ragedracer1977

Well, I’ve revised a little, lol. I’m not really sure what I did in my head, but my brain calculator must have been broken. I mentally calculated about 5 hrs air time, with a fuel stop. When I actually plugged all the data in, it’s 3.5 hrs with no fuel stop.

Well, I’ll be there! Sent Phil my info

I stopped there about midnight on Saturday, stopped just for the $4 fuel. Thankfully I wasn’t on E, cause it was broke again. And just to keep the pictures rolling, my son wanted a pic with the DC-3 currently sitting at DVT

Wife and I will be there! As close to 10a. as possible. We'll be flying from KDVT. 430a departure.

I had 80 hrs TT, zero in a Mooney. They wanted 5 with an instructor and 5 solo. Insurance was about $1500 annual. Waiting to see how this years turns out. 260 TT, 180 in a Mooney and also earned my instrument rating

I don’t really want to, I’d just trade up to a new plane, just curious of the mechanism

Except I have an O360-A1D

How would that work?

Looks just like my mag that came apart. Less than 100hrs since new

I usually climb at 115, this was just a point of reference.

Question for you guys. Is there any way this issue could have cause my engine to run hotter??? i took it up for a flight today, first since installing the new boot. CHTs were 25-35 degrees cooler than they’ve ever been. I normally monitor #4 as that’s my hottest. I flew on Saturday and #4 was running at 400-405 in a 100mph climb and was typically 375-380 in cruise. Today with similar weather (little warmer actually) #4 was at 375-380 at 100 mph climb and 350 in cruise. All cylinders showed similar reduction in temperature. I’m trying to figure out why. Nothing else changed. Could it have been due to ingesting HOT air being right by the muffler? Maybe pressurizing the cowl in ways it wasn’t supposed to be? Maybe both? Thoughts?

You need to look in a mirror buddy.

I’m still trying to work through the situation. I know “blame the shop”, but I feel like this is a mechanic that screwed up. I’m not totally 100% ready to throw them under the bus, but I might have mentioned their name in another thread.

Now note the peak wind times and direction.

Unlike the previous poster, I have foreflight track logs proving that I was trained by a Mooney CFI in 22G34 conditions. 60 degree crosswind. 24kt crosswind component. This in a 63 C model with a short rudder. Note the time in the first shot. edit: oh god. I just realized I also confirmed we did touch and goes too.

Close to $300. Pretty pricey for what it is.

It was showing elevated silica and aluminum, not hugely elevated, but above the norm for their ‘average’ engine. They (Black Stone) weren’t concerned about it yet, but wanted to keep monitoring to see what happened (I’ve only done 2 analyses since I’ve owned the plane). I believe the elevated aluminum was also a result of the less than stellar annual. The doghouse was not put back together correctly and was rubbing a LOT. There was powdered aluminum all over the bottom cowling right in the area of the intake boot. I knew it was worn, but I hadn’t realized how bad. This is my first plane and I assumed it was fine that way since a “big” shop had done a thorough annual. I’m learning it wasn’t that thorough at all. Anyhow, it was getting dark in the hangar and I had a halogen light set up next to the cowl to replace the landing light. I had both sides of the cowl off as I was just inspecting stuff. When I walked to the other side of the plane, I realized I could clearly see light through the boot. So I started digging deeper. You can imagine my dismay.... It wasn’t even installed correctly, not to mention the terrible condition. i changed the oil today and I’m sending off a sample. I’ll pull another sample in 25 hours. Interested to see what it shows.

And sorry for the rotated pictures. I still dont understand why the site does that (or how to fix it)

All better

Kinda disappointed it wasn't caught at annual. No way it deteriorated this much in 5 months. There's silicone globbed in places, obviously very very old. I feel pretty lucky that ripped off chunk didn't get sucked into the carb. How this wasn't noticed when the filter was replaced I honestly have no idea.

A friend of mine is acquainted with the Pollack family. He passed on to me that her brother, Hunter, was not allowed to speak today because he wasn’t toeing the “party” line. Truth or fiction?

I’m giving thought to coming out. However, it’s about 5 hours each way. Can we camp on the field and fly home the next day or would we have to get a hotel?

When my C was but a young plane, it was flown underneath a set of power lines. It led to the replacement of the entire vertical stab and rudder. 50 years later, I don't see it effecting the value.

The cirrus cabin IS about 4" wider, but in my Mooney my CFI and I don't sit next to each other. He sits farther forward than I do. In the Cirrus we we're even, which gave a sense of less room. I don't prefer the upright chair like seating in the Cirrus. I'm more comfortable with my butt close to the floor and my legs stretched out. Nothing wrong with either and it's certainly personal preference. I just find my Mooney more comfortable

I flew left seat in an SR20 a while back. My cfi needed to shoot some approaches for currency and we decided to check me out in the Cirrus at the same time, just cause we could. I personally found the Cirrus more cramped and less comfortable than my C. My head was bumping into the ceiling, we were rubbing shoulders more than I would like. Couldn't stretch out my legs, and I really didn't like the control feel. I'll fly it again, but I really do prefer my Mooney.