Andy95W

Exactly my position as well.

Well, not quite. The calls to get the lead out of aviation fuel go back to the 1980s. Through a process of lobbying and education of congressmen and influence with the FAA, the deadline is now 2030. And that might not happen either if there isn’t a suitable replacement. Don't get me wrong, I’m not a huge fan of AOPA and they weren’t working alone in getting Congress to delay the ban of 100LL. But they did provide some of the effort.

Current word is that he wanted to work from home in Bend, OR but the board wanted him in Frederick, MD. Long distance relationships never work.

That’s how I was taught 30 years ago.

It’s light beige.

He somewhat addressed that. Something along the lines of 100LL causes o-rings to swell also, and it’s the owner’s fault if they have the “wrong” o-rings installed.

I was a supporter and advocate for G100UL from the moment they got their STC. I was looking forward to running it in my engine, and was glad that there was finally a lead-free solution for our engines. I attended George Braly’s seminars at Oshkosh over the years to hear and learn more. At last year’s, he seemed to blame Mooney fuel leaks on Mooneys, the Mooney design, and Mooney owners. He came across as a lawyer-turned-salesman who was using lawyerly obfuscation and deflection to shift blame away from his product. I left halfway through the seminar. Needless to say, I’m no longer an advocate for G100UL.

Hi, Oscar. Thanks for the write up. Have you ever noticed how high your amperage gets after startup? Any difference after a hot start of your IO-360 when you had to crank a lot? Thanks!

I’m still trying to wrap my head around the irony that someone named Colgan doesn’t see the need to practice slow flight and stalls. https://en.wikipedia.org/wiki/Colgan_Air_Flight_3407

I’m glad to hear you’re such a good pilot it could never happen to you.

You’re following slower traffic again, but this time it’s after a long day, you’re a little tired, and there are strong winds. You retard the throttle a little bit because the wind has increased your ground speed and you’re catching up to the slower traffic. Because you’re a little fatigued, you don’t notice your airspeed is decaying as you turn base to final. You start to hear the stall warning, but because you’re tired you think it might be the gear warning because you retarded your throttle. As you double check your gear, you stall because you haven’t practiced slow flight in so long you don’t recognize the warning signs until it’s too late. There’s a reason professional pilots practice all of this stuff, even though there is almost no chance they will ever “need” it.

Since Lycoming approved of the crankshaft when they built the engine, would they overhaul the engine with that crankshaft? Might be worth boxing up the pieces and sending it to them.

That’s pretty cool. Any chance Bruce did his checkout in the airplane?

The windlace doesn’t help seal the door, but it does help cut down on wind noise. It’s actually very noticeable even with a good door seal.

33 years and the same experience, 20 of those years in Michigan.

With our carbureted engines, the fuel pump doesn’t do anything once the fuel bowl in the carburetor is full. Once the engine starts, the engine driven fuel pump keeps the bowl full so the electric pump isn’t needed. The reason it needs to be on for takeoff and landing is just in case the engine driven pump fails at a critical time. The issue, like Hank said, is giving the fuel a chance to vaporize so it can be pulled into the cylinders to ignite. The reason engine and oil preheat fixes the problem is because the carburetor is bolted to the bottom of the oil sump, and the warm metal encourages faster vaporization. The only other thing that helps for cold starts is to pump the throttle while cranking the engine. The sprayed fuel is sucked into the cylinders, but once it fires, it’s not happy. And if it’s so cold that you need to resort to that, you should probably be preheating anyway. Good luck!

To get the “201” name, the factory took a brand-new M20J with no antennas, radios, minimum fuel, and minimal equipment. They probably also had to lean to one side, squint, and then say, “oh look, 201 mph”.

It sounds like all you really need is a safety pilot to legally log approaches, and a decent non-certified home simulator to keep your skills fresh.

Good detective work!

I’ve been a professional pilot a long time and our SOPs include having the approach plate available while flying the approach. Paper charts on a yoke clip 25 years ago, iPad in its holder today. All altitudes and data loaded and visible in the FMS. But I wonder, do you realize that most Mooney owners/pilots here don’t have an FMS that shows that data? Then I have to wonder if you realize you’re picking a fight with a well liked and respected MooneySpace member who is also a longtime CFI-I. You, on the other hand, haven’t been a member very long and you’ve been a braggart since your first week here. Then add in the fact that you’ve never talked about flying a Mooney, your profile says “Skywagon”, the Reg # listed (N44114ed) doesn’t exist, and (N44114) is a Taylorcraft. Why exactly should we listen to your opinions and no others?

Thank goodness you’re here to tell us what we were doing wrong all these years. (PS- we do have a considerable number of current and former airline pilots here on MooneySpace.)

The ring-type probe is not very accurate compared to the actual probe that goes into the hole on the cylinder head. They generally read 40-50° lower than the other probes. For safety, I definitely would not run your #3 cylinder with the ring type probe. @47U mentioned the fire sleeve, I hadn’t heard about that and will have to try it on mine. The “intercylinder baffles” that someone mentioned isn’t a part of the doghouse, it’s the small piece of sheet metal that extends between the underside of cylinders #1 and #3 (as well as between 2 and 4 on the other side of the engine). Yours are probably there, but it would be worth a look to make sure it’s fitted properly. There is an area behind and below cylinder #3 in the vicinity of the oil pressure adjustment that can be closed up a lot using some scrap sheet metal. The doghouse is very lacking in that area. Swapping spark plugs is quick and easy and would be my first priority. As others have mentioned, about the only thing that could cause an excessively lean mixture on only one cylinder in our carbureted engines would be an induction air leak, but that would show as an extremely high EGT for #3. Checking that would be my second priority, as well as checking as much of the rest of #3’s intake manifold while you’re at it. Also checking valve lash, in case the pushrods got mixed up. I didn’t know there was a way to check the mixture distribution in a carbureted engine, could you please post that? Good luck, please keep us posted about what you find out.

That does not apply to the M20B/C/D/G, which all have the carbureted O-360.

I agree, and I also agree those pictures aren’t as conclusive as aaviationist thinks they are.

Maybe we can get @Aaviationist here to argue with Jack.