carusoam

In NJ, sump all the time... Not knowing what the temp inside the tank is... There is a time that you might become comfortable on a string of cold days... when the water stays frozen all the time... Biggest fear, not knowing how much ice might be in there, while flying into warmer air... By now... most people have changed the fuel neck for a stainless steel part.... the 65C had one made of mild steal and it rusted along a formed bend... allowing water into the tank... bottom line... Water shouldn’t be getting in to the tank in such unknown quantities... My experience was Pre-MS. Getting proper parts was near impossible for a youngish aviator... Most winter days are in the 20-30°F around here... often transitioning above freezing in the sun... Best regards, -a-

I’m glad you can share your details, Chrix... even if it is one person at a time... through PM. Best regards, -a-

Paul @kortopates would probably like to hear that, Chrix. ^^^^ Best regards, -a-

One of the times on each flight that it is critical to have three pieces of data available.... 1) MP... 29” (NA Engine) 2) RPM...2700rpm (not Eagle or O1) 3) Fuel Flow... 28gph (your FF May be different) Is right before you hear yourself say ‘air speed alive’ You have a few moments to make the go/no go decision and abort the T/O.... if any of the three aren’t at their expected readings.... These three are things i’m Looking for to know that flying is just a few moments away... it would be nice if they are NOT located in three different places all around the panel. Absorbing the data needs to be quick, as you are on the ground and accelerating, and want eyes out the windows at all times.... PP thoughts only, not a CFI... Best regards, -a-

Things to consider... 1) sources of air, where they come from... 2) The heater is expected to be the primary source of CO. So it gets turned off first... 3) The outside air vent may be sharing the same ducts as the heat... it could be on the suspect list... unless the heat can be really shut off tight. This is the knobs on the panel... 4) Outside air vents independent of the heat system are OK. It would take them being in the exhaust stream to accidently pick up exhaust... if you have a monitor, use it in the stream of the air supply to see what it is delivering... 5) open the pilot side window... it is running A vacuum service...pulling air away from the pilot... the eyeball vents are a good supply of expected fresh air... 6) Doing this is going to be extremely cold. You want to be on the ground to find out what the problem is... and not freeze to death before doing so... 7) Any decisions you make with an elevated level of CO in the cabin, may not be your own best work... even low levels of CO are accumulating quickly in your bloodstream... without practice, it is going to be very difficult to calibrate yourself... 8) you may get the alarm at 10 ppm? You may have a few minutes to experiment with air flow... 9) Unfortunately, you might have a crack in the exhaust pipe growing at an unknown rate. 9.5) in a turbo plane, it might not be contained to inside the heat muff... it could be the warning you need to get on the ground now.... broken pipe, or loose V-clamp... could be the blow torch effect up front... 10) Improve conversion from CO to CO2... deep LOP, low power, slow RPM... 11) The heart, when extremely short of O2, doesn’t work very well... people may have thought the pilot was having a hear-attack, or possibly he was... caused by CO poisoning... 12) Dan has posted the limits of CO that can be ingested over time in his presentation... and that is how the alarm limit / warning is set... @DanM20C see if Dan can point us to that slide... there is probably a get home limit, vs. the land now limit... Best to be in the know for the situation you have... Quick Review... Minimize CO production, don’t let the CO in the plane, blow lots of non-suspect air into the cabin, evacuate the cabin to improve air changeover... there is an exit air vent at the bottom of the baggage compartment make sure it is working/not blocked, get on the ground to sort things out... Being short on O2 is similar in some ways as having many alcoholic drinks...in a very short period of time... with the inability to stop imbibing... short because CO is binding with, and blocking, the O2 receivers in the blood stream, you can’t use José’s magic whiz tube to unload the CO from your blood stream, the liver doesn’t help with the disposal of CO... decision and motor skills are going to be affected making flying really difficult... Until you know the source of the CO, you want to be on the ground before it gets worse... From my firebird experiments... the exhaust pipe separated from the engine block on the way home from the muffler shop... applied some throttle, I heard a bolt snap, smelled the exhaust, and felt some unusual effects within15minutes... used my CO meter after I got home... it was reading the number 80 on the device, blaring a warning... the monitor was from CO experts. I bought the CO Experts one before Dan did his aviation CO study... Aging gracefully/quickly/overnight one day..., I lost a few key senses like the ability to smell/taste fine notes... so I went on a buying spree for the plane and house... CO and nat gas detectors... everywhere... I have had a nat gas leak in the house before... a cracked pipe elbow after the install of a new heater.... got the new heater because we were afraid of it leaking nat gas. The new installation assured the leak we were fearing.... Lesson learned, pipes crack and let bad stuff out... cracks don’t heal themselves, and might get worse, quickly.... turbo engines have more opportunities for cracked pipes to become disastrous... Having a broken exhaust pipe is going to lead to a bad day. Enjoy the bad day on the ground... it’s like a failed PPI that went horribly wrong... sure it’s expensive and inconvenient. But the alternatives are much worse... PP thinking out loud, I only ran out of oxygen once... aviation taught me the meaning of the phrase TUC... you never know when that will be a useful lesson... At least when you are on the ground, you can make a friend to help with your decisions... If you wonder what it’s like to run out of oxygen on the ground... review the recent recording of the ATC controller having a stroke... with a stroke, O2 stops being delivered, when blood goes outside of the usual circulatory route... and can effect the brain more in one area than others... CO will be being delivered evenly throughout the entire body... more general, less acute...? You might get the feeling of something going wrong, you might not... or it might be too late to get on the ground safely... How about telling somebody? On Flight following? Hello ATC? Keep an eye on me, we are having a small CO situation... I want to be on the ground to figure this out.... you will sound perfectly fine to yourself... but you have advised help if you need it... If they ask you to perform a 10 count in reverse, you will know, you don’t sound fine to everyone else... PP thoughts only, not a CO expert, or a doctor, and my firebird no longer moves pending exhaust work.... Best regards, -a-

Downloading the data is a great way to find the stumbles... Make sure your monitor is set up on the fastest period between collecting data points... a stumble is very momentary, if your monitor is set to 6 seconds, it may be really hard to see... Savvy has some good advice on doing this if you are not familiar... Check your logs for the word Champion and see how many hours are on the plugs... Was the stumble during ROP or LOP? Have you run a GAMI spread? This will help indicate if a Fuel injector is giving you the hassle... Savvy also has the procedure for this too... PP thoughts only, not a mechanic. Best regards, -a-

Summary... 1) Welcome aboard Ken, you are about to embark on a fun ride! 2) The written test is a need to know list of about 500 detailed topics. Helpful to know it all from day one, but is not anything like the practical knowledge you are going to be learning with your CFI... 3) Your CFI will be covering all 500 topics as they come up, and some time before and after each flight. 4) To take the test, you need his recommendation/signature/CFI number... 5) I used the Gleim books... read, study, memorize, get it out of the way, demonstrate your knowledge with your CFI, take the test... practice tests are online... artfully written to be as misleading as possible... the test writers didn’t want you to be a pilot for some reason...? 6) Step 1: Get the medical out of the way... report back if you have any difficulty... we have suggestions for that too... meds, heart-attacks, disabilities, we have them all... 7) Step 2: Join AOPA, they have a great monthly mag for students... a great place to look up meds used and other interesting facts... 8) Fly early and often, you are about to find out how quickly your newly earned skills try to fade on you... There are about 30 (?) various physical skills that need to be learned and perfected to an FAA standard... 9) Do you prefer a school atmosphere for learning? There are companies that put a system together to follow.... and there are some pretty good people/CFIs that teach flying one on one... 10) Select a trainer to learn in. As apposed to learning to fly in a Mooney... the transition from one to the next is brief and there is much to be learned by the transition itself... Not all planes fly the same. You get a good feel for why/how by flying various aircraft... What else do you have? Go make it happen! PP thoughts only, not a CFI... Best regards, -a-

Stumbling and mag issues go hand in hand... What mags do you have? How many hours since they were last serviced/OH’d? A lot more than 500 hours? Another thing could be as simple as checking what spark plugs you have in there? If Champion, look up how to measure their resistance... standard procedure for Champion has become clean, gap, measure resistance, get disappointed, replace with the other brand... Got an engine monitor? Can you identify which cylinder is acting up? You should be able to identify what plug isn’t working... PP thoughts only, not a mechanic... Best regards, -a-

While waiting for somebody with mechanical skill to arrive... Which engine mounts did you get, Lord’s? Dynafocal? (I’m not sure if this is a brand or a type...) As far as mounting an engine, isn’t there a Maintenance manual with procedures for that? Maybe a couple of drawings? I’m thinking this is pretty standard IO360 kind of stuff. Not really specific Mooney related... I bet the Lord mounts cost about $100 for each piece of rubber... matching the gear donuts in expense for what you get... Let us know what you find out... Best regards, -a-

We have an EI guy, that is worth asking... Want to ask him? @oregon87 Best regards, -a-

Mag... distributor + coil + alternator... Fully independent of the electrical system... They were real modern technology back in the day... Changing ignition timing is slightly more involved than rotating the distributor cap... Best regards, -a-

Fully load the enemy’s plane, it won’t be able to fly... very far with a UL of about 200LBs... -a-

Bryan, If you haven’t already... Please add contact info to your signature line... We get to know you a bit and come looking for you... Win / Win !!! Best regards, -a- Working on a small screen today. I might not be seeing everything...

Add up all the bits and pieces... install in a J with an IO550/ missile... Or just go O... Upgrade fever! You can have it all. Best regards, -a-

Master, alternator, and avionics have a tendency to be mounted next to each other in order... Sometimes split switches are used when adding a CB/switch... takes up less space... If you have a CB for the circuit, sounds like they didn’t want a switch at the time... PP thoughts only, not a mechanic... Best regards, -a-