skydvrboy

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About skydvrboy

  • Rank
    Senior Member
  • Birthday November 28

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    markfordksu@yahoo.com

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  • Gender
    Male
  • Location
    New Cambria, KS
  • Reg #
    N441WS
  • Model
    67 M20F

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  1. skydvrboy

    Aviation Museum in Wichita

    I flew the family down from Abilene, KS to visit this museum and it made for a great Saturday trip. We flew into KICT and borrowed the courtesy car from Yingling. I could have spent 4 hours or more at the museum, but the wife and kids were done after 2 hours. That's about the extent of their aviation attention span. We then stopped for lunch before flying over to Hutchinson and visiting the underground salt mine during the afternoon (we have all been to the Cosmosphere several times). Finished the day off with dinner at the Airport Steakhouse at KHUT before flying home. A visit to Doc is on my list, but I'll probably wait until the Flying Monkeys clinic as that is scheduled for our Sunday mass formation.
  2. skydvrboy

    Cracked ring on #4 cylinder

    What am i missing here? Under Part 1 - Lubricating Oil Recommendations, the first one listed is 15W50 or 20W50 for all operating temps. Is there somewhere they are recommending straight weight oil over multi-viscosity that I'm not seeing?
  3. skydvrboy

    Cracked ring on #4 cylinder

    I'd also bet they see a fair bit more action than <40 hrs per year the average GA pilot flies. That may have a LOT more to do with the TBO than any choice of oil.
  4. skydvrboy

    CHT - How cool is too cool?

    Thanks for clearing that up. I couldn't agree more. I've been talking with my non-flying financial partner about adding an EDM. The decision to add one has been made, which one is still up in the air, but I suspect a JPI 900 will get added this year. For now though, I have been running a bit leaner than I'd like and keeping %HP down to be on the safe side.
  5. skydvrboy

    A&P Says "Oh no a Mooney?!!"

    Not going to see that fuel flow either. To be fair, from a mechanics point of view... they don't care about your fuel flow.
  6. skydvrboy

    Mooney Emergency Landing with Gear Up at KVNY

    Judging from the picture, he was on 34L at K.
  7. skydvrboy

    CHT - How cool is too cool?

    I don't know. I have a single probe Alcor EGT and am assuming each tick mark is 25 degrees. I start leaning it slowly and watch for it to peak. I kept leaning it until it ran rough (approximately 125 below where it peaked). Then, I added a bit more mix until it smoothed out, ended up about 100 below where it peaked. I have been able to duplicate this at high power settings, but this time I wanted to go slow. I don't typically run it that lean because as I keep moving the nob in slowly, you can hear the power increase as the gauge moves toward it's peak. Thus I typically run closer to 25-50 LOP. I have the IO-360 instead of the IO-550 if that makes a difference. The Shell article above only mentioned 200-250 C, but, if I read it correctly, was referring to combustion temperatures, not CHT's. Per Mike Bush's comments, that is exactly how I was running my engine, low power "loitering" for 2 hours. Fortunately, it is not how I run it normally, so it would seem any deposit should burn off rather than build up. After reading all these comments, it seems like I wasn't going to do any harm to the engine on a 2 hour flight. However, I could have ran it more efficiently by running it at or very close to peak EGT since my power setting was at approximately 55%.
  8. skydvrboy

    CHT - How cool is too cool?

    Low fuel flow, why does anyone run aggressively LOP. I've been able to run less than 6 GPH (block) with those low power settings when sightseeing. I didn't lean "just enough to run smooth" though. I leaned until it ran rough and then pushed it back in just enough to run smooth. By my single EGT gauge, I was at least 100-125 LOP. Based on that article, I would surmise that if 1800 RPM with the prop on the stop during a run up is enough to prevent fouling, then ANY power setting capable of sustaining level flight would produce more than enough heat to burn off any deposits. Am I missing something?
  9. skydvrboy

    Skydiving

    I have some prints and a nice VHS tape. That was before the digital age so I don't have any electronic ones to post.
  10. Is there a CHT temperature that you shouldn't go below? I've tried searching and haven't found any answers. The reason I ask, when I was tootling around on a cold day recently at 1,000' AGL and 120 mph, the CHT gauge was pegged at 200o. I had the RPM backed down to 2400, the MP around 20", and the mix nob just in far enough to run smooth. With that low power setting, she just wasn't generating much heat. Oil temps were just barely in the green (low side), but is it OK to run with CHT's that low?
  11. skydvrboy

    Value of this Mooney?

    I thought the same thing when I bought mine. In hindsight, I really wish I would have posted a link to the plane to get specific advice on things that would add or detract from the value, things to inspect for, things to upgrade, etc. This is a group of Mooney owners. We already have our planes and aren't interested in scooping this one up before you can buy it.
  12. skydvrboy

    Future of Mooney

    That is a significant part of the problem. Until they embrace modern manufacturing practices on large volume production, the price won't budge. I remember at Oshkosh the Mooney rep saying that a new Cessna takes 700 hours to build, a Cirrus takes 2000 hours, and a new Mooney takes 5000 hours. They were BRAGGING about this claiming that meant it was better made! As an Industrial Engineer who's spent my career making production more efficient and effective, I about fell out of my chair. Current mass production (lean production) produces higher quality at lower cost than the old hand-crafted one at a time model. Like @KSMooniac said, the accountants aren't going to invest in the retooling and production line upgrades unless Mooney can show they will sell enough to pay for it. That isn't happening now.
  13. skydvrboy

    Skydiving

    @steingar Part of the flying experience is seeing everything from above, going fast, and feeling the plane roll while turning. To me, skydiving was all about total freedom of movement, to truly "fly" in the sky. It was the ability to do a back flip (or front) if I wanted, or a barrel roll, or fall on my back, on my head, or feet first. Just like a passenger in a plane gets to experience a small part of what it means to fly, a tandem passenger only gets to experience a small part of what it really means to skydive. Not the least of which is the camaraderie that only happens when the non-pilots/non-skydivers go home for the day and we all sit around and tell hangar stories. I was always amazed at the skydivers who had never been in a plane before jumping out of one. One such guy was a good friend of mine who jumped into my wedding reception with me. He is now an aerobatic airshow pilot.
  14. skydvrboy

    Skydiving

    FWIW, taking a tandem jump is to skydiving as riding in plane is to flying. Sure, people all the time say they are flying when taking a commercial flight, but if you don't have the controls in your hands... you're not flying.
  15. skydvrboy

    Depression loss for missing logs and damage.

    I totally agree. My plane has a damage history and I wouldn't worry about a log missing from before I was born. However, when I'm buying something expensive, I'm buying the seller as much as the item he's selling. I don't believe for one second that the seller didn't know about the missing log when the first page states "logs lost" per the OP. If the seller had mentioned the lost log and damage history... THEN it wouldn't have been a show stopper, but that's not what happened.