dkkim73

Funny I was just thinking about this. I noticed some cracked paint and scratches just outboard of the skid tape on the starboard wing root. Trying to figure out when it happened... For all i know i set something down there, but still one wonders whenever it leaves one's immediate sight.

That makes a lot of sense. I use DevonThink Pro which I bought a zillion years ago but is excellent for document research, etc. Well supported (German company with academic focus) Includes good OCR software as well, which I also use for contracts etc. Searchability is huge... Hth D

@LANCECASPER Ordered! Thanks for the detailed steer. I take it 5' gave you enough for both applications, alt. cooling and filler-to-separator run? (implied in the referenced thread)

Thank you for the clarification. I will look. It would seem a good idea to buy a bunch (larger length) of said tubing, 0.75" ID. Any advice where? (generic source vs. actually looking for a matching part # and aviation-based source) This seems dead-simple, is it generally considered within the scope of preventive maintenance (as owner-operator)? David

It was about $1480 for the lap in place and flush of both cylinders, and replacing rotocoil on one. About 11 hrs labor. The rotocoil and retainer clip together were less than $50. An oil change becomes necessary, which adds a bit in addition. And I also paid for a couple hours of borescoping and diagnosis as well, which I didn't include in the above total. If one is an A&P or more proficient/confident in some of these maneuvers, I'll bet the cost could be less, but I feel like I got a pretty darn good deal. Esp. since I was coming for a full 2nd opinion and the prior rec. was pull at least 2 cylinders, proceed as indicated, and replace 3 additional. @LANCECASPER to circle back to the hoses, you said that one of the hoses in the picture needed to be replaced (from oil filler to side of oil/air separator). Was this a suggestion, or was the color indicative to you of an incorrect hose? The breather tube hose (what I would call the "down tube") was replaced at recent pre-purchase/annual: "Complied with Mooney SB M20-312 Cleaned and inspected crankcase breather tube, replaced hose with new PN 628555-48. " I also always look as far as I can up the port side exhaust stack on pre-flight. David

Good news! Here's an abbreviated most recent update: They lapped exhaust valves #3 and #4 in place, ring flushed each 3x, which addressed the audible blow-by and valve leaks. "1st Compression check after initial run complete #1 70/80 #2 70/80 #3 32/80 #4 60/80 #5 74/80 #6 72/80. 2nd Compression check after lapping and ring cleaning, COLD engine #1 70/80 #2 70/80 #3 70/80 #4 64/80 #5 74/80 #6 72/80. 3rd Compression check after final run-up: HOT engine #1 70/80 #2 70/80 #3 74/80 #4 70/80 #5 74/80 #6 72/80. Borescoped engine and found no evidence of broken rings or any visual cracks, any cylinders. ..." They also replaced the rotocoil for #3 (thought there was likely a failure to rotate [insert Cool Hand Luke joke]). Oil change, etc. So the hoped-for "happy path" of a minimally-invasive approach (endorsed in this case by several Savvy folks and a few others incl. BK) seems to have yielded good results. Meta-bonus is developing a relationship with a pretty solid-seeming local shop at one end of my commute. The isolated eddy current findings (between the spark plug and injector bosses) do not correspond to any visible defects on inspection, and so the recommendation was to watch. If anyone has a good contact at Continental to bounce the question off, I'm all ears. To one of @LANCECASPER's points, the down tube from the oil/air separator was checked recently at annual (about 32 hrs ago now). Hope this anecdote is useful to someone, D

Still early in the ownership process, but I've found Savvy a good source of advice. Several interactions with A&P's I'd arranged on my own, so they were more advisory or after-the-fact. I think the onus for findings shops often falls on the owners as there is inevitable local knowledge and references/tips required. That said, the ability to bounce things off people, get a look at digital logs, check invoices, and get other advice from Savvy has been helpful. They've been quite helpful in my recent issues with fuel setup, test flights, and the recent cylinder/valve work (advising and hand-holding for a more minimally-invasive approach). Some of this you can get without the MX managed service package. Particularly, some of the old salts are very helpful (our own Paul K., and Eric Svelmoe, for example). I'll have a better sense near renewal time, but so far I think it's a value-add. HTH David PS. To be clear, I still end up talking to a lot of people (e.g. consulted Brian Kendrick), multiple people here at MS, etc. So I have viewed it as additive and as a source of review and reminders, not as a sole point-of-contact. So for me, it's another coach in my corner of the ring. On the other end of the spectrum, I could see it being very helpful for peole who want to be even more hands-off...

I've been very curious ever since reading your PIREP. For a number of reasons, I did get the O2D2 system and tested it for the first time 2 weeks on a repositioning flight. It "seemed" to work great; I have noticable but benign hypoxic cues early on, I felt no issues at 12-13K, where usually I can tell something has changed when off the hose. Unfortunately my pulse ox batteries were dead! Teachable moment, felt like an idiot with no spares in my bag. The flow in the nozzles was pretty perceptible, and the mask seemed also to draw well. So I think the regulated pressure is probably appropriate with the reducer. If I can find my old car gear I'll try to get measurements at some point. I hope to test further (incl. higher on the way bast east-bound) and get some more solid data to share. My plane has the Scott/Avox system. This whole thread is very thought-provoking. Ray's anecdote is telling... @Schllc thanks for the candor and so glad it worked out ok. Fate is the hunter, and all that... yikes. In my situation, kinking or disconnecting a hose while single-pilot would be the biggest risk I think. One of the used cannulas I inherited was aged and had a natural kink near the flowmeter; saw that early on. Or a leak-down of the inflight system, but that would seem pretty unlikely as long as it was checked on the ground. I also got the Aithre continuous pulse-ox unit, haven't got it to read reliably, need to test it further. I would like to find something like that that is less iPad and USB dependent. Might try to get an old medical unit and use a fingertip-tape type pickup. D

Mooney had the plane and called Precise Flight, who wanted $4K to do both at once with the controller box. It sounded as if they used to do more of a gradation of work but have moved to flat rate, at least for boxes they haven't seen recently.

That is a good point! Given that it mostly retracts, are you thinking it's weak? (vs. being broken which I think might be more obvious)

So... the plane I bought had never had the speed brakes overhauled. I was quoted (via the factory) a flat rate of $3999 to have them serviced/overhauled/upgreened. Apparently this, rather than a more discrete service quote, was due to their never having been serviced. The issue that prompted the question was intermittent slight protrusion of the starboard brake on retraction. The recommended action is to send the controller (central) and both brakes in for service. These had already been greased as recommended during recent annual. I have read of lots of folks cleaning or adjusting the microswitches, doing other things, all reasonable, on their own. I don't really know what's required, vs. what a person (unknighted), or an A&P can do. I get the sense the solution may be simpler in many cases but the factory prefers a flat-rate "green up". Better data and opinions welcome. D

The Green Mountain Boys, I presume? Nice pic. Go guard!

@wombat Twisp? You are in the sticks Beautiful area. Haven't been there for a while. Ski some laps for me... It's funny because earlier I was posting and thinking about an analogy with some people we know who are big rule-followers, but only in certain realms. The husband was describing annoying some XC skiers by walking in the set (nordic) tracks. I was thinking, "duh, yeah, that's actually really annoying if you thought about it for a half-second." I wonder if there's some psychological trick you could do. E.g. a paint scheme or subtle signage that would make it seem unattractive or confusing to walk there. You could also put a sign something along the lines of "Rattlesnakes have been seen in the vicinity. Help protect our indigenous reptiles by not disturbing them." (that would be a double-whammy in WA state...) "If struck by a snake, be advised it is likely a rattlesnake. Do not move quickly or ignore the wound. Call the airport manager 800-345-6787 for help. " you can put a "Thank you for removing litter!" sign underneath it to legitimize this and confuse people more.

I'm with Shadrach; there is a PR aspect to be managed. People have a lot of misconceptions about private airplanes, and having a positive interaction might be the thing they remember whenever the local anti-airport forces get going. May be also truly ignorant of procedures and the risk level. What someone said about "you may be hard to see" is probably a good point to make.

Another thing you can do is run the PDF scans through an OCR program. I received the majority of my logs in PDF form as well buying the plane, and did this. Makes keyword search very easy. Have shared Dropbox links with AP/IAs and other helpful folks, makes it quick for them to look for specific info. Over time I hope to abstract more of the important data into a spreadsheet as you have done, also.

I'm pretty sure they can take the heat.

There is a great write up on this mod elsewhere on mooneyspace including detailed scanned docs. Highly recommended, and I saw better numbers on the very first flight.

Mine (installed when I bought it) has been flawless and very useful... If the audio fix was not decisive perhaps there is a bad ground or similar issue? Perhaps microkit can look at logs and see if there's any erratic data that would shed light on the dirty window hypothesis. BTW Mooney did the install, they were very thorough on the installation and the documentation of the installation.

Wow; glad it worked out so well! Good eyes on his part. Out of curiosity, how did the problem present inflight and how did you diagnose it? I am very impressed by the GFC700 but also increasingly aware of how important it is to be mindful of the autopilot to avoid getting bitten. I realize I never posted the resolution. We ended up using some lightly-used units that had come off an engineering plane at Mooney; they were kind enough to warranty them, and it saved some money (for the seller but a good thing still) and more importantly time. And on the plus side, both the avionics guy and I viewed the light use as a positive, that they had been ops-checked. The other option would have been the flat-rate Garmin rebuild or exchange service.

The engine is a TSIO-550G(3). I'm a bit fuzzy on whether "N" cylinders go with "N" engines and G with G, etc.

It was definitely cleaned up and waxed when I visited to look at it. That said, the paint is original and in great shape! The leading edge might be accentuated by the TKS strips. Indeed, the engine arrangement, baffles, plumbing, etc, is very elegant. It's a lot of power and design packed into a small place. Kind of reminds me of the funny Lightning McQueen quote from cars, "I'm a precision instrument of speed and aerodynamics" which is later misquoted by his rusty old truck friend.

That's actually a great description. Is this what you mean by alternating? See Left forward cylinder. This was from the demo flight.

Bringing the plane for maintenance and practicing my new commute yesterday. Nearing the Crazy Mountains, between Livingston and Harlowton, in south-central Montana, 13K.

Thanks for all the thoughts and info, Andrew! I am not sure what kind of cylinders are in there. The logbook mentions replacing a prior cylinder with part # "658178A3"; a search on the web doesn't make clear what type of cylinder it was (G or N). CHTs have been, for me, pretty easy to manage in cruise (knock on my wooden head). I think it's the Acclaim cowl and baffle design and the lack of a cowl flap control for me to mis-set. E.g. from a winter flight yesterday: 334F was highest during full power/full rich climb to 12K. Then 25/2500/lean gave temps 250-280 (almost seems too low). Summer at high altitudes might be different. Not sure what this means about the history, but hopefully it was not hard to control for the prior owner. I don't have any digital logs predating my ownership. No idea if he went max power high altitude or was more conservative. I guess work on 4 cylinders could be due to anything, including the breather tube problem (serviced recently). The flight was to a different shop nearby with experience lapping valves in place. I'll let you know what I hear next week! D

Looking at their "built" engine options is like being a starving orphan outside a candy store in a Dickens novel. ETA: I did have a nice conversation with one of their folks last week. Very interesting and he was kind and helpful. I'm waiting to hear back on an inventory on refurb'ed cylinders (in case I end up needing at least 1 or 2, hopefully not).