DXB

They do send out notices threatening liens. Their CEO then claimed on a fb group that they have never actually placed a lien. One might then simply throw away their bill? They don't sound responsive when folks receive erroneous charges (e.g. for a low approach or simply flying over the field). I do wonder if any airports have used the data to place liens - perhaps not if you believe their claim of a 99.6% collection rate.

Speaking on behalf of every American GA pilot , we are not accustomed to it in the US and are enthusiastic about not becoming accustomed to it.

It's worth mentioning the growing backlash against Vector Airport Systems (https://www.vector-us.com/planepass) in various corners of the internet. For instance, a new and rapidly expanding Facebook group dedicated to it: https://www.facebook.com/groups/1106100984246858 A few bullet points: - Vector has been collecting landing fees at certain airports for some time using cameras that capture your tail number by sending a bill in the mail to the address for the registration - If you don't pay, you'll get letters from them threatening a Iien against your aircraft. - Whether liens have actually happened and they have real legal ability to obtain them is unclear to me (I have zero legal expertise here). - Regardless, they market 99+% collection rate in promoting their service to airports, so people are sufficiently intimidated into paying up. - They are increasingly using ads-b data to supplement their data gathering. - Apparently they access unfiltered ads-b data from the FAA that identifies folks who enroll in the PIA program (the level of privacy above LADD). - Folks have gotten bills based on ads-b data without ever touching wheels at the field (e.g. low approaches) or simply by transiting the airspace above. - The number of airports with these systems is rapidly growing - it's an appealing revenue engine for airport managers, municipalities, etc. including for smaller/nontowered fields that have enough operations to make it worth the expense of the company installing their systems. This makes is so much easier for fields where it was previously impractical to impose landing fees to rake in new revenue. - When I emailed Vector a while back asking for a list of airports using their systems, I got a response requesting my company information and stating they would consider the request if I'm willing to sign an NDA - Someone on the related fb group managed to bypass that nonsense and come up with a fairly current list of the 90+ fields currently using them (pasted below). - I've landed at many fields on this list but only gotten a bill from them once (East Hampton). Some fields are newly added, but many simply don't collect for planes under 6000 lb MTOW Here’s the list sorted by state in alphabetical order: Alabama (AL) • TCL: Tuscaloosa National Airport Arizona (AZ) • GEU: Glendale Regional Airport • IFP: Laughlin Bullhead International • SAD: Safford Regional Airport Arkansas (AR) • TXK: Texarkana Rgnl-Webb Fld California (CA) • APC: Napa County • BFL: Meadows Field Airport • CMA: Camarillo • HAF: Half Moon Bay • OXR: Oxnard • SBA: Santa Barbara Muni • SBD: San Bernardino Intl • SBP: San Luis County Rgnl • SMO: Santa Monica Muni • SQL: San Carlos • STS: Charles M Schulz - Sonoma County • TOA: Torrance Municipal Airport • TRK: Truckee-Tahoe Colorado (CO) • ASE: Aspen-Pitkin County/Sardy Fld • CEZ: Cortez Municipal Airport • COS: Colorado Springs Airport • DRO: Durango-La Plata County Airport • EGE: Eagle County Regional Airport • HDN: Yampa Valley Regional • RIL: Rifle Garfield County Airport Connecticut (CT) • BDR: Igor I Sikorsky Meml • HVN: Tweed - New Haven Airport Delaware (DE) • ILG: New Castle Florida (FL) • APF: Naples Muni • DT1: Downtown Fort Lauderdale • FPR: Treasure Coast Intl • ISM: Kissimmee Gateway Airport • SUA: Witham Fld • SFB: Orlando Sanford Intl • TLH: Tallahassee Intl Georgia (GA) • RYY: Cobb County Intl-Mccollum Fld Idaho (ID) • COE: Coeur D’Alene - Pappy Boyington • DIJ: Driggs-Reed Meml • MYL: McCall Municipal Airport • SUN: Friedman Meml Massachusetts (MA) • BAF: Westfield-Barnes Regional Airport • BED: Lawrence G Hanscom Fld • HYA: Cape Cod Gateway • LWM: Lawrence Municipal Airport • MVY: Martha’s Vineyard • PSF: Pittsfield Municipal Airport • PVC: Provincetown Muni Maine (ME) • BHB: Hancock County - Bar Harbor • PWM: Portland Intl Jetport Michigan (MI) • AZO: Kalamazoo Battle Creek Intl. Airport • BFA: Boyne Mountain • BTL: Battle Creek Exec At Kellogg Fld • FKS: Frankfort Down Memorial Field • PTK: Oakland County International Minnesota (MN) (No airports in the list) Montana (MT) • BZN: Bozeman Yellow International • GPI: Glacier Park Intl • HLN: Helena Rgnl • LVM: Mission Field Airport • MSO: Missoula Intl New Hampshire (NH) (No airports in the list) New Jersey (NJ) • ACY: Atlantic City New Mexico (NM) • SAF: Santa Fe Regional Airport New York (NY) • 87N: Southampton • HTO: East Hampton • HWV: Brookhaven • ISP: Long Island Mac Arthur • MTP: Montauk Nevada (NV) • BVU: Boulder City Municipal Airport Ohio (OH) • I74: Grimes Field • LUK: Lunken Field • TOL: Eugene F Kranz Toledo Express Oklahoma (OK) • OUN: Max Westheimer Oregon (OR) • AST: Warrenton-Astoria Regional Airport • MFR: Rogue Valley Intl - Medford Pennsylvania (PA) • AGC: Allegheny County South Dakota (SD) • ATY: Watertown Regional Airport • RAP: Rapid City Regional Airport Texas (TX) • 5C1: Boerne Stage Airfield • ACT: Waco Regional Airport • BRO: Brownsville South Padre Island • CRP: Corpus Christi Intl • DAL: Dallas Love Field • LRD: Laredo Intl • MAF: Midland Air & Space Port • MDD: Midland Airpark • SAT: San Antonio International Airport Utah (UT) • BTF: Skypark Airport • HCR: Heber Valley Airport • OGD: Ogden-Hinckley • PVU: Provo Municipal Airport • SGU: St. George Regional Airport • UT9: West Desert Airpark Vermont (VT) • BTV: Burlington Intl Washington (WA) • BFI: Boeing Fld/King County Intl • CLM: William R Fairchild Airport • OKH: DeLaurentis Airport West Virginia (WV) • MGW: Morgantown Municipal Airport Canada • CYTZ: Billy Bishop

That seems high? This coming year I'm paying $1730 with 100k hull on an M20C with Global Aerospace. I'm a 51 year old 1430hr SEL private pilot with IR, with 90% of my time in that particular plane. Global ends up being the cheapest for most years when I get quotes, though occasionally I've used another company - e.g. Old Republic in the coming year. There's some brokers out there who focus on our segment of the insurance market and do a good job. @Parker_Woodruff sometimes hangs out here and is definitely one of them - he's been helpful to me the last few years in limiting impact of the recent rapid rise in costs.

I just emailed them myself based on guidance from multiple folks above - they will be puzzled by the sudden deluge of dipstick-related inquiries Just curious, are the marks on yours evenly spaced on your stick or more like the picture in the first post?

Definitely gonna do that when I change when I change the oil for the first time - don’t have enough mineral oil on hand to empty and refill during the break in period

So... my engine overhauler thinks I'm crazy. I am not. They definitely sent the engine back with a differently marked dipstick. Upon further research, I believe the correct part numbers are in this parts catalog: https://www.lycoming.com/sites/default/files/attachments/O-360-A%2520Parts%2520Catalog%2520PC-306-1.pdf On page 11, it lists three possible oil dipsticks for the O-360-A1D engine (LW14769, LW14780, and LW14768). I am guessing that the 3 different dipsticks listed for the engine on page 11 match the 3 different possible filler tube lengths listed above it (75735, 75767, and 75736). I am not sure what filler tube I have; however, if the engine has the same sump, the spacing between marks for all 3 possible dipsticks would be the same, and the stick I have now has markedly different spacing. I interpret this as meaning it is for an engine with a different sump geometry. Unfortunately there's not a part number stamped on my current dipstick to prove their error. So... Could anyone with an O-360-A1D post pix of their dipsticks showing the markings so I can keep after the shop to make this right?

That does seem to be key... I'll look next time in hangar whether it has a part number on it. The correct one for my engine seems to be LW-14758. I found a pic of one on Ebay (below), which seems to have the more evenly spaced marks that I recall from my old one. I wonder if the one they gave me is off an IO-360 similar to @Ragsf15e's. I'm not inclined to go on the war path with the engine shop over a dipstick error, but it is a little disconcerting!

I got my O-360-A1D back from overhaul at a reputable shop, and I am breaking it in. The dipstick is clearly different from my old one - the new spacing between 8 and 6 quarts is wider, and the spacing between 6 and 4 quarts is MUCH narrower than previously. I normally fill to 6 qt and add a quart when it gets to 5, but that will be tricky to do accurately now. I’m thinking of filling it to 7quarts just to make monitoring easier. Is it normal to mark the dipstick in a custom manner upon overhaul?? If so I’m very surprised it would change so much - it’s the same sump as before. Any insights are appreciated. I’ll check the stick by adding a quart at a time when I do the first oil change at 25 hours.

Corrosion rate is a function of RELATIVE humidity, not how much total water the air holds. If you heat the engine uniformly in the winter leave a path for moisture to escape, the relative humidity of the air inside the engine will go down significantly, leading surfaces to stay dry (think of your skin getting dry when you run the heater at home in the winter). Of course the warmer temperature will increase the corrosion rate at a given relative humidity; however, if you keep humidity below ~60pct, the corrosion rate is quite low at any temperature.

Agree that turning it on and off daily is a bad idea. However, assuming you have a heater with separate elements for the sump and each cylinder, it's fine to leave it on continuously. Also leave the dipstick unscrewed to let moisture escape. You should be ok as long as you keep the entire engine above the dew point continuously.

That's currently the favored go to option for the M20C if you want a new prop. ~12k I think. The MT prop would be great but is not STC'd for the C model (though it is for the E) - why they left out the C is unclear, but it would need a field approval to install. When I talked to the Hartzell folks (who love to trash talk MT) at KOSH2024, they said they were within months of certifying their own composite prop (~18K) for the C. I still don't see it listed on their website though. It is available for the long bodies though: https://hartzellprop.com/mooney-m20r-m20s-and-m20tn-composite/

Kinda what I suspected as the same thing was happening when I found metal in the filter before overhaul. Now the engine is just off the test stand making full power after overhaul, and the behavior is nearly identical, so my money is on the governor setting. I had the prop resealed at the same time by a good shop, and I doubt they set the low pitch stop too high.

Seems unlikely both plugs failed simultaneously on #3?

Exactly what I needed. The drawing is a bit inscrutable, so I'm adding a pic here for reference. I suppose if rpm doesn't increase with this adjustment, the fine pitch stop on the prop is limiting...?

I'm working with a fresh O360-A1D overhaul. I had the 12 year old Hartzell Scimitar resealed and painted at the same time. It makes it to about 2640 static rpm, which is normal I think. However RPM at takeoff / climb isn't any faster than that. JPI digital tach. The PCU5000 governor was carefully installed with the cable pushing to the full stop of the arm on the governor. Is this a governor adjustment or a prop fine pitch stop adjustment to get to 2700? If the former, how is it done? I've been searching for PCU5000 manuals online but have come up blank. Can someone supply one? BTW, behavior was pretty similar before overall and prop reseal....engine overall was a good albeit costly experience in general - will post a full pirep later.

What is your max fuel flow at takeoff? As noted above, the approved carbs are 10-3878 and the 10-4164-1. A-3878-M is a 10-3878 that has been modified to be as rich as the 10-4164. I don’t know what -R means, but this could be part of your issue. It is unlikely the entire issue, but the cowl closure will not help. The baffle design here is garbage even in perfect condition- imperfections can make CHTs intractable. Also double check your mag timing, consider retarding it to 23 or so from 25.

I wouldn't touch a cylinder just because of an oily bottom plug. An oily top plug is a different story. High but stable oil consumption within manufacturer limits (as a single data point) can also be watched. Having a spare cylinder available at the moment probably shouldn't influence decision making under most (all?) circumstances.

Hogwash on the A&P's rec if this is the only data they are considering in making the recommendation. A dramatic and rapid rise in oil consumption would make it a consideration to identify the offending cylinder and pull it - it could be a broken ring or more often a stuck oil control ring, or a just a crosshatch that's been badly worn down. Also note bottom plugs get oil on them pretty easily. A oily top plug is much more problematic and usually comes with oil pooling in the cylinder and lots of oil consumption. It can result a stuck oil control ring that MIGHT be freed with various solvent procedures including one Mike Busch advocates - but often this won't work, and you gotta pull it. A borescope exam by someone who knows how to look for evidence of these things (possibly not your A&P) can guide decision making.

I'm curious about your experience adding the adjustable cowl flaps - this is definitely on the to do list for me. Did you source the parts off a salvage bird?

Everyone should have the 10-4164-1 (or the modified version 10-3858) at the very least, given the crappy cooling inherent in the parallel valve cylinder heads, which is further exacerbated by the vintage Mooney cowl design. However, there are substantial idiosyncrasies in cooling air flow, fuel vaporization, mixture distribution, fuel flow, and exhaust scavenging that are specific to "identical" carb/engine/cowl/exhaust setups, even when all the equipment is in good condition. And cooling can get worse when you add power by improving the exhaust side of the equation with a tuned exhaust like Powerflow. The aforementioned shop has expertise in slight carb jet alterations that can improve fuel flow when full rich for takeoff. I suspect doing so will make sense for a lot of folks who have cooling issues and can't get to >18gph for sea level takeoff for unclear reasons.

Thanks - I spoke with Russ the owner at DG Supply, who was very helpful. Since I have a fresh engine overhaul plus a new carb about to be installed, he strongly suggested waiting to see how the carb performs in the real world before sending it to him to bench test and adjust - the bench test alone can't predict. I suspect we'll be pulling it to send to him at annual. He's clearly the right guy to do this work and may be a great resource for the M20C/D/G segment of the Mooney community, particularly the bozos like me who thought the Powerflow was a free lunch

Hi @kortopates and/or @jetdriven - do you have any details on how I might accomplish this alteration on a new Avstar 10-4164-1 carb that is going in with my O-360-A1D overhaul shortly. My setup has the Powerflow. Cooling has always been suboptimal despite chasing all possible etiologies. It got worse since the Powerflow went in. My prior Marvel Schebler 10-41264-1 always made at least 17gph at sea level takeoff, often closer to 18.

Good idea but I replaced all within last 5 years though.

Thanks - the probes are the thing I hadn't thought of. My JPI EGT probes are at 9 years/1200 hours which I think approximates their life expectancy? My CHT, oil, and carb temp probes are the same age but I think last much longer?