Matt Ward

Yup, thanks. Just found it odd that the part on the plane didn't match the application guide from the manufacturer. Here is what happened: went to crank the plane today and it fired right up. Taxi'd over to the fuel pumps (maybe 10 minutes), fueled, and went to crank. Wouldn't really turn over. Maybe it tried to turn over a few times and then nothing. Guessed it might be a battery issue so towed it back to the hangar and charged the battery. JPI was then reading 12.6 with just the master on. Tried to start, nothing. Every once in a while the prop might bump a slight amount but that's it. Battery is a Concorde RG35AXC that's about 2.5 years old. Starter has about 600 hours on it.

A but of a curious situation I’m hoping someone has encountered. 1966 M20E IO 360 A1A. Starter seems to be dying and I’m looking to replace. Current starter appears to be an SRZ-9021 but the application guides say it should be an SRZ-9031. Before I order a replacement for mine, any ideas on why or how the installed starter would differ from the application guide? Picture of my starter below. My instinct is to replace with an SRZ-9021 but I just want to make sure there isn’t something I’m missing. Thanks!

The pump. Aeromotors. http://www.aeromotorsllc.com/aeromotorsllc/default.aspx

It was alluded to above, but be ahead of the airspace around Front Range. The Bravo sneaks up on you really fast - as in departing the pattern fast. Not a huge deal but be on your toes.

FWIW I just flew from Denver to Mexico and filed via ForeFlight. It required me to select DVFR as the type of flight plan for the return trip. I did and all was well.

Right, it’s the opposite. Filled when warm and leaking when cold.

Hey there, hoping you guys can help. 1966 M20E with no known history fuel leaks. I've not seen any blue marks, noticed any fuel loss, etc. Monday of this week it was 75 degrees in Denver. I had the fuel truck top off my mains - I have Monroy aux tanks too. The truck typically gets the tanks *very* full which I'm sure they did this time too. Fast forward to Sat and Sun. 48 hours of snow and temps in the mid teens. I went to check on the plane today and brush the snow off - it's on the ramp but under covers. There was a stream of fuel coming from the right wing near what I think is the fuel vent hole - although I truly haven't been able to confirm what it is. Pictures and video below. My assumption is this is related to the likely overfill of the tanks and the sudden and significant temp drop. But I don't really know why that would be so I thought I'd throw it out to the Mooney hive mind. Thanks for anything you can offer! -Matt 9D572816-EFEE-4963-8713-CF25D8C470B0.mov 38119816-7DA7-4F6B-986A-90820CD43510.heic B9F6D4EA-56D7-4155-98B2-3CA03B37E006.heic E143FFE4-CF7B-428A-B2E7-0766F8154E59.heic

Thanks for the responses guys, what an amazing resource this is!

Hey guys, Hopefully a quick question for you. I just finished breaking in a zero time IO-360 in my M20E. One thing I've noticed is that as I'm climbing (I'm based at nearly 6K feet), my fuel flow meter shows a steady, slow decline without making any power or mixture changes. The engine runs great, temps are great, fuel pressure is great, performance is great, etc. No changes in RPM but obviously MP declines as I get higher. I suppose my old engine did this too and I just never noticed it but with a new engine I'm paying attention to everything. It's nothing too drastic but enough change in the numbers to notice. For reference, I normally try to take off in the 15 gph range and climb using the target EGT method, typically 12-13 gph I'd estimate. FWIW I have confidence the fuel flow meter is accurate by looking at what it reports as burn vs. what it takes to fill up the tanks at the end of the flight. Anyways, I'm guessing the answer lies in how the fuel servo works but that's a mystery box to me. Does this seem normal to you guys?

I fly an E but my go to is 19 squared for approach. That gets me to gear speed pretty well and then I just improvise as necessary.

I’m happy to help if you need it. I’m based at BJC and know Greg and Warren well. They both are great. If you need some local insight feel free to reach out.

Varia + Zwift! I just did Ironman and probably 70% of my riding was indoors for the very reasons mentioned.

Well, no. We are talking statistics which assumes population similarity. You’re talking behavioral economics which would try to quantify individuals’ factors. Like someone said earlier, we’re just playing with maths. The point made was that flying is inherently risky, probably more so than many folks realize. And it’s compounded by exposure like anything else. So you can use that insight to adjust your personal approach as you like and manage your risk profile. But it’s a good sanity check against the “it’ll never happen to me” bias.

I do wonder how much impact places like Alaska have on this. It seems like their accident could skew this quite a bit. The survey kinda breaks out AK but I don’t know that the Nail data does explicitly.

That's not what anyone is saying though. The question is the odds of throwing a six in any one of your six rolls. One roll is a 16.7% chance. But give me six rolls, and there is a 67% chance at least one of those rolls is a six.

Interesting data but I'm seeing it a little different. My stats are rusty but I think I remember the key is solving the inverse. From that Survey, it looks like 7.849m hours personal GA flying. From Nail, it looks like 730 accidents. Granted it's two different data sources, but ok. So the probability of having an accident in the next hour is 0.00009 and not having an accident is 0.99991. The probability of not having an accident over 90 hours is 0.991664 and having one is 0.008336, or, 0.83%. Over 900 hours, the probability of having one is more like 8.03%. That's not because of "times 10", it's the exponential of not having an accident. So yeah, over a 10 year period of about 90 hours per year, about 92% likely you don't have one and 8% you do.

About 1600 but it had a few years of < 30 per year before I bought it. I went ahead and bought a zero time. From what I understand, they don't usually stop making metal once they start.

I use Blackstone and so take that into consideration, but, they provide universal averages for each metal that help provide context. Al = 6 ppm, Fe = 21, and Copper = 19. It looks like you've got only 27 hours on the plane in a year which suggests it's been sitting a good bit. Like others said, the key is the filter. You need to know if it's ferrous or not and how much it is. Google Mike Busch's articles & videos on this too. Back to your original question I found ferrous metal, flew 25 hours, found more, flew 15 more, found more aluminum than steel. Pulled a cylinder and looked at the cam with the scope and found spalling.

Lots of interesting tidbits but still not too much that a dealmaker would look for: how big is the market and how much can they conceivably take?

Pretty interesting, thanks for sharing! Interesting too there is no mention of what they consider their customer and TAM to be. It seems like Diamond was pretty successful with a barbell strategy, going after the training market with the DA20 while also reaching into the high-end market with the DA50 and such.

Never!

I ride a Triumph Bonneville with a Shoei RFSR and the Cardo Bluetooth. It’s extremely quiet. Would something like pumping music or even ambient noise through the Cardo help?

Congrats! If you missed it, JDRF did a webinar this week with Pietro Marsala who Beyond Type 1 profiled earlier in the year. https://beyondtype1.org/commercial-pilot-diabetes/

I have done a good bit of climbing trips in my E and really think it's about the perfect use of a small NA GA airplane. Climbing gear isn't too big and I typically only have one partner with me. For the summer trips, basically everything from Yosemite to City of Rocks to the Winds to Jackson is accessible without too much problem. The winter is tougher for me (based in CO) as those prized destinations (Vegas, Joshua Tree) involve crossing the Divide. Doable but less predictable for sure.

I live in Denver and fly a NA E. I have done most the mountain airports in the summer and nearly none in the winter. Usually winds aloft are too high; it’s not IMC. This isn’t something to try and hope for the best. Even with 2k clearance, these downdrafts can take you right to the crash site.