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mooneyflyer last won the day on December 11 2012

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About mooneyflyer

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  1. Sodium in Oil Analysis

    Continental does not fill their exhaust valves with Sodium. Any other ideas?
  2. Sodium in Oil Analysis

    Got my Blackstone report and it showed SODIUM. It went from 0-1 to 24. What is a source for Sodium in an IO550? thanks
  3. The Mooney Flyer

    Wow! Thank you Dr. Dubin. Jim Price and I are just having fun trying to give back to the Mooney Community in the same way you are with the incredible Mooney Summit.
  4. Initial FlightStream 510 Setup Questions

    A HUGE THANK YOU to everyone, especially Maurauder, for identiying that I need to update my GTN firmware.
  5. Initial FlightStream 510 Setup Questions

    Gimme a call at 8057698750 if you dont mind
  6. Please help new Flightstream 510 owner...

  7. Initial FlightStream 510 Setup Questions

    That's my question. I turned on the 750 and it immediately provided Status "Processing Wireless Databases... which is necessary for future wireless updating." i waited 90 minutes... nada. then I clicked on SKIP and tried to Bluetooth pair by selecting SYSTEM-->CONNEXT SETUP, but could not enable pairing. i had loaded all databases from flygarmin to 510 in advance
  8. Just bought a Garmin FlightStream 510, but have 2 issues: 1. It has been processing Wireless Databases for more than 90 minutes... does it ever finish? 2. I tried to enable Bluetooth pairing by going to GTN 750 "SYSTEM", then "CONNEXT SETUP", but the option to enable bluetooth pairing is grayed out. Anybody smarter than me can help me? Thanks in advance, Phil
  9. Downgraded to non-Mandatory SB and FAA therefore will not consider an AD. Thanks in large part to Mike Busch!
  10. I'd love to get a bunch of Mooneys to come and outnumber all the other aircraft flying in. Thanks fellow Mooniacs There will be a huge CalPilots EXPO October 13-14 in Paso Robles, CA. Mark Baker will kickoff the EXPO at a Wine & Food Reception on Friday evening from 5-8pm. On Saturday morning, the EAA will be hosting a Pancake Breakfast from 8-10am followed by a "State of California General Aviation Presentation by CalPilots. This will be followed by a Cheesesteak sandwich lunch and a Presentation by Captain B. Schiff "Airline Pilot Tips for GA Pilots".Then a series of 4 seminars for both Pilots and their Passengers on Basic Med, Supporting Your Airport, Pinch Hitter Course, and Flying Destinations in California. All weekend there will be a static Aircraft Display and Exhibitor Hall. Airplane camping as well.Go to: for details and to REGISTER.California represents 10% of General Aviation in the USA and CalPilots is the California Pilots Association representing all of GA.
  11. Mooney Fly-In, Harris Ranch, CA

    Joe's is exceptional at PRB... though I am based there and maybe biased. If you decide to fly here, I wlll host everyone.
  12. Low Battery Two in Ovation

    Dumb question, I also have 2 batteries on my Eagle. I have been told that if you are running on Battery #1, that Battery #2 gets only a small trickle charge. Meaning that only the Battery selected is getting a full charge. True or OWT?
  13. Ramp and Other Fees AGAIN!

    Would a simple website with AIRPORT_ID, FBO_NAME, FEE be useful? Such a website would be trivial to put together and be fed by actual pilots based on actual fees... and updated/revised by actual pilots?
  14. Got this email from Mike Busch on a potentially costly AD on IO550, if FAA so decides... Important News for Continental 520/550 Owners View this email in your browser SAVVYMX SAVVYQA PREBUY ANALYSIS BREAKDOWN Important News for Continental 520/550 Owners Extremely costly AD may be in the works Late last week, Continental Motors issued Mandatory Service Bulletin MSB05-8B affecting all 520- and 550-series engines (plus a few IO-470s). Now normally Part 91 operators are not required to comply with manufacturer's service bulletins. However, when Continental issues a Mandatory Service Bulletin, it means that they have asked the FAA to issue an Airworthiness Directive (AD) to make compliance compulsory. That's the case with MSB05-8B. The backstory began in 2005, when Continental issued Service Bulletin SB05-8 announcing the release of an improved camshaft gear (part number 656818) to replace earlier camshaft gears (part numbers 631845, 655430, 655516, and 656031). The new-style gear was slightly thicker (by 0.060") than the older-style ones. SB05-8 recommended (but did not require) that the new-style camshaft gear be incorporated at the next engine overhaul or whenever replacement of the camshaft gear was necessary. Then in November 2009, Continental revised another service bulletin (SB97-6) to make it mandatory for the older-style camshaft gear to be replaced with the thicker 656828 camshaft gear at engine overhaul. (SB97-6 is the service bulletin that specifies what engine parts must be replaced at engine overhaul, and so compliance is required to call it an "overhaul" as opposed to a "repair.") Replacing the camshaft gear can only be accomplished if the engine is completely disassembled (crankcase split), so the only reasonable time to perform this replacement is when the engine is being overhauled, or when the case is split for some other reason (e.g., a post-prop-strike inspection). It also turned out that for Permold-case engines (used in Bonanzas, Barons, Cirruses, Columbias and twin Cessnas, among others), the new thicker camshaft gear had an interference problem with the crankcase, so the crankcase must be modified in order to use the new-style gear. So far, no problem: The new-style gear has to be installed when the engine is overhauled. Now, for many years Continental's official recommendation has been that their engines should be overhauled at some recommended number of hours (TBO) or after 12 years in service, whichever comes first. This is only a recommendation, not a regulatory requirement, so many owners run these engines past TBO and almost nobody pays any attention to the 12-year calendar-time recommendation. Is it coincidental that on the 12-year anniversary of SB05-8, Continental Motors has "promoted" its service bulletin to "mandatory" status, and asked the FAA to issue an AD to make it compulsory? Hard to tell. Exactly why Continental decided to do this now is not entirely clear. So far, they aren't saying. My best guess is that this may have arisen from December 2015 engine failure incident involving a Beech Bonanza that experienced a catastrophic engine failure and made a successful forced landing. The cause of the engine failure was ultimately determined to be fatigue fracture of three adjacent teeth on the camshaft gear, which was an older-style 655516 gear. (The engine was a Continental factory rebuilt engine manufactured in 2001.) So far, I have not been able to uncover any other recent camshaft gear-related engine failures in Continental 520- or 550-series engines, although Continental apparently told the FAA late last year that it has seen a few damaged gears that could possibly have progressed to failures had they remained in service. Best I can tell, such failures are extraordinarily rare events. Savvy manages the maintenance of many hundreds of 520- and 550-powered aircraft with the older-style gear installed, and in the eight-plus years we've been doing so we have yet to encounter a single camshaft gear failure. In the wake of the Bonanza incident, Continental's legal department may want to get all the older-style gears out of the system ASAP for liability reasons. (A more cynical school of thought holds that issuance of an AD requiring immediate teardowns would create a big financial windfall for the company. Personally, I'm more inclined to blame the lawyers than the bean counters.) Now here's the rub: MSB05-8B calls for replacing the gear "within the next 100 hours of operation, at the next engine overhaul (not to exceed 12 years engine time in service), or whenever the camshaft gear is accessible, whichever occurs first." If the FAA were to do what Continental is asking, any engine built, rebuilt or overhauled prior to 2005 would have to be torn down immediately, and any newer engine would have to be torn down within 100 hours unless it can be shown that the new-style thicker gear is already installed. FAA may not buy into the 100-hour compliance requirement, but very well might go with the 12-year requirement (only a guess). Another school of thought is that the FAA may not have an appetite to take on such an expensive and controversial AD under the anti-regulation climate of the current Administration (but I wouldn't bet on it). For now, all we can do is wait for the other shoe to drop and see what the FAA's Notice of Proposed Rulemaking (NPRM) says. I urge every Continental owner whose engine(s) might be affected to keep a close eye out for the NPRM and reply to the rulemaking docket during the public comment period (which is usually only 30 days). Unless the FAA can make a compelling case for a genuinely unsafe condition (rather than a freak failure or two), I think the owner community should fight this AD tooth and nail. Maybe we'll get lucky and the FAA will decline to issue the AD that Continental is asking for. Or maybe the FAA will issue an AD that calls for camshaft gear replacement only at the next overhaul or teardown (with no 12-year or 100-hour limit). Otherwise, this could get extremely expensive for a lot of aircraft owners. Michael D. Busch A&P/IA CEO Savvy Aviation 2008 National Aviation Technician of the Year
  15. Santa Monica

    Is there any effort to turn PUBLIC OPINION against closing this airport? I'm not talking pilots and airport businesses... I mean businesses and key public figures... just curious. All I read is they cannot close until 2022 (or thereabouts) and there's also the original contract that says the City can never close it... but that doesn't appear to be working... anyone have info?