211º

Hooray!!! Sent from my iPad using Tapatalk

Off to Urbana Grimes, Ohio (I74) for pie and vanilla icecream today. Cincinnati Lunken (KLUK) to Brown Co (KGEO) a few days ago as a local evening staycation from the day - perfect Rx. The Ohio isn't the Mississippi, but she'll do for my Mooney and me. Sent from my iPad using Tapatalk

Started with (what I would call) minimal. About 2.5 inches of fuel which turned out to be 8 gallons - based on how much to took to fill to 26 gallons. Sent from my iPad using Tapatalk

Think of all of the disclaimers that all of our present and future attorneys might scream... A week or so ago, I filled my right main tank 5 gallons at a time while marking on a dip stick. Attached is a photo of that stick along side a measuring tape. Of interest to me (that I now think I should have anticipated) the last three gallons of fuel are about the same dimension as the middle five gallons. It appears that the tanks are pretty linear (dip length-wise) until nearly topped. Don't use this for your aircraft, just a discussion point. Sent from my iPad using Tapatalk

I wonder if it has anything to do with the 'fluid" being kept in rotational, helical motion more frequently with a three blade - in other words there is less friction because the air is being pushed three times each revolution instead of two. Sent from my iPad using Tapatalk

My E has the insulation on the firewall and I thought that it was relatively quiet with just the DC13.4's - I'm guessing that inside the earmuff is is around 70-75dB, but (noted before) the earplugs are the biggest improvement against sound leaking into the earmuff past the temples on my glasses. I'm looking forward to my next long cross country to see if there is a negative tradeoff to wearing both or if I'm noticeably "fresher" upon landing.

The noise meter - I think i ordered it from Amazon - about $25 if I remember correctly.

Just for the heck of it I wore 20dB earplugs under my DC13.4's while on a fuel run. The biggest thing I noticed was the glasses-noise-leak when I uncovered my ears from the DCs. I could hear ATC just fine too. Also took a sound level meter in with me. Was very surprised at the reading of 97.8dB cruising at 25/25 at 2,300 ft. 87dB while sitting on the ramp also seemed higher than I realized. Sent from my iPad using Tapatalk

Recently replaced the older incandescent type landing light on the 20E with the LED. The difference is current draw is quite amazing - the incandescent would cause the switches to feel warm - no longer. Also feel like the light is much more visible as a running-type light. Nice.

Yesterday flew from Cincinnati Lunken into Tuscaloosa in the morning, spent a few hours with family there, and then flew back. Around 2 hours and 45 minutes beats the heck out of eight or nine hours in the car! Got a direct through Cincinnati's Class B on course and up to 8,500 for a direct to destination. On the way back, got a similar clearance thru the B. Felt like tail winds both ways - that kind of day [emoji106] Sent from my iPad using Tapatalk

Very cool. Dave at KLUK in Cincinnati, Ohio and an updated profile listing.

Exactly - that is my understanding of the ram air tubes too and I agree that their blockage added complexity to the mixture situation. For the 3/4-inch MP increase at altitude, I'm leaning away from its use - not enough to gain really to leave the air inlet unprotected. It may have been bondo. If felt "plastic-like" And that is what broke away - look at the lower left portion of the photo and you can see a grayish area where the piece came from. When I took it out of the inlet, it was a perfect match to the missing area.

Found the issue and learned a few things on the way. The cut-to-the-chase answer is that a piece of the airplane got sucked into and blocked the air intake. Blocking this intake caused the mixture to become relatively rich (fuel flow stayed the same but airflow decreased causing the relative change in the mixture). How it was found... All spark plugs were removed, inspected, cleaned, and gapped - they looked ok and this crossed them off of the issue list and permitted us to... Check the fuel flow for each cylinder by doing a run up at 2000 and 2600 to see if one of the cylinders was running hot or colder than the others (different from before), but the temps all looked relatively good, so we did... A mag check at 2000 and 2600 which caused the engine to stumble and stutter almost to the point of stopping - seemed like both mags were bad, but then just for the heck of it,... Leaning the mixture and doing the same runup at 2000 and 2600 made for a pretty standard drop on both the left and right mag (and took them off of the issues list) which lead us to think more about relative mixture and "not too much gas", but "not enough air". After shutting down, we talked about the filter, other things that would reduce the airflow, and then also looked into the bypass gate. There we found a piece of material long enough to span the intake baffle/hose and to slow down the air intake. If you look closely, you can see where it came from (lower left-hand corner of the photo). Gratitude to MS for a place to think it through and to the tower that notified me yesterday that I was trailing smoke.

That sounds very plausible - I'll ask my mechanic... but unfortunatley, it wasn't written up in my log book (as I've seen in the past in other annuals and other airplanes). I'll let you know and will hopefully bring this to closure soon.

Interesting - I was seeing about 120RPM increase on a slow leaning shutdown and am now (after adjustment) seeinig about 70RPM increase. Thanks for the info and comment.

I think that there is a mixture adjustment near the bottom of the engine where one can turn an adjustment ring to change (I think) the mixutre - I'll have to take a picture of the ring/location (hopefully) later today - will post it.

I did chat with him about this. He said that he didn't touch FF or mixture adjustment. He followed up with "that is strange, last week I had a pilot tell me that his mixture was too lean after his annual - I don't know what that would have happened either".

Thanks for the info, my recollection is that FF is around 17 gph at TO with WOT. I'll double check. This is a stretch, but could an air filter change impact the mixture and be observed at a "too rich" mixture - in other words (at the extreme) if I completely block the air intake, would the show itself as a too-rich mixture? And now to back off from that extreme view, if a new air filter lets in (say) 70% of the previous air filter, could that manifest itself to the PIC as a too-rich mixture?

Annuals drive me a little crazy when a well working machine can come out of an annual with squawks. Post-annual, when on takeoff and I firewall the mixture, I find that the mixture is too rich (feels like it floods a little bit). When flying from near sea level, I feel like that I have to lean like I'm flying from the mountains in the summertime. Before I do a lot of digging or discussions, I'm trying to figure this out in my minds eye - is there anything post annual that could cause the mixture to become too rich (the mechanic said that he didn't adjust anything on the control knob). M20E with an injected 360.

Was at the Ohio Aviation Conference earlier this week and started talking with Jen from PALS (flights for patients). We started chatting a bit and when I mentioned that I flew a Mooney, she mentioned a pilot in NJ that flew for them and "it's great because he makes videos and flies with his wife and a parrot and has sent several people to us to offer their services/airplanes." So a hat tip to 201er and his wife - you and your efforts have done some good stuff and are making a difference! (AND it was fun for me to make a connection between a quasi-internet peer and a in-real-life person). Thanks.

Here are my favorite things on the forum: 1. Adventures that others have about flying - there are a couple of people that write well and put their learning adventures to paper. - love that 2. Watching mooney transformations - both interior and exterior 3. Hearing about lessons learned - especially the ones offered with humility so that others can learn. 4. Airplane problems listed -- and offered help of things to look at/for - reminds me of trying to think through simple automotive issues and trying different things to look at/for 5. Hearing about others experiences at small and large airports. 6. Realizing that sometimes the Bacon-degrees of separation between Mooney drivers is frequently less than 6 and closer to 3. 7. That it permits me to hangar fly when away from my plane. Sent from my iPad using Tapatalk

The first day in a looooong time where I was home and the ceilings weren't jump-up-and-touchable. Nothing like a 45 minute flight around the neighborhood as a place of refuge from news and drama. Topped by a fun ride down the ILS wire to 21L. Win! Sent from my iPad using Tapatalk

Wow, and much less expensive than the unit that is available at pilots shops. I think I paid over $150 for mine. Sent from my iPad using Tapatalk

Yesterday I flew commercially from CVG to ATL and then over to Birmingham. Climbing out of Cincinnati, I don't think we reached the top until about 12,000 feet – Solid mush all of the way up. On the positive side, the same incredibly thick layer was with me for the whole drive between Tuscaloosa and Cincinnati today. I would much prefer it be like this when I am driving under it, instead of a high ceiling and clear visibility mocking me while driving back toward Cincinnati. (When the weather is clear, I pine for the Mooney and that less than three hour flight versus more than 8 Hour drive). Sent from my iPad using Tapatalk

a c d, looks like that plane was deiced at the gate. All, thanks for your responses. Very interesting. The manual that de-subjectified the decision made sense too. Sent from my iPad using Tapatalk