Greg Ellis

I just got the plane back yesterday. Flew it from Columbia MO back to Fort Worth Texas. Plane flew very well. I just wanted to give a Pirep to a great shop at the Columbia Regional Airport (KCOU) if anyone ever needs help. Columbia Avionics were awesome. They fit me right into their extremely busy schedule, had me diagnosed and parts ordered the very day I had the problem and got me fixed in a very timely manner. They even made room in their already full hangar to keep me out of the unbearably cold weather up there. I cannot say enough about them and how great they treated me.

I do have a CO monitor on board. It is a very sensitive monitor and not just one of the cards that changes color. It never showed anything nor did the alarm go off. I got an occasional smell of exhaust in the cabin but no where near what you would expect. Just an occasional odor. As far as the CHT levels, I am not sure. But they were much colder than the other 3 cylinders. The big difference was of course the EGT on this cylinder being very cold compared to the others. I was not able to download the data. I was scrambling to speak to the mechanics, get to my meeting and then get an airline flight after my meeting. I caught the last flight out of Columbia to DFW for the day. I really did not have the time to even think about things let alone get the data. I will download the flight when I return.

I use the Knots2U/Aircraft Door seals (same company) version. It mounts on the cabin door. The key is keeping it lubricated with silicone grease. I have tried the one that mounts on the airframe. Stay away from it. It will get screwed up the first time someone tries to slide into or out of the airplane.

Honestly I am not sure and I have not checked the logs. It has not been done since I have owned the airplane and that has been 12 years. It has been repaired in one other spot on the #3 cylinder a few years ago.

Flew to Columbia Missouri from Fort Worth Texas yesterday. When I was about 5 minutes out I started hearing a very loud, rhythmic noise coming from the airplane. It would change in frequency with change in power setting and go completely silent when idle. It was loud enough to hear it through noise cancelling headsets. Checking all instruments, etc...everything looked fine except for one thing. On the EDM 900 the #4 cylinder was running colder than the other 3 and the EGT was almost non existent. It was there but so far less than the other cylinders. The plane was still flying just fine. Oil temp and pressure was fine. So I landed and taxied to parking. Fortunately there is a mechanic shop right there. The EDM 900 pointed to the #4 cylinder and this is what we found: The rhythmic noise I heard was the cylinder venting into the engine compartment instead of out the exhaust. And that seems to be why I heard the frequency changes with change in power settings. Suffice to say, I am back in Fort Worth. The plane is still in Missouri.

So I think it is a memory device like has been said before. My panel in my 63 C model used to look just like yours. What was there in my panel was a turn and bank indicator (the old needle and ball). That was probably removed when they put in the turn coordinator and replaced with the device you see there now. Just a thought.

I asked the shop that did my install recently and this was their response: "Normally in an area away from electromagnetic interference, autopilot servos, antennas, speakers, power cables, flap motors, strobes, rotating beacons, so leaving outer sections of wings or tail as best choices."

I just had an HSI installed and I think they put mine in the right wing quite a ways out towards the wing tip. I can check with my shop to be sure. Where in Fort Worth are you based. I fly a 63 C model out of Spinks (KFWS).

My niece flies Helicopters in the Coast Guard. She was on the fence about flying helicopters or C-130's for them. The reason....Flying the C-130 you did not have to wear a bunch of extra flight gear and the C-130 had a coffee maker.

Just as an aside note. I received an e-mail from Whelen talking about their new Orion 360 LED rotating beacon. It is pricey but seems to be a nice unit with a lower profile. Aircraft Spruce sells it here https://www.aircraftspruce.com/catalog/elpages/whelen-orion360.php Like I said it is pricey though.

Hi Paul, I don't think I am on the map. Can you add me to it as well? Thanks, Greg

Wow...They're identical twins!!!!

I have a 63 C model with no autopilot, no wing leveler, no PC, nothing. I have owned it for 12 years now. Flown in solid IMC and benign in and out of the clouds. Hand flown Approaches down to minimums. It is a stable airplane to fly in IMC. But I am now going to get an autopilot as soon as one becomes reasonably priced and available for the C model. As folks have said it would be nice to let the autopilot fly the majority of the flight so you have the brain power and energy left to fly a good approach. Ending a long 4 hour cross country with an approach to minimums without the help of an autopilot can be tough and doing this over a course of a 12 year period, I kinda want to see how the other side lives. However, the airplane is a good stable platform for IMC flight. And the advent of the EFB and charts at your finger tips have helped a great deal. It is much easier to pull up and electronic chart when needed then to flip through a paper book.

I've kind of resolved myself with my 63 C model into accepting the high cylinder temps on departure (even though the Saavy Analysis guys don't like it). I have tried everything. I bought a new baffling from Airforms incorporated a few years ago. They are as tight as can be. You can barely slip a piece of paper between the dog house and the engine and components. No difference. I then went with the recommendations that my fuel flow was too low on full power take off and departure. Turns out there are 2 carburetors available. One is a lean carb and the other is a very rich carb. The lean carb that I had was only giving me 15 gph on takeoff. So, under recommendation I put on the rich carb. I now see 17-18 gph on take off. Did the cylinder head temps change? Not one bit. Now it is just easier to foul plugs while taxiing. My prop RPM was a little low according to my new engine monitor. I was told that may make a difference to the CHT's and fuel flow So I had my mechanic adjust it up to 2700 RPM (it was at 2625). No change at all. So after putting a lot of money into the situation and not getting any ROI, I decided just to accept the higher CHT's. And I have read in many other places, like on this posting, that say the C model cooling is just poor.

Okay, Shadrach. The interest seems quite high for you to give a talk about combustion events and engine ops. How about a webinar? Maybe Mooneyspace could host it. Just a thought. We may have lots of folks on here with knowledge in many different areas of flying that would want to put something together as a webinar. Live streaming on YouTube may work as well if a webinar is not available. Just a thought.

This thread reminds me of why my A&P/IA charges what he does and why I pay it without question. There is so much that goes into an annual being done properly.

When my Dad owned his Cessna 340, it was based in Texas. However, Flightaware showed it as an Aerostar based in Florida. This was 7 years or so ago before ADS-B out was even a twinkle in the eyes of the FAA. Not sure why it happen. I don't think I would worry about it unless you or family members rely on Flightaware for information about your flights.

The demonstration of the engine mounts and the movement of the engine was interesting. I did not realize this about this airplane. Is that style of engine mount just for the Ultra's (Ovation and Acclaim) or did it come before in the Type S and prior Acclaims and Ovations?

I would think this would go pretty quickly. There are a lot of vintage Mooney owners that have the PC that are looking for more capability. I know an A model owner that if he was not selling his airplane would probably jump at this. He only has the heading hold on his Brittain Autopilot and was on a waiting list with Brittain forever for an upgrade to the Accutrak until they went out of business.

I flew with my step down on my C model and it caused a noticeable 5 mph reduction in cruise speed on the airspeed indicator and similar loss in ground speed.

Sorry about that. It seems pretty straight forward to me since it is labeled on the chart where either UAT or 1090ES is needed.

Free flight systems offers their Rangr series of ADS B as well. They work with old transponders do that is another option.

I would have to pull the receipts but is was around 30-35K. Most of that was labor. The labor was high because all wiring was redone. Behind the panel was an absolute disaster with 55 years of wiring left behind when things were modified or upgraded through the years. There were live wires running nowhere, etc...etc... the shop I went with is quite expensive. I could have gotten it done cheaper elsewhere but I know their work and I know it would be done right. I asked multiple shops about this upgrade. One never got back to me. Another got back to me and said he would get me a quote. 3 weeks later I called hi and he acted like he knew nothing about it. I then asked again and he told me to buy the avionics and he would install them. Well. I know nothing about what would be needed so I said no to him. I told a third shop what I wanted and his quote was for completely different products (for instance, I wanted a Garmin audio panel and he quoted me a PS Engineering one, etc...). So I ended up with the shop I did. They were at my airport so I also paid for convenience. The attached pic is of useless wiring pulled from behind my panel.

The sky beacon from uavionix.com maybe the least expensive way to go. About $1900 and gives you the required GPS position source, etc...etc... No need to get into the panel. It replaces one of your nav lights. For around $5500 you can get a WAAS equipped Transponder like a Garmin GTX 335 or 345 that will give you what you need but would require a pretty substantial install charge with getting into your panel. There are others out there that fall somewhere in between. And it is not required for IFR flight. I have attached a pretty good image of when ADS B out will be required. It should help. Of course, while not the cheapest way, I dove on head first and just re-did my whole panel. Pre and post Pics attached.

I do not have SOS. It was removed long ago when the engine was replaced.