carusoam

There is also a FF discussion for max fuel flow setting allowed by the STC vs. preferred FF by owners of the cylinders… some people prefer a higher FF than stated in the paperwork…. Something like 27.5gph vs. 30 gph… See if you can find the discussion for that and any reference you can find… it may be in a Screamin’ Eagle discussion when the FF was first discussed… POHs for the various models… the more recent POHs have additional details regarding G1000 and autopilot differences… The Rocket engineering data from the STC is very complete… T/O and Climb has significant changes… cruise at 2550rpm as noted above… Go Standing O! PP thoughts only, not a mechanic… Best regards, -a-

Also… CHT = ENERGY IN - ENERGY OUT There are two parts to this equation. We have been discussing cooling issues pretty extensively… Did we look at any oddities related to the EGTs? is the odd ball cylinder’s EGT peaking any sooner than the others? Can you perform a Gami spread test, to see if anything stands out regarding fuel flow to the odd cylinder? Back to the warranty issue… the Bravo’s cylinders are oil cooled heads. How do mechanics check that the oil cooling is working properly on all of the cylinders? PP thoughts on,y, not a mechanic or Lycoming owner… Best regards, -a-

MS is full up with incredible people… We have GB around here… his main business is molding rubber parts for under hood applications… lots of high end car parts, and some fancy Mooney baffle seals… When it comes to polymer parts… OPP gets a little more challenging than metal parts… chemistry, X-linking, color, and stability additives…. There are a couple of successful OPP projects around here… engine controls and up and down gear lock blocks… we have one OPP project that has been in limbo forever… rubber donuts. More for the Mite, than other Mooneys… Also remember a couple of odd things…. Very often, simple humor gets mis-understood… If you step on somebody’s toes…. It’s easier to say sorry, than build your own Mooney website… if you have less that 1k post count… you’re still a newbie…. if you are under 70… somebody will call you a young buck… if you suggest a full modern Mooney solution for a 1965 Mooney challenge… the price is going to be enormous… to the 65C owner…. A new cowling with plumbing for my O cost more than my previous M20C. Does everyone remember where the alt air for the engine is, and how to activate it, and why it delivers less air? PP thoughts only… Best regards, -a-

There are a few good things baked into this approach… 1) Maxwell is a top of the line shop… hard to find anything better. 2) BeeGee has a great record for making fantastic cowling seals. 3) To get one cylinder to be 50°F off from the others… something should stand out… - additional gap somewhere - lack of clearance elsewhere - something that robs the airflow from one cylinder, and allows it to flow past another instead…. 4) Keep in mind… airflow at the top is affected by the air flow at the bottom… make sure all of the air passages go all the way in, and are free to go all the way back out…. 5) Don’t trust the instruments, until proven to be correct…. PP thoughts only, not a mechanic… Best regards, -a-

WJ, Looks like your status has already been updated to ‘supporter’ Post away! Start a new topic away! it may be near self explanatory… try it and see what happens… as starter of a thread, you can always delete it until you get it right… the three … at the top of every post is a menu, the First post allows editing the thread’s title… Best regards, -a-

AC, Those things seem to have gone missing early on in Mooney history… If they still exist in the wild… we have a few resources for pre-flown Mooney parts… @Alan Fox @SheryLoewen @Jerry Pressley if your favorite steed is a worthy forever-plane that deserves only the best…. It is quite possible that your favorite MSC can dig one up, or have it manufactured in a few months time…. Gold plating of course will cost extra. Best regards, -a-

@201er is going to work on the timing aspect… More than a day of warning this time. May is going to be a great month for a Mooney Fly-in… Everybody should get out to a Mooney fly-in, no matter what part of the Mooney world you are in! Bring a spouse, a kid, or a friend… or all three! The clouds dried up right after lunch time… Go MooneySpace! Best regards, -a-

See if @Alan Fox is cruising by… @Cody Stallings is our resident prop guy… -a-

Today’s plan… is more of a drive-in… local ceiling is 600’ AGL…

This IS plan A: Best regards, -a-

Thank you everybody! just remember…. There are plenty of better days ahead. Mikey likes to organize. sooooo…. If we can’t make it today, we can all do this again soon! Best regards, -a-

Having the RPM and MP data close to knobs that controls them is a nice to have… This is especially helpful when you have vernier controls on the engine control knobs…. Dial the knob, watch for the result, undial the knob to the exact spot if gone too far. having two VORs close together is important for the day you need to identify an intersection without your GPS working… HSIs have mostly eliminated the second (pair) of VORs… Multiple GPSi in the cockpit have removed the danger of having a single gps failure… PP thoughts only, not an instrument guru… Best regards, -a-

A good powered driver… And a fist full of proper SS hardware… A few screw driver bits, because they can wear and destroy screw heads… The first time… replacing a lot of screws and other hardware can be expected… Avoid opening the fuel tanks accidentally… this has lead to fires a few times… the panels that are riveted on mine, conceal the mag compass for the HSI… the rivets are brass. if you can plan with the layout drawing in advance… that helps a lot… otherwise, taking all the panels out, gives a great view of everything…. The parts manual lists all of the screw types and sizes you need… Find the sheet metal screws that aren’t the pointy ones. The machine screws come in different lengths and diameters… Avoid using too long screws… they can cut into parts that move close by…. there are pics around here for all the things that can happen during and after an annual…. Best regards, -a-

As far a big G supplying expensive boxes to Mooney owners goes… Mooney is NOT dead to them… (Somewhat recently…) Big G did a great job knowing every detail needed to install certified APs in a wide range of Mooney models from mid 60s M20Cs up through modern versions… It took several owners to supply their planes for a set period of time… APs are more challenging to install, and don’t cost nearly as much as a few color screens…. Just need to make it happen… It may help to know who our new big G guy is… we used to have to hunt Trek down for that…. Best regards, -a-

When IO550s were new… A bunch of Cirri and a Mooney suffered from cracked oil coolers… Drain all of the oil out of an oil cooler… and your day goes downhill at best glide speed… The Mooney reportedly landed on a golf course… There were a bunch of oil cooler replacements in early M20Rs for that reason…. Continental also manufactured the oil cooler…. Do you wake up screaming Fore!, and you’re not a golfer…? as far as ethics go… keep in mind, a Mooney landing gear up on pavement will be stopped in about 200’… As far as danger goes… avoid roads if there are fields available… a stout sign post or guy wire can cut a fuel tank open on your trusty Acclaim… getting out of the flaming wreckage may be extra challenging… Best regards, -a-

How would one know… The oil ring is a bit gummy? Then… How would one know… The oil ring has been cleaned? Sounds like… Oil may be showing up in the lower spark plug? A sign that the oil ring isn’t doing its job… could be a cylinder surface quality issue as well… If sending a camera down the cylinder is possible… be on the lookout for polished surfaces where they used to be cross hatchings. +1 for selecting a solvent mix that is good at dissolving carbon… PP questions only, not a mechanic… Best regards, -a-

It helps to know your customer… (banking rule) It helps to know your seller… There are known MSers…. there are 10X unknown MSers… to see how well known somebody is… Click on their avatar and look for two details… 1) Member since… the longer, the better… 2) Post count…. the higher, the better… 3) A third detail… is the email address they have stored here… if their stats are… last Tuesday, and a dozen…. This is a sign of an unknown entity… not horrible, just unknown. if their email doesn’t match the one they have stored here… that kinda raises eyebrows… A good buyer may arrive here by using a Google search… a scammer may arrive here the same way… If buying pre-flown Mooney parts… We have a list of about four people that do this as a pseudo business… (not a full time job) and hundreds of other MSers that offer services every day around here… Best regards, -a-

is that a new dent causing the challenge? or…. Let’s see why one cylinder is reading differently than the five others… often, the odd one out is using a different sensor in a different cylinder location… Check where your ship’s CHT gauge is, and see where the JPI sensor is… To check if it is a sensor challenge, a simple swap of sensors between adjacent cylinders can prove what you are seeing… There is a good chance that somebody installed a ring sensor, to get it to read 50°F too high… bad ring sensors double as spark plug gaskets…. Crummy ring sensors are mounted on the TC well for the regular CHT sensor… PP thoughts only, not a mechanic… Best regards, -a-

Go O! +1 for hangar protection… That, and a good PPI is the best protection your wallet can get. Best regards, -a-

Something isn’t making sense… usually, insurance is responsible for the confusion… a typical insurance requirement is 10hrs dual instruction + 10hrs solo prior to carrying passengers… And the insurance will be more expensive for the plane for a year… about 1amu more expensive… Find a Mooney specific CFI, and use them in your rented Mooney. By the time you are done with the 10/10 requirement… expect an additional year of experience to level the field…. the additional year of experience includes all of the important things like wind, rain, high DA, ice, thunderstorms, and freezing cold temps… Find Parker if it is an insurance issue… Showing up with your 10/10 without a year of experience probably won’t alleviate the situation… until you renew on the following year. All of the insurance companies will ask… how many hours in type and model… 100hrs and an IR are good for lowering your insurance cost…. How other people have handled this situation… new guy gets to pay for the additional one year insurance bump. Spread out over 100hrs it won’t be that bad… call your insurance guy or Parker for details… PP thoughts only, not a CFI or insurance guy… Best regards, -a- note: like entropy, insurance is always increasing… until you are 80. Then, it is just unavailable…

Reservation at the restaurant has been made… Noon, for anthony… oddly, nobody home at the airport… doors were locked. Best regards, -a-

I’d like to thank my fly-in buddy, Mikey! (add thick Bostonian accent here…) Let’s get this party started! Best regards, -a-

Got pics of the air park? I’m always trying to promote this idea… one of these days, I’m going to be living within walking distance to my plane…. -a-

Heat UV oxygen Three enemies of polymeric materials… hard to avoid O2, but… Saran wrap is a multi layered polymer film that has a layer that is mostly impenetrable to oxygen… Saran is designed to keep O2 away from your lunch meats… and works pretty well at preserving other things as well… A layer of EVOH is the O2 barrier in the center of the structure… pp thoughts only , not an organic chemist… Best regards, -a-

Newer POHs contain more data… including stall speed charts that include various weights… Best glide speed is also a function of weight… If you study a newer POH with the added data charts… you might see a 10 Kt difference between heavy and light weights…. For the best logic in selecting the landing speed…. There is a Mooney CFII around here that publishes an excellent package of info simplified into a basic chart…. I keep that as a handy reference for what speed to fly on final… It is a real course on energy management, and safety management, when you have a 2k’ runway, surrounded by trees, and strong winds at altitude… and one windsock a half mile away…. +1 for the AOAi But where is the fun in that… it presents you with that how much excess energy am I carrying now, in a single needle, or colored light stack. No complex summations, or digging through a flight back for a chart… Be sure to know how your AOAi is calibrated… based on a single configuration, or two? PP thoughts only, not a CFI… Best regards, -a-