Greg Ellis

Mine is a steel cylinder.

I would think the best way to drain the fuel and the most fun way to drain it and possibly the safer way would be go fly the airplane until you are down to the level you want to be. I sort of say this half jokingly because I understand the need to remove some fuel to make room for passengers etc... And if you don't have the time to fly it then there is the need to drain it while on the ground. Just be careful as stated before to ground everything. One little bit of static could ruin a good day. Fuel trucks are grounded when they fuel airplanes, airplanes are grounded when we fuel them. I even saw on a little sign at a gas station that when filling a container with gas, make sure you keep the nozzle in contact with the container at all times effectively grounding everything.

Thanks very much for the response. I will check on that tomorrow.

Thanks for the response. I am planning on flying the plane again tomorrow and will give the doghouse a good look to make sure everything is in tact and where it should be. As far as the dental camera goes, being a dentist , I have 3 or 4 of them and they are very handy outside of my practice. I also have a borescope if I need one as well. I am currently making a list of things to check thanks to this wonderful Mooney forum!!!

Thanks for the response Don. If all else fails I will start looking into this as well. According to the Mike Busch video, the temps are not excessive for break in but I will see in another flight and see what happens. All are great suggestions.

Yes, I am very familiar with the break in procedure and was running the airplane accordingly. It is Lycoming SI 1427C. I just finished watching the video by Mike Busch on breaking in an engine and cylinders and he stated that 450 in a Lycoming is not excessive during break in. Thanks for the response.

Thanks for the response Harley. I am going to remove the cowling later this week and double check that all was installed correctly. My first thought was the "springy thing" because I remember that being quite tight with close tolerances and was important to cooling and mine had to be replaced at one time a while back. The engine should not be sagging since the motor mount was replaced at the same time the cylinder work was done, new Lord mounts were used and the engine was shimmed according to my bill. I have not actually read the log book entries yet as to what was entered in them.

The EGT's, if I remember correctly (I forgot to download the JPI data) were fairly even across all cylinders. Nothing stood out to me. I did not look at the doghouse because that meant pulling off the cowling which is a pain the you know what in these old C models (about 75 screws to remove). And it is the O-360-A1D engine. Thanks for your response.

ArtVandelay….I spoke to the shop. It is the recommended break in oil that is being used. I looked at the temp on the probe on Sunday after it had been sitting in the hangar all night and all 4 probes registered the same temp and it was roughly hangar temp of 40 degrees. Thank you for the response and the ideas. I am going flying again on Thursday and more this weekend and hopefully will see a difference. On the first flight after the work was done, I flew it at 2500 feet, full rich and kept the power between 70 and 75% as recommended by Lycoming during break in. Thanks again.

I have a 1963 C model. It has an O-360-A1D engine. I had a problem at the end of the summer with a broken engine mount and the #3 cylinder needed to be overhauled. Both intake and exhaust valves were apparently bad. It took the shop an extremely long time to fix everything. Most of the problem was the choice of shop I had was on my home airport and I usually do not use them for mechanical issues, only for avionics (they are a very good shop with a good reputation). But I could not fly the airplane due to the broken motor mount and the #3 cylinder to my usual mechanic. They told me it would take a long time because they were booked solid through December (started this in August) with annuals. They are a big shop. Anyways, I got the airplane back last Saturday. Everything ran well on the ground, run up was perfect. The plane actually flew extremely well and very smooth which makes me wonder how long the motor mount had a problem. The issue is that the #3 cylinder which was over hauled ran very hot on takeoff. Over 450 degrees according to the JPI!!! When I brought the power back it cooled off but ran 80 to 90 degrees hotter than the other 3 cylinders. The other 3 cylinders were in the low 300's and #3 was high 300's to low 400's. Fuel flow on take off was 18.8 gph according to the JPI. All other gauges were in the green. I told the shop about it and they are going to look it over today. Off the top of their heads they talked about making sure the cowl flaps opened far enough and that the baffling was good and tight. It is the dog house style baffling and had been replaced about 7 or 8 years ago. While it was in this shop they said they had to repair an area of the baffling. Besides those 2 things is there anything else they should be looking at? I know it is normal for a new cylinder to run hotter during break in but I feel that going over 450 is excessive. So any ideas of what else it could be if anything? I do apologize but I did not download the flight from the JPI. I will do that this weekend when I am back out at the airport. Thanks.

In one way or another it has been stated on this thread but I will add my 2 cents...for some model Mooneys, extending gear 6 miles out may be just fine but for my 1963 C model my gear speed is 120mph/104kts and my flap speed is 100mph/86kts. I am not going to chug along for 6 miles or more at 104kts indicated which depending on winds could be far less ground speed. I do agree that putting the gear down on final is not wise.

I fly with my 3 dogs pretty regularly. They do just fine and are usually asleep pretty soon after we depart. I talked to my vet about flying with the dogs and the noise, etc... He stated that the noise usually is not an issue for dogs because their hearing is more attuned to higher pitch sounds and not the low rumbling of the engine. He stated that they may startle with noise but as far as hurting their ears, it should not. I have never flown with mutt muffs or any other dog hearing protection and they seem to do just fine. I also do the occasional animal rescue flight and I have never had an issue with the dogs.

I agree with this. I would not do the check ride in the simulator. You are just trying to get the rating. That is not a time to simulate it better than real world. Get your rating then use the simulator to practice, practice, practice emergencies that can be set up as they would happen in real life. Partial panel in the check is nothing compared to how it happens in real life so don't put the added stress on yourself. Set yourself up for success then use the simulator to practice the real life emergencies. Back in the early 2000's when I got my Instrument rating, the only simulator available to me was an old Frasca simulator that had just the yoke and instrument panel. Nothing out the view screen. The instructor could program things in the simulator but pretty rudimentary. However, I remember my first time in it, my instructor failed the attitude indicator. I followed the tumbling gyro right to the scene of the crash. I will never forget it and it solidified it for me how important it was to practice partial panel and emergencies.

I liked President George W Bush Please do not start a political debate or this thread will be shut down immediately, I'm sure). But one of my pet peeves of his was his pronunciation of Nuclear. He would pronounce it Nucular. Where in the word NUCLEAR do you see the extra U that would cause one to pronounce it Nucular? Used to bug the crap out of me. Then I found out that particular pronunciation is listed in Merriam Webster as a variation in pronunciation of the word. I still can't stand it. Not sure of they had it in there all the time or added it because the President used it...

Having a wife that has grown up in aviation helped me a lot. However, we had the discussion that sometimes we may not know if we are going until the day before and sometimes we may not know what time we are going until the day of. She understood and realized I would just keep her in the loop of when she needed to be ready to go and it would never be a hurried situation.

Yeah. I recognized it immediately.

I cannot understand how these folks got to 36,000 feet without oxygen. Much like the days of early aviation and the brave and/or crazy mail pilots that flew open cockpit in the winter well in the teens and flight levels without oxygen. I drove up Pike's Peak which tops a little over 14,000 and I had to immediately come back down because I got an incredible headache and just could not handle it. And I was not about to buy one of their cans of Oxygen they sell for an exorbitant amount of money.

I have been flying with https://www.dualeyewear.com/ They give me the bifocal reader on the bottom and they fit well under my headset. I think I may check out some of these others that have been mentioned though just for grins. I have never been too loyal with sunglass companies. Give me something functional that doesn't break the bank.

A few years ago I toured that area (Zion, Bryce, Arches, Canyonlands etc...). It is absolutely phenomenal. I landed in St. George and it was nice driving the southern area of Utah.

Okay, I know...these are old and have been shown more than a million times I am sure and probably on this forum somewhere. But I ran across these and got a pretty good laugh out of them so I thought I would share for those who needed an end of the year laugh. The debates on these videos resemble some of those on various airplane forums around the web. I hope everyone has a Happy New Year.

Just a note on using an older C model as a trainer. Someone on this list can chime in here and it may not be an issue but the older planes did not have co-pilot brakes. My 63 C model does not. So just a thought if you are going to use it to train someone to fly, you may be putting all the braking ability in the hands of the student in the left seat. Some have been retrofitted with co-pilot brakes. I am not sure what year co-pilot brakes became standard. Just a thought.

For those who are unaware, the site to get your performance report from the FAA is https://adsbperformance.faa.gov/PAPRRequest.aspx I did it as soon as my ADS-B was installed to make sure everything was working correctly. I know of a couple of people who had ADS-B installed, was told by their avionics shop that all was well but failed the performance report. The performance report looks something like the one attached. If there is nothing in highlighted in red then everything is okay.PAPR_20190224_A89E24_70570520.pdf

Painting a picture in my mind of the look on the flight instructor who signed this guy off to solo....

Here is a good place to give you an idea of the cost. https://www.controller.com/listings/aircraft/for-sale/165401233/1944-north-american-p-51-mustang https://www.controller.com/listings/aircraft/for-sale/33682355/1945-north-american-p-51-mustang and there are a few more for sale. Or if you want a project and get your foot in the door, there is this... https://www.controller.com/listings/aircraft/for-sale/30238905/1945-north-american-p-51-mustang

There is an article about the Naked Mite in a recent edition of Mapa Log. It was restored and donated to the museum by Boyd Maddox.