Ragsf15e

Another benefit of the rca is completely different software, ahrs type and “aiding” requirements from your gi-275s. I have looked at that as a great backup option as well.

Nope, in the past, oil change hasn’t been noticeable. I’m not sure this oil change is responsible, but strangely it only started immediately after it. Oil use is noticeable for me though as the oil “ages”. I have to add more per hour (slightly) as it gets old. However, the pressure was always the same.

For the last 2-3 years, my oil pressure was 74-76psi and 180-185 degrees in cruise. I have all the data from my edm930. Last Thursday I changed the oil (I do the grunt work and my IA spun on the filter and safety wired). Then on Saturday I flew a 2 hour cross country. Oil pressure 81psi the whole time, 180 degrees temp. Huh? Today I flew home, same thing. Any reason why it might change a little higher like that? Obviously it’s still perfectly in the green but it’s definitely different which has made me wonder… IO-360A1A

That’s really well done!

Another Mooney on the ramp in Hillsboro Oregon this weekend! A beautiful long body with tks. Definitely makes me jealous. I always miss out meeting the pilot too - he/she must have arrived after me? Real nice tailwind on the way back to Spokane. Apparently I broke the Mooney groundspeed record as well… at least my 430W thinks so!

Maybe he means the light under the manual indicator in the floor? Mine has a very small bulb in it and the wiring is fragile, but it works fine and lights up the floor indicator.

You can definitely have voltage loss where there’s resistance through a bad/corroded connection or circuit breaker. The higher one is likely the voltage on your bus. Trace the lines and check each connection with a dvm to find where the drop is for the lower one. I had a similar problem and found a looses connection to a circuit breaker. It doesn’t take much.

I agree 30 minutes isn’t enough, but im pretty comfortable with the 3:30-4:30 that I have on two G5s. I have tested them both many times, and last year flew a 3 hour cross country with both of their CBs pulled. They still indicated ~45 minutes remaining. I’m not sure what the right answer is, but I don’t see flying my little m20f through/over weather so bad that it would take me multiple hours to divert to vfr. That just seems like a day I shouldn’t have flown.

Just don’t take out the fuel tank ones. It will be self critiquing. They do look different, but it’s possible. I remove them all like @Hanksaid.

Yep, you need one then. You’re pulling unfiltered air right into the fuel servo and through into the engine. There may be some temporary repairs that could work depending on your mechanics comfort level. The lead time for the new one is at least 35 weeks, so you’ll want to call Lasar asap.

An acf-50 spray inside the wings, tail and appropriate fuselage area is pretty easy and relatively cheap. Add that to flying a lot (which lubes engine parts), and keeping it in a hangar and you’ll be fine.

Some of them can fit in one instrument hole (gi-275 eis), but most require more space. We need a panel picture.

There are a few other threads on this (try some google searches with mooneyspace and flame tube), but it’s going to be at the discretion of your IA. Many are fin with missing flame tubes. Mine hasn’t had one in several years. That being said, you should ensure there are no leaks, especially around the heater muff as that can become dangerous. If it’s simply the flame tube, you might want to consider just keeping an eye on it.

I wonder what the benefit is too. I haven’t had oil temperature problems with the stock position, so I have to assume something besides position of the oil cooler is causing the high temps? Mine sits at 185 degrees unless I let my chts sit up around 400 in a climb (slow speed) in real hot air. Just holding a cruise climb and keeping chts under control seems to be enough to keep it below 200 for sure.

Thanks! I do try to keep it clean. Washing and waxing it is therapeutic for me, but the real secret is Oct-Apr is no bug season up here! I’m lucky to find one or two to clean after a long flight during the winter!

Can we call it a convention?! There were more Mooneys in this “Cirrus Service Center” than Cirri today. One for annual and mine for an owner assisted oil change and minor fuel seep (top screw on wing walk).

Here’s mine… it’s a ‘68F but looks totally different, no? Seems to have the same size flapper secured to a seal in the middle. Looking down from the top. I also have the large diameter scat tube in and out. Maybe it’s just a different size sheet metal air box? Yours is mounted much lower too. My climb rates at lower altitudes were very similar to yours. I didn’t start to drop off until above 5-6k…

I had an IA remove my unicorn horn about 9 years ago. That part is simple. Make sure you have a plan to fill the hole. There is guidance in the appropriate maintenance regulations for windshield repair. My IA just filled it with silicon. My new IA has not complained about it and it has held up just fine, but that is not in accordance with the directions.

@Shadrach Mine is a 68 but the valve looks totally different. It’s a butterfly and the seal doesn’t look like it, well, seals as well. They are pretty easy to adjust for best efficiency though. I can’t wait for your time to climb and speed run numbers!

I see my IA do some of that kind of thing while I’m helping and I usually bite my tongue and move the binder/tool/whatever. He is actually pretty careful, but stuff definitely happens to these airplanes. Taking them all apart all the time in a shop for multiple weeks doesn’t help. I guess im lucky to have marginal paint…

Another place it can easily come from is your mags and harness. I had bad noise once after maintenance and found several very loose spark plug connections. They don’t get tightened much, but if they are loose it’s noticeable.

Saavy has an airborne induction leak test. It’s not perfect but maybe worth a try… Page 6 of this: https://resources.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2012-01_flight-test-profiles.pdf

SLC is kind of a PIA. First, there aren’t any great /close GA fields and second, it’s really busy class B. Don’t underestimate how busy it is going in there. Now, here’s my experience… I’ve used two of the FBOs on KSLC in the SE corner. They might be pricey but are full service and nice. If you can land on the east runway, it’s pretty easy. If they say “unable”, and put you on the west, then get your A game ready for the taxi because you will definitely need it. I have used KOGD several times and both FBOs were good and not as expensive. I did find the (contract) controllers were jerks, but the fbo was good and it was pretty easy to get in/out. Maybe at @Utah20Gflyer can give you a suggestion for a good airport south of SLC? Maybe provo?

Wait, did you just say Arizona is too humid from july to august?? I wouldn’t have guessed!

I thought you guys would just use a swamp cooler. Adding a little humidity would probably be ok?