gitmo234

Nothing on the ground or inside the cowling really. Inside of the exhaust pipe is normal, black “dust” or whatever, no oily feeling, no white. Like a car exhaust.

I spoke to the previous owner and his pattern was fill to eight and it would throw out 2 in the first hour then 6-7 hours before it burns about quart. Although ive read it before I’ve had Cessna numbers stuck in my head. No good. So let’s hope I didn’t do some real damage. I’m expecting to need a cylinder. I’ve looked through the engine logs and every cylinder has been swapped except #4.

It’s great until something comes up. Only takes once. My “once” was yesterday.

Thanks! Oddly enough, this is pretty light. Pilots being pilots. The mooney specific groups tend to be more receptive. This is productive, there are a handful of pilot groups and pages where a post like this would re-ignite the Salem witch trials.

I’ve had some terrible luck with flight following. 100% of the time I’ve been handed off incorrectly or forgotten about all together. Also recently all of my flying has been near or in the DC FRZ which required contact with ATC anyway. this time I decided and it helped. After I was back up in the air later my streak continued. I was handed of to the wrong center but corrected it. On a brighter note I was cleared through bravo both times without asking. Ive used flight following on long cross countries, but always ended up dropping it once it got messed up. Probably just bad luck but I’ll keep at it

The local IA in my old hometown took my call today. I’m #1 on Friday but he suspects based on consumption that I’ve either had a cylinder go bad and I’m blowing oil out based off some of the pics it looks like the prop (with the AD), both of which he’s handled before. He’s going to have a diagnosis for me tomorrow. It’s gonna be a fun drive back to VA

Yeah the IA here on the field will take a look before we fly back, otherwise we’re driving. I’ve done VFR over the top quite a few times, but there’s really no room for error with it. i have ADS-B in and out, and my flight briefings (I checked 1800wxbrief.com hourly almost for the 24 hours prior) was quite different than reality.

Went out to the plane today. We may have a problem. At KDCY it was 5.5 quarts. After a 3 hour leg it was at 4 this morning. I’m not going to call the IA on thanksgiving but there’s some oil down the nose wheel, and all the way back to the rotating beacon. Caveat. A month ago I spilled 1/4 of a quart on accident when I dropped the oil while pouring. good news is that I’m not far from Newell aviation and I could just drop it off for an overhaul and call it a day, if it’s that bad.

Thanks and you don’t sound like the annoying quarterback at all. You provided the advice (which I now know) but also based on your experience, vs saying “I would’ve never done that”. I appreciate it, and it was more or less the intent of the posting. Mistakes happen, we all make them. Putting mine out in the public may help someone avoid it. When I want “that was stupid I would’ve never done that” I’ll go to a different forum. oh and the NASA report was already filed.

I’m going to have an A&P investigate, but honestly it could’ve been anything, like the stick rubbing and getting oil on it, marking it to 4, or just my crappy eyeballing it. For the next 4 hour legs total the oil consumption was about 1 quart. EDIT: And if I have been reading this like a Cessna the whole time, this thing has been chronically low, and if it was at 4 it was pretty likely that reading wasn’t 100%. I have a feeling that low oil increases burn as well.

Yeah I’m learning a lot. On my cessna it was 4-6, fly it on 4 and land with 3. Fill it to 6 and fly the same flight and land with 3. shes gonna get some love after this trip. Oil change, a full 8, and an A&P take a general look.

Oh good lord. I have my manuals with me and I read them again. I found one major error. My CESSNA is 4-6 quarts, the Mooney has 8 quarts. I was thinking the cessna level when I checked.....

I don’t think it burned. I think my reading was wrong when I checked. I didn’t wipe down the stick and re-insert, etc. on the next stop the burn was within the normal range and pressure was normal.

Motivation it is. The controller asked if I was IFR equipped, but I had to explain that I was, but not trained.

Okay folks so I’m posting this for two reasons: 1) get it off my chest and not have any anxiety over it and 2) so maybe someone will get something out of it. lessons learned on my 6 hour x-country today: 1) do the f{*}+# pre-flight right. No matter how caffeinated you are or ready to go, do every god damned step and thoroughly. 2) seriously consider the options when doing VFR over the top. 3) when you’re re flustered... stop and relax. So at 10:30 am today, right on schedule, I pop the panel, pull out the dip stick and look briefly. It says just over 4, so I drop it in and go. The rest of the preflight was complete. I buy 4 quarts of oil for the road, just in case, and hit the air. im headed west and over the mountains. So I go VFR over the top at 8500, next stop KDCY in 3.5 hours. It quickly becomes totally overcast below me but that’s okay. For once in my life I had this urge to give flight following another try. So I’m on flight following since I departed northern Virginia. About an hour and fifteen in I get this hunch. A literal voice said “check ALL the instruments” I had been scanning my 6 pack but decide to check it all a bit more in depth. I notice the oil pressure is lower than normal. Not bad, but low. I keep an eye on it. I’m watching and it’s slowly dropping. I call flight following and ask them how far this cloud coverage goes. They gave me a hole about 100 miles away, I didn’t want to go that far so I asked closet. Another pilot game on and said there was some in the area. I found the nearest airport, 48I, and was determined to find a hole. I did some circilling, explained the situation, and oil pressure was getting close to the red line at 25. I found a hole and saw the layer was very thin and I headed for the hole. Couldn’t get it 100% but remembered my training. Eyes on my artificial horizon, keep it level. Even descent. It lasted about 30 seconds of IMC out the front windshield but my wife told me after that she could see the ground through side window the whole time. Punched through and booked it to the airport. Called that I was inbound and needed immediate access to the runway. Got on the ground and called the manager, he said said that the approach had called twice asking if I made it. He sent someone out to help me out and my dipstick ready around 1 quart. I filled her up and and ran it up to make sure it wasn’t a leak. It checked out. we took off and I was flustered. After a bit I couldn’t get the engine working right. So I turned around and told my wife we were headed back. On the way back I realized I was working the RPM and manifold pressure backwards. All out of being flustered and frustrated. The rest of the trip was uneventful. Less learned. Don’t skimp. Actually wipe down the dipstick, and check the oil. Be very careful in going VFR over the top. Afterwards, take some time and calm down. Don’t get flustered.

She's up and running. Flying cross country tomorrow, about 750nm one way. Traffic is for peasants.

It may just be better to find a partner(s) who are on the same page as I am and arent maniacs, etc who understand whats going on vs trying to game it 100% on paper and structure, too.

That's sort-of it. Basically buy out the partner for the cost of membership + major contributions for upgrades in limited circumstances like excessive/repetitive damage. Although, thinking about it now, since I've done just done ADS-B in/out and some other upgrades, I'm not so keen on splitting it up just yet. I may just rent it out a bit to keep the hours up until my work schedule calms down. I'm currently working about 50+ hours a week, plus command of a military unit and a special detail assignment I'm working, and my employer is pushing very hard for me to start a PhD program

It's not really about voting rights typically, its about my ability to say "this guy I partnered with is a dick, he's screwing up the airplane, and impossible to work with so I'm taking it back, here's what I owe you" or "my life and free time have changed, I can now dedicate more time to flying and I have enough time to want the aircraft back as a sole owner, here's what I owe you and when it changes"

Originally I was thinking that % of ownership is % of contribution, but right now I'm also looking at means of establishment so I always had the right to buy everyone out and re-establish single owner control. I don't predict the need, but ultimately I still want the ability to fairly take it back. I'm just not sure how this is typically setup legally

Hey All, I'm considering turning my 66 E into a partnership/share based asset, with me retaining the majority share. Does anyone have any examples setups, or experience in doing so? Looking at everything from buy-in, hourly rates, managing scheduling, etc as well as general input on how easy it was to do and ease of finding partners?

This reminds me of when I bought my Cessna. It was remarkably unmarked inside so I dug. I dug and dig and after reading tons of government docs I finally found where it pointed to what was required (before I knew the TC, etc). Took about a month but I found every single required marking, placard, etc and ordered them. I also found out that the 1956 airworthiness certificate issued from a few agencies before the FAA was “sort of” valid. Illegal? No, but if caught with it I would have to have it updated and replaced. Despite the kicking and screaming of people on another board, swearing up and done the FAA would bend me and the airplane over a barre if I took it to the FSDO for replacement, etc, I did it. Took ten minutes. He reviewed the docs, primarily interested in the historical aspect, and I had a new airworthiness doc that visit. Seems there’s too many places for information. Might be all legs and airworthy by this doc, but check over here and I’m so far out of reg the thing is grounded

Yeah, I see both points and just to clarify here. I have NO clue whether it was avionics guys or not. I'm not qualified to make that guess, but I WAS hoping it was a case of "oops we forgot to reconnect this". Doesnt appear to be that way. On another note "but its a mooney" doesnt fly with me on this part. I'm now aware of how to access the fuel/boost pump or whatever we want to call it.

I just want to try out my new fancy 440 and transponder with magic buttons instead of knobs, and ADS-B in/out. I also just want to fly to missouri for thanksgiving. I think the airplane has found a new home though. I had never been to this airport, and its a 45 minute drive from my house. I live in NOVA so thats nothing, but this is all backroads so traffic is considerably less. Unlike the time it took me 2.5 hours to go 18 miles to my previous home base.

The battery is only a year old, so I hope that's not the issue. He did come back and say it is either locked up, or locking up. He tried his usual "tap" with something soft and it just continued to make the "thud" noise. I'm flying home for thanksgiving so I had to have it running. Only viable choice was $1200 brand new from Illinois via 2 day UPS, will be installed Monday