One Whiskey Hotel

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One Whiskey Hotel last won the day on June 3 2016

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About One Whiskey Hotel

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    Advanced Member
  • Birthday March 13

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  • Model
    M20K

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  1. Higher odds of detonation and hotter CHT's would be enough to deter me. I would think TIT control is still largely a function Black Knob position, even LOP. I say this as a K-model operator of the TSIO-360, which also begs the question, how damn fast do you want to go? Was looking at Rocket power settings the other day, and concluded you can still haul ass while being kind to that engine. Just my $0.02...
  2. I just use a heavy contractor trash bag taped to the engine mounts draining into a bucket to catch the oil filter drip on my K. It's easy, and when I'm done I turn it inside out and put all my waste in it. The hassle of being a contortionist to do it with the lower cowl still on just isn't worth it, with a second set of hands the lower cowl is off and on in five minutes. Some wheels don't need reinventing when just a little country raised savvy will do.
  3. If you haven’t already committed to Plane Plastics, Mooney will still produce a replacement side panel for your K. I have an ‘80 K-model with the same panel and just went through this process at annual in May. Went with the original Mooney panel and looks good as new. As a side bar, Plane Plastics does NOT make the correct panel for your oxygen setup, and will not custom make one (ask me how I know). After fighting with them for nearly two, maybe close to three months to get a refund on the returned incompatible panel, I decided I probably won’t be doing business with them unless I am absolutely certain they have what I need.
  4. My quote is through BWI. Think there may be a difference with Falcon as the broker?
  5. So it’s annual renewal time for my K-model insurance, and the low bidder is an underwriter by the name of XL Catlin, based in London. I’ve never heard of them but apparently they’re evolving into a GA insurer in addition to the bulk of their business, which was formerly made up of commercial aviation (I’m assuming 121 carriers). I like keeping up with an A320 in the terminal environment but am admittedly a bit uncertain about sharing the same underwriting insurer. Has anyone any experience with XL Catlin to share? Any hesitation about insuring with an insurer 6 or 7 hours ahead in this corner of the Mooney world?
  6. So it’s annual renewal time for my K-model insurance, and the low bidder is an underwriter by the name of XL Catlin, based in London. I’ve never heard of them but apparently they’re evolving into a GA insurer in addition to the bulk of their business, which was formerly made up of commercial aviation (I’m assuming 121 carriers). I like keeping up with an A320 in the terminal environment but am admittedly a bit uncertain about sharing the same underwriting insurer. Has anyone any experience with XL Catlin to share? Any hesitation about insuring with an insurer 6 or 7 hours ahead in this corner of the Mooney world?
  7. It’s not my best pictorial (video) but here’s the setup in my K. A nice compromise of new technology without refabricating a whole new panel. EC9F95A5-59D8-41DD-B370-5EEEC3C2175C.MOV
  8. Relocating to Denver, CO and have a lead on a hangar for my 231. New construction T-hangars with bifold doors and heat starting at 80k and end units with the additional room at 110k, wondering what various hangar owners paid for their hangars for 'comps.' 80k seems a little high and while 109k affords an extra 22x22' space for an end-unit, this still seems a little high. Granted, locale makes a big difference, but I'd be interested for feedback from owners on hangar values. Denver is snow and cold and hail country, but what do you all think of these offerings. FWIW, airport is towered and has good runways and many approaches, and seems popular in GA locally. Am I the only one who thinks these are high priced hangars, or would you jump on this if you were a proud owner of a really nice 231 and didn't want to ramp it?
  9. Y’all mean like this setup? This gets things up to about 140 or so after about 2 or 3 hours on a 20 degree night with blankets over the cowling and inlet plugs. Plus I like that oil sump, oil cooler, and cylinders are all heated fairly equally. @carusoam I really like the idea of convection, bringing a hose out the other cowl flap and attaching to the other side of the heater, might cut the heating times down and possibly warmer overall temps. I got a bill from some elf for about 50 bucks for this gem. It was made by the same elf who was inspired by a conversation among elves about LED recognition lights recently.
  10. I recall reading recently somewhere, maybe here, that adjusting cowl flaps to remain partly open can cause damage to the fiberglass lower cowling where the hinge is attached, as the cowl flaps will buffet in the wind. All that motion wears out either the hinge or the attachment to the cowling, the latter of which tends to be an expensive repair. Anyone have further insight into this source of concern, and would trailing them via normal positive control prevent this damage?
  11. If you install the Whalen power supply to replace a dead and no longer available Hoskins unit, pay attention to the wire switch. The polarities are backwards on the Whalen units, but their instructions are very clear about the wire switch to work with a Hoskins strobe. They’ll fit on the access panel with only minor modification to mount properly.
  12. Thank you all for your replies, Had the fuel pressure set up at my local engine shop the other day, I think we’re closer but may still have some more to go. A&P at my engine shop was hesitant to go much more for fear of being too rich. In any event, unmetered fuel pressure on this TSIO-360-LB is now at 39 at 38.3” MP (based on a temperature that day of 15C). Takeoff fuel flow is 23.3 gph and TIT is 1400, highest CHT was 365 with mixture all the way in. If I’m understanding correctly though, I’m really looking for a little more still to get to around 25 gph (even if that means leaning a tiny bit to get 1400 TIT?), such that I may have another option to cool things down should anything (TIT/CHT) start to run warm, correct? When warner temperatures arrive (either in spring or in warmer climates in travel), I’m thinking these engine temps may increase some and more fuel pressure would be a friend to me and my engine. May take one more iteration of adjustment to get it right, do you concur?