cferr59

The post I was quoting appeared to have a joke about filing a flight plan. My post was similarly not serious.

I would hope they were not flying around without a flight plan.

Hose is Stratoflex 111-8 on an M20C. It is probably the same on an F model. As far as producing the hose, does anyone have thoughts on the hoses as an owner produced part: From AC-20-62E: "Parts produced by an owner or operator for maintaining or altering their own product and which are shown to conform to FAA-approved data. " I imagine there is some kind of pressure test that needs to be done, but I would think that applies to hoses produced by an A&P too. Also, my understanding is that the oil cooler hoses are only under pressure when the vernatherm is open so a standard run-up may not find leaks. I just changed the oil cooler hoses with hoses from PHT (I do not know enough to make the hoses and was not sure of the legality) and ended up doing a test flight near the airport until the engine had warmed up enough to open the vernatherm.

It looks like the hangar wall was repositioned such that it interfered with the aircraft.

Hello, I am looking for bushing part number 914024-5. It is a bushing for the oil line clamp. It is basically a .5 inch long bushing that an AN3 bolt goes through. Any thoughts on obtaining something like this?

That is the only thing I see as a potential issue here. I don't think the airplane is technically airworthy with the gear light inop. If it is an issue for the FAA, I recommend having an attorney clarify that the bulb was working again for the flight home and that he checked the bulb out of an abundance of caution discovering the intermittent bulb issue.

I support our ability to necropost.

I had a case of this recently due to up/down drafts. I was surprised how much variance it caused in airspeed it caused. I was questioning the aircraft performance for a bit, but heard other aircraft complaining about it. There were reports of moderate turbulence, but I only experienced light. I was IFR and, for the first time, requested a block altitude. This helped a lot because I could let the airplane climb or descend (within the block) rather than fighting the winds. I wished I had done it sooner.

I flew from Tampa to Philly via SAV on Sunday and there were significant up and downdrafts through the area from Fayetteville to Norfolk. ATC was referring to it as waves. There was a glider up at 13k. It was difficult to hold altitude and resulted in significant variations in IAS. I gave up and requested a block. I was at 7000 feet and aircraft below and above me were experiencing similar.

Next thing you know 'der gonna be callin' pilots airpeople.

I will be there camping in vintage. One word of advice (which applies in general): Don't be afraid to go around. You won't need to do the arrival again, they will take you around the pattern and fit you in.

The plungers/cups are pretty easy to get out with the following tips: 1.) Spray some solvent into the them to clean out as much oil as you can prior to attempting removal 2.) Rig a piece of safety wire with a slight bend to remove the cup by inserting it into the hole in the cup 3.) Rig a piece of safety wire with a 90 degree bend, insert it so it is next to the spring on the plunger body and turn it 90 degrees to hook the plunger. You might also find these service instructions helpful https://www.lycoming.com/sites/default/files/SI1011N Tappets and Lifters.pdf https://www.lycoming.com/sites/default/files/SI1060U Push Rods.pdf Here are the current Lycoming pushrod part numbers for this engine and their lengths. Note that the Superior version of the 15F19957-34 pushrod is .010 longer than the Lycoming version. https://docs.google.com/spreadsheets/d/1-MyUS0V3mBYZjnfH4DpwDQe0F9ng9dz5SiKulVSqt_E/edit?usp=sharing

So it seems like the p-leads are ok. Is there any change in smoothness during the mag check?

What happens if you move the switch to off? Also, have you tried doing the mag check lean?

I would advise everyone who pumps the throttle to prime to remove the air filter and have someone pump the throttle while looking into the airbox. You will see that it dumps quite a bit of fuel into the airbox on each pump. After realizing this, I only pump the throttle while cranking the engine. It usually starts with 1 or 2 pumps, but if cold it can take a bit more. I prefer to preheat, but that is not always an option. I suppose the Surefly doesn't hurt, but I never had a starting problem with the SOS.

I needed the boot for my C model and ended up calling a bunch of Mooney Service Centers until I found one (at Cole in GA). I believe the part number for the E model boot is 600115-005

Like others, my Dukes sounds like that minus the wobbling. I always thought its sound was not confidence inspiring, but there was no obvious problem. One day, it started dripping at the weep hole so I had it overhauled by Aeromotors. It still sounds exactly the same.

I don't know if I get better performance from my Challenger filter, but I was not happy when I flew in moderate rain for 2 hours and it started looking ratty and I could see light through it. It was about 5 years old and I replaced it.

I have an email from them on Wednesday saying Pancake Breakfast this weekend. It is too far for me though.

That is true but the GTR225 doesn't have a NAV function. The GNC255 lists for $4795.

I was concerned about this for my C model so I called Lycoming. They basically said that it is ok for short periods of time like landing or transitioning power settings, but to stay out of it during cruise. Given that, I try to stay out of it all times except when landing and avoid it on landing if practical.

I replaced this bushing (914017-000) and the related bolt. It resolved most of my freeplay issue.

I have flown with a broken vacuum system and did not miss the PC in VFR conditions. If you fly VFR only, I would say this is a reasonable enough thing to do. If you are flying in IMC and the PC otherwise works, I would leave it alone. The PC is pretty simple, but is good at keeping you out of unusual attitudes.

In the 60's there were a lot more grass airports around the country so a lot of these planes have landed on grass. I will land my C on grass if I can talk to someone at the airport about the condition and I am not convinced it is a bad idea, but I would not land at an unimproved field that I have not personally walked.

I compared an order from Spruce from 2020 with current pricing on Spruce. The Surefly price is a bit skewed because I took advantage of their pandemic special, but I guess I will start annealing my copper gaskets. Item 2020 Price Current price Percent Increase Goodyear Flight Special Tire 137 149 8.8% 100 Copper Spark Plug Gaskets 22.8 44 93.0% Surefly SIM4N 1185.75 1595 34.5% Brake Lining (RA66-111) 6.75 7.5 11.1% SA53S drain valve 24.5 24.5 0.0% TEMPEST AA48108-2 23.5 25.5 8.5% Tempest Fine Wire Plug UREM38S 87.8 111.75 27.3%