1980Mooney

Many of the privately owned airports in the Houston area now also charge ramp/landing fees for transient planes if you don't buy fuel (which has the ramp/landing fee cooked into the high price). Probably only a matter of time until they all do.

The bottom end on that K that failed in Georgia in 2021 was caused by a missing cotter pin on the #4 connecting rod nut per NTSB. Apparently after 28 years of operation since the last overhaul, the nut backed off while flying.

Final is out. Mechanic/Maintainer failure. Cotter pin missing on #4 connecting rod. Nut came off - was found in crankcase oil pan. @A64Pilot is correct that it broke in the middle -see Docket..Engine had been overhauled 28 years before the accident.

They say 45 Amps continuous operation (50 amps peak). That’s about 1,260 watts continuous. They claim it provides 12,000 BTU/Hour cooling. If you go to Home Depot and look at the portable 120 volt air conditioners that have a DOE rating (real vs marketing hype) of 12,000 BTU/Hr you will see that they also use the same or more watts. So not a big surprise. Electric air conditioning is a huge draw for the limited electrical systems on most planes.

Sounds like you have been flying solo on all your flights.....and will likely be doing the same for a long time into the future.

As noted above when you search RL-3967-51E you find that it is a Lycoming Factory Rebuild that was shipped in 2010. You did not provide specifics on year/model plane but if it got a factory rebuild engine in 2010 that is probably the second engine in that plane. I know when Rocket Engineering removed my Lycoming and installed a Factory Rebuild Continental, that the original Engine Logbook went with the traded in engine. When I got the Rebuild Continental, I also got a new Engine Logbook and the original Lycoming Logbook with all the history of that engine was gone. You say there are 2 engine logbooks. Engine book #1 (really the plane's second engine) has the correct Serial Number RL-3967-51E. And you say Engine book #2 starts off with that same number. First of all, your Aircraft Airframe Logbook should document that the original engine was removed and the Factory Rebuilt engine (RL-3967-51E) was installed in 2010. (new engine mounts, etc) Your Aircraft Airframe Logbook should also show that RL-3967-51 was removed in 2020 in order to conduct the Field OH and then replaced (new engine mounts, etc). You point out that he Engine Logbook #2 shows the work done on the engine (Field OH) but notes the wrong engine serial number. But does the Aircraft Airframe Logbook also show the wrong engine number on the entry where it was replaced after the Field OH? Or does it show that RL-3967-51E was replaced?

You may say that you are struggling to see why anyone would care, but if @FADEC buys this plane and subsequently wants to sell it before he overhauls the current Lycoming then all the same questions will come up again with a potential buyer.

Keith was acquired by Meggitt (Addison Tx) and not to be confused with Meggitt PLC UK in 2006 Meggitt (Addison, Tx) was acquired by Air Comm Corp (Colorado) in 2013 Air Comm Corp today only seems to only advertise air conditioning systems for rotorcraft on their website. They do show Support for A/C on Cessna 182, 206, Twins, and Citations, also Cirrus, also Piper Navajo. No Mooney ACC | Air Comm Corporation The competing Kelly (lighter by 26 lbs) draws 50 amps max at 28 volts. Aircraft Air Conditioning Archives - Kelly Aero

Good point. My mistake. I guess salvage yards and NOS are the only sources of Shaw Aero 531 caps. I don’t see any new online. Maybe others know.

With one runway excursion, 2 emergency landings (one engine out) and an engine out on take-off in a short 1-1/2 year period, you are lucky that you have not suffered more serious consequences. It has to be a difficult conversation at home and with your insurance agent. Sorry to hear.

With the 201 we are talking about evolutionary changes to the same basic Mooney design in the days before the extensive use of computer based aerodynamic analysis and finite element analysis. A sloped windshield, fairings, cowl design, induction change, etc. Whether he held the pencil or slide rule or not, he made it come together successfully and happen. He did the same thing with the Grumman Tiger (from the Traveler) before joining Mooney in 1974. The 231 was a bigger effort as were the first Long Bodies.

You are in Florida. Why don't you just go to a dive shop? Those here have high pressure pumps that can fill my portable tank while I wait - not waiting overnight. They just wanted to see my pilot's license.

The "sheet metal" is just thin aluminum with little structural strength. The "tail skid" - 530187-001 is attached to a stiffener plate inside the "sheet metal". If the exterior sheet aluminum is bent in, then the internal structure is bent. You need to look at that closely.

Parker Hannifin acquired Shaw Aero in 2008. I can't find any information or cross reference on the Parker site. Salvage caps are available BeechTalk - BT - FS: Shaw 416, 516, 431, 531 fuel caps New caps (knock offs) are made from fluorosilicone. Gallagher Aviation Shaw 431/531 Fluorosilicone Fuel Cap Kit- (gallagheraviationllc.com) I think you are misreading the Aux - there is no 531-401. BTW - I also have a J with Monroy's - my Aux tank caps are the smaller diameter Shaw Aero 416

All that does is puts money in Lawyers' pockets. I am sure you can easily blow $thousands+, countless hours of your own time seeking a judgement that turns out to be: The Wind is primarily liable - go collect

Agree - and over the next two years monitor it. - at the rate the OP has been flying it, it will only have about 200 hours. If it stabilizes without increased oil consumption or loss in compression, I would just keep flying - just my 2 cents. The thought of a "precautionary" top overhaul at only 200 hours makes me ill. But @rotorman if, out of an abundance of information (too much?) and caution, that is what you want to do, then do it.

It does to a limited degree. But the humidity is so high that “the humans” feel terrible. You said evaporative air conditioning doesn’t work during your “monsoon season”. I think if you measure the temperature across the cooler you will find that it still is cooling. The difference is not as much cooling as when using dry air - and the biggest difference is that the relative humidity becomes so high that it “feels bad - miserable”. You characterized that as “not working “ ….Just like running a B-Kool with ambient water in the box.

Actually it is a great strategy of “mark up to make a sustainable profit”. Otherwise you won’t remain in business…something that Radio Shack didn’t learn.

When you let the water warm up to ambient, B-Kool type coolers (which suck air through the inside of what is at that point just a box of water) become evaporative. That is why I shut it off before that point.

“With no evaporation there's no humidity increase.” ….The only time that there is no evaporation is when you are at 100% humidity. At that point it is literally raining inside your plane or car I grew up in the arid southwest. I understand the benefits and limitations of evaporative cooling. We used to hang a canvas water bag on the hood ornament of our car when driving. - both for cool water and to provide some cooler air across the radiator You don’t see evaporative cooling on any house in Houston because all it does is make you feel more miserable.

Actually I never let it go that far. As the water gets closer to ambient temperature, heat transfer rate plummets and all it basically does is dump highly saturated humid air into the cabin. I get it that you are in Arizona and you want humidity but in Houston it sucks. The last thing I want is more humidity at ambient temperature.

You are missing the limitation of the thermodynamics. In this case the Yeti is NOT designed to " hold the cold longer" - it is designed to melt the ice, circulate water through a heat exchanging coil and blow cabin air through the coil. The only and total heat transfer is from the melting ice. Whether it melts, transferring cabin heat through the sides of the ice box or through the heat exchanger is irrelevant - it cools the cabin to a limited degree. The Yeti will not last longer. Both advertise that they hold the same 20 lbs of ice. Once the ice melts it is done. It is the 20 lbs of ice melting in both boxes the provides the total cooling BTU's The B-Kool and the Yeti both hold 20 lbs of ice. (also noted on web site) One (1) pound of ice absorbs 144 BTU's when it melts (latent heat of fusion) Both the B-Kool and the Yeti will provide 2,880 BTU's in total cooling from melting all the ice You can probably get another 200 BTU's of cooling as the fully melted water rises from 32 degrees to 42 degrees F. So fully exhausted a B-Kool and Yeti both provide a whopping 3,000 BTU's cooling in total A typical small car air conditioner will provide 12,000-18,000 BTU/Hr cooling. A large car air conditioner provides 24,000-40,000 BTU/Hr cooling So both the B-Kool and Yeti in total will provide the equivalent of what a small car A/C can to in 10-15 minutes on high. If you are taxiing and holding for 10 minutes on a blistering Texas Gulf Coast day,both the Yeti and the B-Kool will largely be spent. Then the water in the chest will start to warm up and instead of condensing on the coils, it will act as a humidifier if you keep it running.

Both advertise that they will hold up to 20 lbs of ice. That means that both have exactly the same total (meager) cooling capacity since it is limited to the enthalpy of fusion related to the melting of the ice (and any small cooling from warming up of the water above 32 degrees closer to ambient after you have melted all your ice). Think of it as paying $1,000 to put a Yeti sticker on the insulated cooler.....

If I understand correctly, you traded 2 used 430W's for a 650xi and a 355 - and there was no additional charge for the 650xi or 355 and no charge for installation/labor? Were the 650xi and 355 new and did you get a warranty?

All that does is enrich the lawyer.