triple8s

I made a heater today in minutes. I used two ceramic 120VAC heaters and a 6 foot long piece of 8 in aluminum flex duct from home depot. I had some foil backed insulation already and after bending the fex duct to shape I wanted I wrapped and taped them up with the insulation. I have a Tanis engine heating system so it takes just a few minutes to heat everything up. I direct the heat up from below by sliding the flex ducts over the tail pipes and the heat blows up and through the engine exiting the cowl air intakes. I pull the CB on electric TC, avionics fans, and turn off my radios at their knobs so i can power up the JPI 730 once in a awhile to get a temp reading on the CHT and oil temp. after reading about engine oil coolers bursting I have become paranoid about making sure EVERYTHING is up to temp before start up. I even have a winter plate to slide into the holder infront of the upper half of the oil cooler. http://www.oilcoolers.com/article_oil_cooler_woes.asp This will get your attention.....

Food for thought about plentums. A friend built an experimental and came up with this. I couldn't find a photo of it but he also had a seal aft of the spinner. He has a site at n56ml.com.

I could get the dimensions tomorrow if you like. I had a C model with a J cowl and it had cowl flaps. I LOVED them cause most of the time they can stay closed and never really needed to open them, however, in the hot summer high humidity setting in line with wind up the backside I could open them and set there as long as I wanted. This being said the extra work in designing and building in cowl flaps is definitely significant and an additional cost so if they can be eliminated its a good thing.

I made dryer several years ago and have a two liter container filled with desiccant and I usually dry them out in the oven on. A cookie sheet when they get soggy (turn pink). I was wondering if others reuse their desiccant and f so what's the best way of drying them. Seems like it takes quite a bit of time in the oven to get dried out and almost seems more cost effective to buy new ones.

I'm no engineer but I believe and have also read that the outlets for cooling air helps to pull the air out from the bottom on the "O" and also you gotta watch the temp when setting with your @ss into the wind waiting in line for take off on the hot summer days.

When do we get a sneak peak ????

"If it's still made fully from leather, good luck making it work properly." Doeskin is quite flexible and soft, and if you use the right piece it already has a hole. :-o

I have a buddy who's turbo arrow went tits up he sent his TCM TSIO 360 to Zephyr Hills in Florida. He doesn't have it back yet so can't say yet how they did. I had a Poplar Grove rebuild and it was a very good engine but it was a Lyc not TCM.

I am by no means an expert but the C model I owned for 5 years had a Poplar Grove Airmotive reman on it when i purchased it which had 105 hrs SMOH when i bought it. This motor was the smoothest I have ever flown behind and I had ZERO problems from the engine, it used virtually no oil between oil changes, no surprises with that engine. I recommend them for Lycoming.

ISKRA is the starter. and I have been told that the combo of ISKRA and the adapter lasts about 400 or so hours and it is better to switch to the heavier Energizer(Hartzell) starter because the ISKRA doesnt spin back easily.

I have read up on the adapter saga and am now wondering if there is an alternative to the ISKRA adapter. AERO has an adapter in stock but if there is a better unit now is the time to make a change. Any thoughts?

Well like I said yesterday I noticed slippage yesterday and I don't want to create trash n the oil and ruin a 450 hr engine. I have read about leak issues but from what I understand that's with the adapters that have a shaft that sticks out the back of the adapter with a nut on it. I guess I'll start on getting an adapter exchange (sigh).......I got my IFR ticket fall of 2012 and traded planes, because of having to get my h/p endorsement I haven't shot many approaches nor flown enough IFR to stay current. Now this.

Went flying today and when a was restarting after fuel up I noticed my starter slipped just a tiny bit when starting up. I'm wondering how long I have till it has to have starter adapter work?

Hank you are lucky your wife will accompany you mine has went on two maybe three trips with me since 2008.

Let's face it in this day and age a company has to protect it self. Look at a cup of coffee, caution contents hot, really? The bulletin is only saying if you don't buy our parts we cannot guarantee the out come, and as anyone ought to be able to understand, how could Mooney guarantee a particular level of service when parts of unknown quality or specification are used. Ultimately it is still up to the end user, for now that is.

Sun shade at a reasonable price !

"You get what you pay for..." If you're lucky!

Guess SW will boast " Service at two airports into Branson, but only one departing" lol

"jetdriven" IDK our plane had an outboard skin replaced and Parker's 252 had to have a skin replaced also. AFAIK neither was done in a jig.

Boreal One........how cold is cold? My better half is from up north and her and I have different definitions of "cold". Was ice fishing once and I called it quits because -18df and wind is too much for me, she said I was a wuss!

I flew a C model for 5 yrs and my friend flew a 231 w/GB for a lawyer. The 231 parked beside me for about 5 years and I have even received dual in it as the friend is a CFII and I received a few hours in the 231. He had very little trouble with the GB, however, the friend has thousands of hours in cessna turbo sky masters which have similar engines with very similar problems and he became very good at managing the hot running turbocharged TCM. He is very mindful of the engine and keeping it happy. So it is my opine that if managed properly the GB can get to TBO however in his words, the way the engine is set up it cannot give its full potential with sacrificing longevity. I have since moved on to another airplane and another CFI and the lawyer passed away so I don't see the friend much anymore. The lawyer passed away and the 231 was pushed out on tie down about two years ago although recently it was ferried up to a shop so it can be annualled and placed up for sale. Might be a good plane but the avionics are old, I believe the tail is 234JP. It's located at kdkx

Wow that Paint scheme looks so right on a Mooney. Too bad the predator didn't win out over the beech.

Id say a ham fisted dentist would have to have big mouthed patients now would'nt he?????

Another pilot "ruined" by a ride in a rocket.........never to be satisfied by anything less............

Explain the "kept the plane in a heated hangar "...... I think I know but go ahead and spell it out. I always want to learn.