carusoam

There was a similar question regarding Kansas the other day... Otherwise to sit in eligible Mooneys for sale... Find all American http://allamericanaircraft.com/default.htm Best regards, -a-

There may be a couple of MSers that know the connections between a magnetometer and the Aspen... We also have an Aspen guy around here... @Andy Smith Best regards, -a-

Welcome aboard KW. There are only a few rental Mooneys around the world... There is a recent thread around here... have you seen it? Transition Training in a Mooney can be had by first finding the CFII with one... Look for the list on MooneyFlyer.... https://themooneyflyer.com/cfi.html Lastly, flying and buying Mooneys... there is a place for that as well... Called All American Aircraft... http://allamericanaircraft.com/default.htm Go O! Best regards, -a-

Something like this? $70 https://www.sportys.com/pilotshop/6-pin-connector-to-twin-plug-adapter-for-bose-a20-aircraft-powered-headsets.html?utm_source=google_shopping&m=simple&&mrkgcl=596&mrkgadid=3052702952&utm_medium=cpc&utm_campaign=Aviation+Headsets&adpos=&creative=295428070000&device=c&matchtype=&network=g&gclid=Cj0KCQjwj7v0BRDOARIsAGh37ir6Ny3aeYyTcyTrZLhIxy8HTNrb5CxqqWAzWpLJtrT4pMysSL_b6LIaAk1CEALw_wcB&gclsrc=aw.ds -a-

+1 On improving cooling for the offending cylinder... As Oscar pointed out... Some things to consider about the Carburetor... The M+S manual is posted around here, probably in the download section... Marvell Schebler There are different versions of the carb available... which are different set-ups... One big variation is the size of the main fuel nozzle... it would be interesting to see which one you have... a serial number study is probably all it takes... going to a larger nozzle size will probably deliver more fuel... There is a secondary fuel nozzle that opens up when the throttle is pushed beyond a limit... With the JPI... you can probably watch the secondary nozzle open and close with the EGTs... On the ground, you can verify the valve’s arm that operates the second nozzle... see if something is changing here... In cruise flight... Most O360 pilots want to cruise WOT, but with the secondary jet closed... pulling the throttle back a small amount will do this... Hank explains this operation often... The secondary jet adds another 10% FF... 1-2 gph... (?) With the FF... this should be pretty obvious as well as you dial the throttle out... While checking things around the carburetor... Verify the carb heat system isn’t adding to the challenges... The delay of the two colder EGTs rising... this might be related to the secondary jet getting closed down... It might be something to look forward to... getting the jets cleaned... like cleaning fuel injectors... PP thoughts only, not a mechanic... Best regards, -a-

Saw it when it got uploaded yesterday... I immediately down loaded it... and started reading... It looks to be a giant step forward from what I have... 1) I have memory... old and fuzzy... 2) I have the POH... a few hundred printed pages... a challenge to go through while flying in an emergency... 3) I have the electronic POH... always available, but hard to get to the emergency section without any indexing... Thanks for sharing it... Best regards, -a-

Creek/Paul, The donation required is $10. The donate button is at the bottom of every page... When you look at the list... you can see the number of people that have looked at ads... https://mooneyspace.com/forum/10-aircraft-classifieds/ As you have posted it here... will work pretty well also... As far as flying with traumatic brain injuries goes... the Class III SI is a route to consider. (SI... Special Issuance). As is Basic Med... All TBIs are different... but significant recovery is possible... A long slow methodical process... (I have had the honor of working with many people in recovery of TBIs) The PA28 would make a great stepping stone to an M20E... could be the time for stepping up... PP thoughts only, not a cog therapist... Best regards, -a-

If speed and efficiency drives your decision making... Congratulations, you have found the Mooney! Where is your boat business? Best regards, -a-

If CHT4 is the one that is only getting 220 ROP... That would be interesting... With the IO550... we lean in a range from 300° to 200°F... during the climb... (blue box EGT method) If you leave the mixture in during the climb... the MP drops faster than the FF... EGTs are getting colder as you go higher... When we drop out the bottom of the blue box, adjust the mixture to the top of the box again... Best regards, -a-

@Daneshgari Perry... This is the same Savvy we are discussing in the other thread... I saw Allegro giving a review above... he now flys an Acclaim... Best regards, -a-

How deep ROP are you able to get during T/O power? This should be near 300°F ROP... Engine set-up usually takes care of this... Check mixture cable to see if anything is coming apart at either end... thinking of changes over time... leaning to kill the engine... there should be an rpm rise prior to it dying... another mixture related set-up thing... Best regards, -a-

Ross, This is your kind of challenge... Something has changed over time... causing CHT4 to misbehave... I made a dozen observations... but nothing sticks out as THE cause... One detail to keep in mind... a Surefly mag is being used... Looking forward to your insight... Best regards, -a-

Savvy does the comparing for you... Part of their service... They can review your plane through time... and across similar planes at the same time... You may find this is the best that O360s can get... Climbing out @120mph is usually done to keep CHTs cooler than their redline... Having a JPI just opened Pandora’s box of engine details... It will be really interesting to see if other O360s behave similarly... Dev has a JPI on his M20C... but he hasn’t been around for a couple of weeks with the Covid activities increasing in the area... Paul Kortopates is our connection to Savvy... he may be able to find Dev’s data if he left it shareable... Best regards, -a-

Nicely covered, 88V! If you don’t mind... what type of business are you in? Best regards, -a-

Nice pic of the whistle hole in the case vent line too! -a-

Joe Z had a BMW logo on his Acclaim... The BMW design team was used to design the interior, and exterior paint scheme... Automotive tie-ins... Best regards, -a-

The knee board still reigns supreme!!! Some people can probably memorize the details... when executed in a uniform way... I just use the piece of paper on my lap to write down frequencies, ATC station, altitude, kolman’s number... Add in notes like fuel change, time, gallons used... With 100 gallons on board... I start running out of United States... before I run the tanks dry... Best regards, -a-

For the down lock button... Consider using a used one from the regular sources... the locking bits probably won’t have the same wear challenge as the block itself does... @Alan Fox @Jerry Pressley Best regards, -a-

That Angry bird belongs to @thinwing... He covered all the details of what it takes to get that done in a thread around here... Best regards, -a-

It is good to see some things behaving very repeatably... (Brice’s O360... ) Have you ever cleaned the intake out of an engine before... any engine? I learned to do this with my Chevy... lots of exhaust gumming up the works in the intake... When I went to apply the same theory to my O360... I was incredibly surprised by what I found... (no exhaust, something worse) There can be a very thick coating of blue goo growing inside the intake tubes, and all the way up into the area where the fuel enters the intake valve... After the carburetor, the fuel air mixture travels through the intake tubes heated by the oil in the oil pan... Lots of evaporation going on depositing lots of blue die and lead compounds.... the build up is thick gooey and is better off not being in there... If going to the big gun... or paying Savvy to review your data... that last flight with the details of each step over time... will be very helpful... The first oddity I see... occurs when the prop control is pulled back... the four EGTs spread out... what causes that? The engine starts breathing differently with EGT1 notably running cold... the red colored line... When the throttle is pushed in for T/O it is expected that all four EGTs will rise in unison... EGT1 fails to get off the ground.... EGT2 is close behind... Near 12:30... EGT1 and EGT2 start to climb... as if they just joined the T/O party... what is causing this behavior? It looks like Cylinder #4 is doing notably more work than the others... or it is just closer to peak than the others... Any vibration with that? How old is the carb? Has it been OH’d? Has it been serviced in any way? Has it been cleaned out? From the wacky 1.3 Gami spread... compare that to other Savvy O360s /M20C&Ds.... see what the norm is... from the wacky EGT1 falling out during the prop pull... flying the plane isn’t required to see the oddities... Looks like EGT1 is running extra rich 100°F... could be as simple as EGT1 sensor location? What caused EGT1&2 to delay warming up during T/O? This won’t be sensor location. Looks as if something is changing there... The inflight mag test is really interesting... It appears that the Surefly... is operating so strongly it is burning more fuel than an ordinary single mag... Eeeeesh... what happens at 34:30? is this when the Surefly takes a Classic break? Going between one mag and the other...? There is a bit of a lag that occurs switching between mags and the electronic mag’s computer has a start-up moment... documented in several places... Helps to have the two independent on/off mag switches for this effect... the rotary ignition switch causes extra challenges going through the single mag locations... I get baffled again with the Gami spread... a new and different cylinder stands out as the hot one... EGT3 stays warmer than the others while you are doing the test... See what it costs to have savvy review your data... See what it cost to rinse the intake out... some of the tubes are easy to remove and clean... the valve covers are easy to remove and you will see where air/fuel goes.... lots of blue goo... there too... If you see tons of blue glue that has deposited over decades... get it cleaned out and collect the same data again...see if things improve... If the carb hasn’t been OH’d in decades and thousands of hours... this could be interesting as well... Sometime the wrong fuel jet gets used for various reasons... it is possible to see improvements with a new or different jet... I wish my O360 had a JPI.... Lastly... during shut down... do you lean slowly to see an rpm rise? I don’t see it in the data... this is a simple test to see if something in the mixture is set up properly... the rpm should rise as it goes from deep ROP to LOP to deep LOP to unable to run... PP ideas only, not a mechanic... Best regards, -a-

Let’s check the usual MS suppliers of record... @Alan Fox (nose wheel request) Best regards, -a-

Great to hear from you, Andrew! -a-

Thanks for posting the review, Paul... I had difficulty connecting to the two NTSB reports... something to do with establishing a secure connection to the network? Best regards, -a-

Sometimes the piece of sheet metal that goes in there looks different... But something has to go in there to block air from escaping between the gap between cylinders... The amount of air going through there must be just a small breeze... so any interruption or rerouting of air will be significant... Best regards, -a-

You may not need one for the main gear... https://mooneyspace.com/search/?q=Gear tools&updated_after=any&sortby=relevancy&search_and_or=and -a-