine the M20F the Cadet went down on the priority list! I can tell you Keith is an amazing guy and probably the most active Culver Cadet pilot in the USA!

If you’re hanging around this thread awaiting an approval announcement, make sure you bring a sandwich because you will certainly get hungry.

BTW @Avionics Source if giving away hats that they couldn't take to Oshkosh this year. Damn COVID! I know many of you have purchased avionics or sold avionics... or both from/to Avionics Source. And if you haven't, you should check them out. I personally always check with Chase before buying or selling avionics. He might have the best deal, but even if he doesn't, you'll learn what the market rate is and if you're getting a deal or getting screwed. He probably sells more on Beechtalk than here just as there are more members over there. And not nearly as many CB's as there are over here. So I regularly check BT just to make sure someone over there isn't getting a deal on something I need. Anyway, here's the link to get a free hat. there is a shipping cost... and so that probably eliminates the CB's... but since my wife's been telling me I need at least one hat that doesn't say Mooney... I'll get one. I think there is limited supply. So get yours right after I get mine. https://avionicssource.com/product/avionics-source-trucker-hat/

It could be done, as you can probably flip on your backup pump with the master on and the engine off, and your speed brakes will work. I would imagine it would take some vacuum line plumbing, but then would you only turn on your backup pump when you want to pop your speed brakes? I would think the motor running the standby pump is not rated for continuous use for every flight and eats up 12+ lbs. of UL. Then, instead of just putting up your speed brakes, you would have to turn on the backup pump, pop your speed brakes, drop the speed brakes, and turn off the standby pump. Seems like a lot of opportunities for an interruption to the process to cause a problem. Like @gsxrpilot, I took out all my vacuum instruments and the standby pump but left the engine mounted one connected solely to my speed brakes. They operate the way they always have, I gained 12 lbs. of UL, and if my vacuum pump fails, it affects nothing I need to keep the plane right-side up. Just a thought.

Shhhhhhhhhhhh!

So, what do you find less than ideal? I am instructing in a customer's 182 which has a pair of G5s and a GFC500 newly installed, mated to a 430W. It is an impressive system, well integrated and I can't find much to fault, and a lot to envy.

Sorry, I missed that part. I suspected I was missing it somewhere. I'll just confirm that I don't know anything about the effect of variable timing on HP, LOP ops or anything really

I generally agree with this... I didn’t go quite as far as you, but I did purposely climb to high altitude and set up a power on stall without coordination. Just left my feet flat on the floor to see how bad it might be if I really messed up during a go around or missed approach. At the time I was an Air Force Pilot Training examiner in the T-6. I was very comfortable with unusual attitudes. When the Mooney stalled, there was plenty of warning, but when forced, it did just like Don said, left wing dropped to vertical and the nose quickly followed. I quickly released back pressure and it didn’t spin, but getting the power out and recovering before being deep in the yellow was challenging. I think Mooneys give plenty of warning before stalling, so it’s probably enough to train coordinated stalls and just discuss the spin entry scenario because it drops the nose and builds up speed real quick.

I agree with Ross. This is a statement often made by the APS folks and it is an over simplification. It arises from the observation that the brake specific fuel consumption curve is very nearly linear for the first 50 deg. F or so LOP. So, you can approximate the percent power if you know the fuel flow which is easily set by the mixture control. The APS formulas that everyone uses for this calculation are also approximations and the compression ratio that enters into the formula is only a proxy for thermal efficiency of different engines. Skip

Before writing this bird off, I would check with someone familiar with this type of work. As corrosion goes, what is depicted in the picture appears very repairable.

I mean no offence, but that's not how combustion works. Advancing the timing will indeed affect where peak pressure occurs (also affecting mean pressure) during the power stroke. This will in turn affect how much mechanical energy is transferred to the crank. Would you believe that retarding the timing to 10°BTDC would have no effect on power when LOP? It most certainly would.

All leaning must be done correctly. LOP operations are no more difficult than ROP. LOP is more forgiving in many ways.

It's not that you're contentious. It's that you continue to claim that your Mooney will get almost 21NMPG (24MPG) at 152KTAS (175MIAS). There is a lot of experience on this board. We know Mooneys are efficient. There are many normally aspirated Mooneys that will go 152KTAS. There are some normally aspirated Mooneys that will approach 21NMPG. There are no normally aspirated Mooneys that will do 152kts and 21NMPG at the same time save for perhaps the very highly modified and experimental Cafe Foundation E model. I mean no disrespect when I tell you that I see no physical way for a normally aspirated J or an F or an F with certified mods to turn 7.3gph into 152ktas in level flight. I have near 100% confidence in this assertion.

"The more inflammable nitrogen ..."

Not being contentious, but I did not start this thread to claim that my plane is faster than anyone else’s. That was not my intent and I apologize to anyone who has taken it that way. I don’t believe I have made or implied any such claims. If I am bragging on anyone, it would be Al Mooney. It is the Mooney breed that I’m bragging on. Even if the the tolerance build up in this calculation was way off, I believe it says a lot about the efficiency of our planes.

Going to have to get you guys signed up on the FB Culver Cadet group with all this Culver interest! The Cadet has a throttle interconnect to the gear preventing idle power with the gear still up. Throttle landing gear interlock .docx

What do you keep in your hangar? More airplanes.

Did someone say flag? Now that’s a flag! (RCAF for those of you scratching your heads)

@Oldguy appreciate the plug. To the OP, ask me anything. We bought this plane and I did my training for my PPL in this plane, never have flown anything else save for a little SR22 time my instructor gave me while on a business trip he flew me on. As a new student pilot I was a little overwhelmed at first but after you get a good flow established around the pattern and perhaps a self made drawing of the pattern and checklist to go with it then it becomes second nature if you can fly regularly. Also if done right, which is not very hard to do, they are easy to land. I've had 2 bad landings, and dont worry I did not do damage, it was before this whole rebuild and latest annual. Keep speeds around 100mph downwind, drop gear early to help with speed management and to keep from getting behind the plane, 90 base, 80 final and your golden. I got my PPL this year in April and I fly every 2 or so weeks and it sticks with you. I'm the kind of guy that is looking at my gauges quite abit, I anyways feel like its a lot, so having a new checklist even if it where with a few extra steps wouldn't be too much to learn quickly. Plus like previously mentioned, you could ease into it with a K. As far as the pricing and conditions for J's and K's I have little experience with that but I do agree I would rather have a top of the line vs bare bones setup even if the bare bones is newer. If I where to do it all over again and not buy a plane before I had my license then personally even though I love Mooneys, I would go experimental with a RV or get into the tail dragger world with a Maule or Bearhawk or something. That is probably what I'll do once I get back into aviation after this plane sells, and I like the idea of building a plane with my family once we have land and shop etc.. Oh and a plug for the plane. Its a great F model with speed mods, no glass panel but solid good avionics. I have not used the turbo a whole lot but it works good to get your MP back up to where you want it when it starts dropping at higher altitudes, or you can just leave it off. I believe it also has built in oxygen but I've never used it. For IFR the 430 needs a database refresh (card download) and I believe the pitot static system would need to be tested again as well ( I'm not IFR yet so I havnt kept things current for IFR flying, so I would need to look over those things ) . I plan on going XC tomorrow for about 5hrs, let me know if you'd like in-flight recordings of something or anything else. Buying a plane is exciting, its a time where patience can wear thin but be smart and you should get something good.

Here ya go:

You pinged me! Actually - I made a decision at the beginning of the month that has pushed me away from the GFC500. There was a deal on an aspen system that was too good to turn down - or anyway I have been hemming and hawing on what I might want to do for several years no, and then therefore doing nothing. Soon my airplane will be supporting a efd1000 with synthetic vision and driving my kfc200 for the time being until I decide what else I might want to do. That's a nice system right there, so I decided I am not going to pull out my perfectly good working kfc200 for the time being, and I did just last year overhaul some of the kfc200. So for the time being it will be a single aspen unit, the kfc200 and just run er as she is. And I will likely replace with something from whatever is available if the kfc200 starts costing more money in the future. Trutrek? aerocruze 230? Or I hear rumor that eventually aspen will talk to a GFC500 (rumor I heard is that 1 g5 driving the gfc500 plus the hsi feature of the aspen driving the heading )...whatever. We shall see. I was just again looking at aerocruze 230 and I see it has a straight and level feature as I remember. But I thought I remembered it had an envelope protection mode too (like the ESP of the gfc500) but now I don't see it. Was I remembering wrong?

I never made such an ascertain. I simply provided data that an average pilot can use while flying his airplane, not theoretical issues that we can't control.

Just a little googling on the specs of these two props tell me that they are both 74" in diameter. What you did is add an extra high speed tip to your prop. I wouldn't be surprised if it is nearly half again as loud as your previous prop. Prop tips near supersonic make up a lot of our airplane noise.

Don't go up in @MooneyMitch 's plane. He and his wife have new paint jobs on their mooneys, and it will sour you on the others.

I do not understand the intracacies of LOP combustion as well as you guys, but I found myself laying awake at 3am thinking about it. Even though the fuel flow is the same with a SF, the advance has to do something... just like Ross’s example with 10 btdc... what if You get all set up 15 LOP and then shut off one mag? Fuel flow is still the same. Anyone think the engine will still be making the same power? Even if it’s still running smoothly, you’ll be slowing down. I know skip nailed it with FF = power being a simplification, but the examples where that doesn’t work make me understand it better.

For those of us flying around in the real world, what do you suggest we use that's better than what APS has provided us?

seems Garmin has a strategy of internal integration. That is Garmin works with Garmin ................ If you want compatibility with many different manufacturer's equipment go with Aspen.

There was a 50 Deg F difference when I switched my spark plug thermocouple to a piggyback style for the #3 cylinder that accommodates the ships thermocouple on an IO360. Having all 6 CHT thermocouples on the spark plugs plus the ships gauge being in the head would tend to have the JPI reading higher, if that is what Clarence is saying. If it is just the one cylinder where you have CHT redundancy, expect the EDM to be about 30-50 higher because of the spark plug thermocouple. The Bravo I had came with a piggyback and I quit paying attention to the ships gauge unless alarmed. Your baffling might need a good peak at to make sure all is in order,

I'm taking it to the shop on the field, Mangon Aircraft. One of their A&P's used to work at LASAR. He seems to know his way around a Mooney and he also did the flap spar SB on mine. That being said, I am a 30 minute flight to LASAR and to Top Gun. However, I've been hearing mixed reviews about the local MSC's from a couple local owners. I also hear mixed reviews about the shop on the field, but they did well last year except that someone forgot to tighten a nut on the left cowl flap, which caused some really loud vibrations during run-up. So, damned if I do, damned if I don't. I use a Sentry ADSB receiver that has a CO detector. They also tested the exhaust for leaks last year and didn't find any... hopefully the receiver will detect the CO if any leaks have sprung up.

FWIW, ground resonance doesn't have to do with imbalance in the rotor system, just energy resonance (the usual mechanical resonance phenomenon) between the rotors, the ground, and the springiness/damping of the landing gear or skid system. It's a well-studied and interesting phenomenon. My understanding is that the vid below was an intentional introduction of landing gear conditions that induced ground resonance (very successfully). The rotor system was not imbalanced. I used to use this vid (along with several others, like the Tacoma Narrows bridge collapse) as illustrations of resonance when I taught engineering courses. This is still relevant to the current discussion, though, as the yellow or red arcs on tachs are typically due to resonant regions where torsional vibration is an issue. Once resonance starts happening, it can do a lot of damage, as seen in the above vid and this one.

Leaf blower. Easiest way to sweep a hangar in seconds. Not my hangar, I just play there and take notes for my someday hangar.

Find the video... It could be the chemistry... Or... it might be the procedure... But... The guy going to the level of paint correction... uses the one product for a reason... If using Maguires... think of all the money you can save... I used Maguires annually... It looks nice... gives a good work out... Won’t win any awards... Best regards, -a-

Now that right there is a real confidence builder.......

You had to post that didn't you! Now I'm drooling with a Pavlovian response

Yes, 100% of usable is usable, at least in level flight it is. On my J not only will it burn all the usable fuel, it will burn a bit over half of the unusable.

I have the -A1A and just balanced my prop yesterday. Went from .21 to .06. Actually had it at .03 on the second run but it came up just a little after I installed the permanent weights. I "think" I could feel a mild vibration (mostly a buzz in the rudder pedals) before and she does seem smoother now. Is your 0-360 counter weighted? I thought the only engines with counter weights were the ones with a 6 in the suffix like the M20J engines. (IO-360-A1B6D or IO-360-A3B6D or IO-360-A3B6)

I agree with everything Paul and Paul stated except I feel it’s a good idea to acquire your instrument rating in your transition plane it kind of knocks off two birds at one time. I wouldn’t consider the time it takes to transition to and acquire your instrument rating as any guide, the most important thing is to get properly trained and proficient in both aspects, once you consider finances and time over quality training you’ve made a big mistake. I remember way back when my instructor said your ready for your check ride, I aced my written but got another 15-20 hours of training, he mentioned that I was over trained, never possible. Therefore I’d consider the best conditioned airplane maintenance wise, best avionics I could afford to make my flying relative easy, learn and practice all the nuances of a 231 if you go that route, financially you will be ahead in the long run. if a good to great 231 pops up learn slowly and properly how to fly the 231 properly, it is the toughest of all Mooney’s to fly properly. Good luck and welcome to the fold.

It is due to torsional vibration. I don’t think many people understand what that is. It is the prop speeding up and slowing down with respect to the crankshaft. This twists the crankshaft and can cause it to fail. It has to do with the moment of the propeller and the power pulses generated by the pistons along with the torsional compliance of the crankshaft. This sets up resonant modes that can be destructive. The red arc on the tach are there to keep you out of these resonant modes. BTW these torsional vibrations don’t shake your engine and you really cannot feel them.

Or just go buy or find your old E6B flight computer (I still keep and use one in the Airplane). Not the battery powered one. Use the altitude window and match it with your actual OAT, find your TAS over your IAS, makes those long flights more funner

Is there some fuel staining at the carb/bowl split line? Precision published a couple service bulletins that may affect your carb. One is for bowl leaking/security and the other for replacement of the float. Copy the links into your browser... http://www.msacarbs.com/pdf/MSA-13.pdf https://msacarbs.com/pdf/MSA-14.pdf MSA-3 says 10 years between carb overhauls, if I remember correctly... tom

IIRC, the prop and motor are balanced at the factory, but there's no way to balance the prop/motor combination without doing dynamic balancing. That being said, when I bought a new prop and had it dynamically balanced, it started at 0.05 IPS, so it's certainly not a predictable problem. FWIW, the guy went ahead and did two rounds to get it down to 0.02 IPS.

https://www.thedrive.com/the-war-zone/34084/the-mysterious-case-of-the-air-forces-new-strangely-modified-737 I think this is it??

Hmmm... Involving an insurance guy to help us figure out what we could do better with the alleged high numbers of GU landings in the Mooney community... ...could reveal some insight to what is going on... MS has an insurance guy that really liked his Mooney... and knows it really well... Can I invite The MS insurance guy to discuss? I live in fear of a GU landing... and my GU system is really loud... Did I mention, I live in fear of... Best regards, -a-