carusoam

1k X 1k = a lot of AMUs… hey everybody! -a-

Denis, which engine/prop do you have in your ovation? that looks like the 280hp Mac prop, that may be limited to 280hp… fuel flow FF is often used for CHT control during T/O and climb… Setting FF for the 310hp IO550 may require convincing your mechanic to set it above 30gph at WOT… There are renferences around here for FFs that people use for their IO550s at 2700rpm. PP thoughts only, not a mechanic… best regards, -a-

DMax did the PPI on my Ovation… Airmods did a few following annuals… best regards, -a-

Deploying speed brakes as a normal procedure… works against the whole speed and efficiency mantra of most Mooney’s pilots…. unless, your engine is on fire, and you want to be on the ground in two minutes… Speed brake efficiency is a speed squared kind of thing… deploying them during high speed cruise is way more effective than during approach or landing phases… in an emergency descent… you will be using all of the brakes… gear down, no throttle, prop in, speed brakes deployed… descending at gear deployed speed, slightly faster than gear operating speed. best practiced before needing it. For best engine economics… Bring somebody along that has done it before… descent rates can exceed 3X of our normal climb rates… it definitely goes off the Vsi scale of many Vertical speed indicators… PP thoughts only, not a CFI… Best regards, -a-

The switch covers are hard to obtain… when you buy a switch, you get the choice of one cap… Sensata doesn’t make it easy to buy just the cap… we do have somebody around here 3D printing some pretty nice caps though… best regards, -a-

https://www.airmodsflightcenter.com air mods is a classic Mooney Service Center… owned and operated by a guy that really knows Mooneys… probably not the place you would go for things that you can buy from the big box store… but, if you need it, and want it installed in a Mooney… great place to go in NJ. Best regards, -a-

Dimensions for the switch are available from Sensata website, drawing… the chance of any matching switch not fitting… is slim to none… they have all been the same basic shape for several decades… PP thoughts only… Best regards, -a- inviting @jkarch

Invite Rich and Doc Jon to the conversation… both have a turbo connected to their IO360… @M20F-1968 @tomgo2 interesting contact for this conversation… @N201MKTurbo Best regards, -a-

Sensata doesn’t sell direct to customers… because they suck… (plus they won’t sell just the printed switch caps) I use aircraft spruce… they may have them in stock, or can get from Sensata quite quickly… +1 for holding onto your existing switch caps… they snap on and off an oversized metal body… Landing lights of the original kind…(not LED) use a lot of electricity and generate a tiny spark each time you turn them on… this tiny spark knocks a micro piece of metal off the contact surface…. After years of operation, the CB switch loses its over center nature… the click gets softer and softer over time, as does its ability to resist tripping. PP thoughts only, not a mechanic… best regards, -a-

Quick reminder… IO550s love their cooling fuel at WOT… what is your max FF? 28, 29, 30gph, or more? PP thoughts only, not a mechanic… -a-

My favorite discussion…. Always take the extra time to type a lot of extra details… just when you think they aren’t important… somebody is going to ask for them anyways… typical flight for my O3 powered O1… Take off… full rich, or blue/white box if using EGT method at higher altitudes MSL… climb… leaning above 3k’ or so… using the blue box, or white box if you are G1000 equipped. the boxes keep the EGTs within 2-300°F ROP… modern Mooney’s with IO550s have calibrated EGT gauges providing real data… Cruise… Above 8k’, the MP is too low to damage the engine… I typically run about 2°F LOP… ensuring all of the fuel gets converted to noise… Gamis are good… but, the io550 may already have a Gami spread of about 0.1gph between all of the cylinders… So… measure your gami spread first… the curvy intake tubes you paid for actually do something good! If you have the 310hp STC… climb out at 2700 cruise climb at 2550 cruise at 2550 Some people descend using a lower rpm… others will adjust the descent rate to maximize ground speed… while being cognizant of the maneuvering speed and bumps… going 50°F LOP has its limitations… use it when you need to, not because it is a good idea all the time. getting used to these ideas probably takes a year… getting to know a chart of data, then speeding your way through leaning procedures properly… Start with the blue/white box… Climbing LOP… nice idea, but too challenging to get right… with 310hp, your climb rate is 2k+fpm…you won’t be climbing for all that long… Best regards, -a-

The big thing to recognize… 1) Know what your base line CO number generally is… 2) your meter may read 10ppm while taxiing on the ground or doing a run up… it’s nice to see your meter working… 3) if your meter starts reading a different number or different range… your meter is talking to you… you may be running rich on the ground, while normally running very lean…. 4) +1 for using the CO monitor as another instrument… if it hints of reading high in its current location… move it to a different location. move it in front of the heater outlet to see if it goes vertical, Mav…! 5) number of air molecules in the cabin declines with altitude, while the engine produces a never ending supply of CO (comparatively…). 6) maximize the O2 in the cabin… maximize the O2 reaching your nostrils… - turn your O2 system up safely… - check your air vent CO level! minimize the CO production… - lower engine power… - lean of peak… - consider flying at Carson’s speed… minimize CO production, but may extend time aloft… 7) remember, above 10k’, we are running pretty low on O2 under ordinary conditions… the sticky CO won’t go away fast enough… 8) Cognitive skills decline as O2 levels drop off… similar to the effects of alcohol… the brain has a few different capabilities that will all be effected differently…. Memory and thought processes are two important components… with a mega headache… we get a whole new level of distraction added to the pile… 9) cutting torch under the cowl… is a land now opportunity. Review the procedures often… Fly Safely! Partial PP summary only, not a CFI or safety guru… thanks to everyone who added a thought, or just read the posts… best regards, -a-

@exM20K Dan, I’ve got you covered! thanks to Hank @Hank… Best regards, -a-

Nice input everybody! I enjoy the related rates conversations… very chemical engineering-ish… 1) the rate of CO absorption vs CO exhaustion… CO gets an unusually strong bond… 2) strength of CO / hemoglobin bond vs O2 / hemoglobin bond… 3) And mostly… the increase of CO2 production vs CO production while lean of peak… excess O2 vs O2 limited… when it comes to cracked metal parts… a small leak can turn into a very big leak when the crack propagates without telling anyone… can be similar to a windshield chip, turned spider, turned crack, turning into a crack that runs across the entire windshield… know your V-band limitations… they are expensive and have real limitations on their number of times the can be re-used… mufflers have parts that direct hot exhaust gases properly… often these internal baffles get warped and start misguiding the hot gases… causing hot spot problems… has anyone seen @DanM20C lately? he always has good input on this topic… Especially on the speed of falling asleep in the climb… Best regards, -a-

Some modern Mooney overhead vents… are supplied with air from a NACA duct at the base of the tail fin… Don’t be surprised to find that air from the cowling somehow gets brought to the tail’s air intake… Some CO seeking MSer… found his CO leak entering the cabin from the avionics wires running to the tail… were not adequately sealed at the penetration. -a-