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carusoam last won the day on February 19

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About carusoam

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  1. Denver Post Airport Article

    Looking at Joe’s plane after landing.... there are some differences from the in flight pics. I guess a single engine GA plane climbing away, doesn’t look as menacing as the twin engine corporate jet... News manufactured, while you read it... Best regards, -a-
  2. TN550 with TKS?

    Definitely check in with Hartzell in the US... They have a good sales/customer service group. from the Internet... I’m only a Private pilot, I don’t know much about anti-ice devices... Best regards, -a-

    LOP will add an extra layer of complexity with the O360. Consistent Fuel distribution is very challenging without Four separate fuel injectors feeding the cylinders... Another question to throw on... what made you choose 2400 rpm to go with 25” of MP? Do you have the usual(?) 2700rpm red line? Best regards, -a-
  4. TN550 with TKS?

    Welcome aboard, Garth! Mooney Acclaims are all born with a Continental TNIO550... The Hartzell TopProp is the typical prop for it... a three bladed aluminum prop with known specs (should be easy to look up) thin blades... Many of the Acclaims are full Fiki birds. What part of Canada are you in? Where is the bird at currently? We have a Mooney service center in the east end of Canada that is also familiar with the TNIO550 used in Cirri... not sure how helpful that can be... See if @M20Doc can help... (this is a note sent to the doc) was that of any help? Best regards, -a-
  5. 8 day clock

    Mine said wakmann right on it. If it died, I kNew it was time to go flying... more often... Somebody has started a thread around here already regarding where to get wakmann service. one part instrument shop to get a nice logo printed on it. One part clock shop to get the right bearings and springs... Best regard, -a-
  6. G5 indicated airspeed vs Stock indicator

    Sounds like a leak may have shown up recently? Would one instrument be more sensitive to the leak than the other? Which one is showing the slower IAS? Old mechanical or new electronic? Has the G5 started showing GPS ground speed for some reason instead of IAS? Pp thoughts only, not a mechanic. Best regards, -a-

    One of the things that seams to be missing... On a certified / factory built plane, all the approved add-ons come with instructions to be followed. How to install it. How to operate it. Weight and balance details, where exactly to install the TIT gauge, those kind of things... The installation process has been approved by the FAA. If it needs heat shields, or insulation, or air flow, these are generally outlined with how to comply. The (broken) louvres are an addition, were not standard on my old M20C... The operations aspect will probably have MP and TIT limitations for various regimes of flight. With the older planes some of the documentation is at best, not existing... Many NA M20C pilots will climb at air speeds of 120mias... for improved CHTs. Pretty far above the usual Vx and Vy. With decent instrumentation, do you have a feeling for how Rich of Peak you were operating the engine? Normally aspirated engines often use full Rich or a range of 200 - 300°F ROP Do you have fuel flow info to go with that? Do you know if your secondary fuel nozzle is operating at full throttle? This is the secondary fuel circuit that is used to supply additional cooling during wide open throttle operations... are you intentionally pulling the throttle back to cut this extra circuit? I’m looking for the reasons that your exhaust pipes are glowing red (assumption based on the heat damage in one flight)... What were your CHTs during the climb to 14,000’. The standard M20C cowling is not very good at air cooling. There are a few cowling mods that have been available through the years. Questions in brief.... Got any install and ops docs? What climb air speed were you using? What fuel flow were you seeing? How did you set the fuel mixture? Are you familiar with the secondary fuel nozzle? Did you get any transition training specific to this airplane? Do you want to get some? Do you know how hot this had to get to char the paint and crack the sheet aluminum? Again, to be clear, I am only a Private pilot, and these are the questions that come to mind... I was new to Mooney ownership two or three times... i’m Still new to mooney ownership... Best regards, -a-

    @Drmooney First, welcome aboard.... quickly, From the picture... Looks like you have a serious plumbing problem in your exhaust system... Is that paint burnt? If yes, that is a do not fly sign. I could be completely wrong. But, prefer to err on the side of caution. Leaking exhaust pipes have a tendency to cut like a torch and light things on fire... Have a mechanic come to the plane.... Looks like there is a lot of heat damage that has been going on for a while... cracks in the sheet metal and drilled to stop the crack propagation. Somebody has been aware of this before. Kind of looks like the 2 into 1 Y pipe is in the same location behind the crusty paint. Is there any evidence of exhaust deposits there? Do you have a CO monitor? I would expect you might be seeing some CO levels in the cockpit to go with that... Hope that helps... Private pilot observations only, not a mechanic... Best regards, -a- There are not many O360s with turbos around here to compare notes with. Do you have a copy of the STC and/or operations guide to help with your challenge? We have a few people with an IO360 and a turbo that may be able to lend their experience regarding similar cowling and heat challenges....
  9. M20E Fuel Starvation Accident

    Funny observations... 1) There is a lot of fuel in the lines and carb bowl in an M20C... 2) In an old M20C, The detents May not be noticeable anymore... they were there once... 3) As a newbie, you may not know there isn’t a both position between L & R... 4) That same newbie can get the plane to taxi a hundred yards before it begins to stumble... 5) From inside the plane, it is difficult to know fuel actually drained from both tanks... unless you move the plane, or move the pan... 6) the selector handle should turn smoothly. If it is stiff, that is a sign of something to put in the schedule... 7) Lasar has a kit to update the worn parts.... Stuff I remember from my first Mooney flight... that, and the acceleration of 180hp was huge! Best regards, -a-
  10. Bravo Rear Seats Folded

    All the long bodies are probably sharing the same back seat... The bottom cushions come out, via Velcro... Seat backs fold nicely in that space... Making the LB a lot like a pick-up truck... Use caution, make sure the load is tied down well. Sorry, can’t think of where to find a picture of this. Best regards, -a-
  11. Dev, I sent a report to Craig. Something went wrong with the attribution.... Best regards, -a-
  12. Should I or Shouldn't I

    Welcome to the O club. Keep both eyes open while reviewing the specs. 2008 was a tough year... you will want to know if you have WAAS capability or need to add it. What the costs will be if you need to add it... 2020 ADSB or not... Three options that are nice to have, but have weight... A/C Built in O2 Fiki anti ice Often preferred powerplant options... 310 hp Thin bladed TopProp (or composite if you like) PP Stuff off the top of my head... Best regards, -a-
  13. Sam Husk gave some input for someone seeking flying dog advice a month or so ago... Sam also showed us... Learning to fly in the middle of nowhere can be a benefit for time and finances... Best regards, -a-
  14. First time this is showing up? Or has it been like this since the early days? Looking for a sign of break-in not getting completed. Glazed cylinders, that kind of thing... Best regards, -a-
  15. There is some oil getting to some spark plugs... Looks like #5 has an oil deposit on the lower spark plug... It might have good compression, but the oil ring might be having difficulty... might be a good idea to scope the inside of the cylinders with a dental camera device. Looking for the hatched pattern on the walls. These are the surface marks that help keep oil in place with the rings. A lot of wear smooths the cylinders and the gap allows more of the oil to pass into the cylinder. How many hours on these cylinders? This may look like a high time engine, but with the reported hours of 200 or so.... is it a break-in issue? Got Any CHT data to share? Typical cruise, under 380°F or over 400°F? Seeing any oil useage? Any oil dripping from the exhaust? Any oil in the intake? How many hours on the turbo? PP observations only, not a mechanic. Best regards, -a-