Ragsf15e
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Everything posted by Ragsf15e
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This topic made me buy some of that clear 3m tape that @PT20J recommended and put it over them, so that I won’t lose them!
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That’s very helpful, thank you! It also matches what I was told by another reputable source! Now I have to wonder why mine wasn’t set up like that and what is connected to that oil filler port?! It looks like I can take a preliminary look right through the oil filler door which is nice! I’ll follow up soon…
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William, That might have been the person who owned my current airplane before me - Jim. He does fly for NJ and flew Eagles. I'm a corporate pilot (and flew F-15Es), so close! Here's the IPC pages both for the original M20K installation and the MB and SB engines. The AO Sep is circled although it looks slightly different in reality. It has a large diameter breather line coming out the bottom and a smaller diameter line coming out the side. I can't tell where the return line is supposed to connect, but you guys could be right - oil filler tube would make sense! Drew air oil sep.pdf
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Yes, that makes sense. My mechanic mentioned a few places it might connect (that being one). Hopefully I can find the “stock” 252 location and make it right.
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I looked very carefully at the IPC and it appears impossible to tell where the smaller line out the inside of the air oil separator is supposed to connect. My mechanic said there’s no way it’s supposed to also go down by the breather where mine is. There should be one line returning oil to the engine. Can anyone show me a picture of where the smaller inside hose off the air/oil separator connects to feed oil back into the engine? I may also try calling around to some MSC‘s and see if someone will talk to me.
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As far as I can tell, these are now "unobtanium". I have called 4 MSCs and they said Mooney doesn't take orders for outside parts that they don't have in stock. In fact Lasar told me they bought the rights from Mooney to direct purchase the vintage intake ducts from the manufacturer since Mooney wouldn't purchase them. So this 252/Encore intake duct is not available until someone breaks the code on who makes them, gets the rights to purchase direct, and comes up with enough orders to make it feasible. Are there ways to repair minor tears in this "cloth" boot?
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Two weeks ago spring arrived and our skiing went to crap. Decided to go visit my parents down in Nevada. First trip in the new airplane and must have been doing something right because we had a tailwind both down (Fri) and back (Sun). Only 20kts on the way down though, the way back was even better!! Apparently we even did an aileron roll!
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G3X: How to change IFR/VFR Chart Regions.
Ragsf15e replied to PT20J's topic in Avionics/Panel Discussion
What happened when you flew out of your current region? Just looked like you flew off the edge of the world? -
G3X: How to change IFR/VFR Chart Regions.
Ragsf15e replied to PT20J's topic in Avionics/Panel Discussion
I do like the maps and functionality of the g3x, but I actually prefer Foreflight. I keep FF updated on both my phone and ipad so i have a backup. For my gtn xi, I just have the standard ifr database, and for the g3x, I use the free vfr database (which is the same as ifr but no approaches). The free vfr database comes with obstacles and terrain. The ifr database on the gtn has all the approach information and FF obviously has the database, maps and charts. So for the price of the minimum ifr database and FF, I feel that the system is pretty robust and I have a reasonable number of backups. -
According to Don, they consulted Mooney engineering before the conversion and Mooney agreed that the single puck conversion was acceptable since the original Bravo had a higher GW and single puck. It’s never simple or as clear as we want with these things…
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True. Thinking that you did sufficient ADM and actually doing it are different. Probably why we went with personal mins to begin with, but they can get superfluous, overly restrictive, or just plain unwieldy if you actually think it all through in the first place. Oh, and you need an accurate estimate of your own abilities which is probably the most difficult part.
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That little one on the inside of mine goes down and empties underneath right next to the main air oil separator drain. Where does your smaller one go?
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Possibly, but Cole has been maintaining it since…
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The previous owner remembers the discussion with Maxwells about the brakes being an option but not available at the time. He said Maxwells was clear they were optional, so maybe they have an updated drawing? I have put in a note to them to get some more info on it. I have pretty good documentation of everything, but I don’t have that Mooney “drawing” being referenced.
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Yeah, there's several drains down there for sure. I'm slowly tracing them all. I was just surprised that both air oil separator drains went down there.
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I guess I'm asking, but why add them? Are you saying they are required and were missed when they did the conversion?
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Nevermind, I wasn't doing a very good job of reading the IPC. It's 600414-001 and is indeed $1000 and out of stock...
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Thanks. Interesting that Maxwell did the conversion and signed it off. Maybe double puck isn't required by that?
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I took a closer look at the separator today (getting ready to help with annual in a couple weeks)... the breather line from the top of the engine comes into the separator, then the main drain at the bottom goes down under the left side to exit below the pilot's feet. Then there's a smaller line coming out the side of the separator also exiting the bottom of the cowl under the pilots feet. Is that an alternate drain? And if so, what is the "separator" doing with the separated oil? It seems both of it's drains go back out under the cowling? Or does separated oil go back through the main breather line?
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Do you guys happen to know the part number for that "cloth" boot? I don't really want to replace it at $1AMU, but mine has a tear along the upper side that is about to go past the clamp. Also, how the heck do you not destroy these boots putting the cowling on? It's not a fun experience!
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Are these double puck or single? How would a layman know?
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I do think it’s useful for a newly minted (or less than current) ifr pilot to have some good numbers to assess their plan. It’s harder for them to do the full adm conceptually. But once you’re comfortable looking through all the ins and outs of the adm, personal mins become less helpful. Say 750’/2nm/15kt xw plus not imc for cruise… it’s got to be something that they can actually use until they figure out how to consider the whole picture which is more complicated than PMs can encompass.
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I do think it’s useful for a newly minted (or less than current) ifr pilot to have some good numbers to assess their plan. It’s harder for them to do the full adm conceptually. But once you’re comfortable looking through all the ins and outs of the adm, personal mins become less helpful. Say 750’/2nm/15kt xw plus not imc for cruise… it’s got to be something that they can actually use until they figure out how to consider the whole picture which is more complicated than PMs can encompass.
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Definitely get up to speed on how the insurance works vs the “self insurance above a certain value”. With an airplane it doesn’t really work that way. Insure for its actual value or they will total it, pay your low $$ and salvage it while making money. Insure too high and they’ll pay to fix what should be totaled and you’ll have a plane with significant damage history. Tread carefully here.
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Yes, logbook entries are always an interesting exercise in translation. After the conversion, the previous owner hit a traffic cone taxiing and elected to do a complete overhaul, so everything was OH as an SB engine after this. I’ll look closer at the brakes next trip to the airport.
