Awqward

Thanks David, did you use silica gel or calcium chloride compound?

To answer my own question, I inderstand Calcium Chloride is corrosive if in direct contact with metal....how it performs with air being forced through it I don't know... Maybe the air would carry some of the CaCl into the engine...I don't know...

Do you have anything plugged in to your cigarette power plug....like an iPad charger?

Great news!... Remind us why you have not been in the air... [edit]...scratch that...I remember! Excellent news..

I think I asked you this before Tom, are you based in Western Australia because the Avgas produced at Kwinana has a higher than usual TEL content....which would possibly explain your results....and also the lead fouling you mentioned previously...

When I got my Mooney it had the standard Engine, Prop, Airfarme and Acionic logbooks but I have started using the ADlog system as recommended by Mike Busch....it is a great system and all in one ring binder....and Fred is a very helpful and fine gentleman! http://www.adlog.com

This is something I am actually working on at the moment....an app for takeoff, landing and cruise performance amongst other things...hopefully I'll have a working app for testing in a month or so...

Personally, I'm glad I have two GS indicators....it gives a bit of comfort when making an ILS to minimums that both GS are agreeing...(as well as the two CDIs).... I have never flown an LPV approach, there is only one in the UK (although a lot more in France), but I guess unless you have two TSO146 units you can't have that backup / comfort indicator...unless you tune Nav2 to the ILS (if there is one)... And if you do that is there a risk that the ILS GS and the LPV GS are not coincident?

In the sense that most enroute controlled airspace in the UK is Class A I suppose it is....I think I would prefer the U.S. model of Class E but the Atc system just couldn't handle that volume of airspace...as a result on a typical flight from Scotland I would be in G about half the time....but still getting good radar service (on a workload permitting basis) so it's not that bad... France on the other hand is a lot more like the US with underlying class E....but even they surround Paris with class A...

But I take your point about no clearance in uncontrolled airspace...by definition...and given the choice I personally would rather be in controlled airspace when IMC....it's just that Europe doesn't really cater too well for us little guys...Enroute controlled airspace in the UK typically starts at 12-15,000'

The thrust of my post was that it is normal and demonstrably safe to fly IFR in uncontrolled airspace despite the intuitive misgivings....

You may not be surprised to know that here in the UK there is plenty of Class G airspace and flying IFR is normal....but you probably will be surprised to know that no clearance is required to fly IFR (including in IMC) in Class G....in fact there is no requirement to even talk to ATC....it has been that way for over 50 years and there has never been a midair in IMC in Class G....

Just be thankful you have the MacCaulay spinner....I have the Hartzell Q-tip and not only was the dome cracked but also the aft and fwd bulkheads....I had the dome repaired at ASEI in Ga (the shop Aircraft Spruce re-sells) which was fine...good job and quick turnaround....they have an FAA approved repair process which also involves heat treating the weld....my problem is that I couldn't source an aft bulkhead from anywhere...new or used...anywhere on the planet....so Hartzell are pressing out a new one...when they can get it into their production schedule....will be 4+ months grounded by the time I get back in the air... :-( The part number you are looking for is 680031-039 (polished) or 680031-019 (standard)....you will find it all in section 61-10-00 of your Illustrated Parts Catalog (IPC)...

Interesting that on the newer Mooneys it is possible to manually open the alternate air door...on my J it is spring loaded closed and would only open if the air filter became clogged with ice say.... I also have the Ram air but have never used it...mainly for fear of the event mentioned above....ie ingesting the rubber seal AQ

Is there any advantage / disadvantage to using Calcium Chloride compound vs Silica Gel crystals?

Ok for simplicity and expediency I am making an open circuit "dry air injector " system to pump dehumidified air into the oil filler....maybe I will rig up a return line from the oil breather at some point in the future....one question though: what about the exhaust and intake manifolds? Should they be sealed / stoppered?

Thanks Brian...as others have pointed out such a device is very cheap....whether it is essential or not... I will be building one this weekend... To answer TBA's question; I understand that if the RH is less than 50% there will never be any corrosion....but most places have more than this most of the time...where I am it usually runs around 60-80%

Did you get permission to make that post?

You guys mke me sick with envy... Still North of $13 up here in Scotland....just under $8 in France though...

With my airplane grounded still waiting for a new spinner aft bulkhead that Hartzell haven't managed to slot into their manufacturing program yet, it has been three months already and I'm looking at another six weeks minimum before I can even run the engine....I am very worried that my cylinders and cam lobes and crankshaft are now coated with a film of corrosion!....someone recently sent me an email with a homemade dehumidifier based on a fish tank air pump and a soda bottle full of silica gel which pumps dried air in through the oil filler and takes the return air from the oil breather.... Just how bad can my engine have gotten in these three months? I mean it is not unusual for an engine to not run for three months especially at this time of year....What views? Anthony

About 2 seconds...so what's that...about 1 or 2 revolutions?

Well I just got the bad news via Russell at SWTA: my new spinner aft bulkhead from Mooney is not going to be ready now until 3/9...having slipped from 2/11....having been ordered in November....so that will have my airplane AOG for nearly 4 months by the time I get it! So I'll plead one more time: does anyone have / know of an aft bulkhead (backplate) for a M20J with Hartzell q-tip prop HC-YC2K-1BF / 7666A-3Q? At this stage I'll take anything that's not cracked to get me airborne until the new part arrives.... Anthony

Hi TJ, for priming I have the Mixture full rich and the throttle cracked by 1/2" or so...then Mixture ICO, eave the throttle where it is and crank... Anthony

I went through some of this when I got my J....it seems they all have their own personalities to a certain extent....for cold starts I found 5-6 seconds of boost WAS NOT ENOUGH.....I switch the pump on for 8 seconds ... Starts straight up now

I've been waiting for someone to refute the statement concerning Mooney's x-wind capabilities....