carusoam

Do we know if @Canopyman's company lives on? He was able to thermoform plastic canopies for experimental aircraft. If anyone would be able to make a bubble window, they would be a go to group for ideas on how to get it done. We lost Canopyman a while ago...RIP. Best regards, -a-

Might be a flying club that owns her... https://flightaware.com/resources/registration/N5760R Chemo can be pretty tough. But there isn't a better way to look forward to it, than a ride in 4PT. Nice work, Tom! Best regards, -a-

Summary for Peter's OP... Pressure is defined as the resistance to flow. So, lower pressure is indicating there is less resistance to flow. The following are things to consider that may be decreasing the resistance to flow 10 hours on fresh 15W50 8qts in 7.5 qts remain oil pressure slightly lower than usual Oil pressure is related to volumetric flow and viscosity. (And, the geometry of the oil's path, including wear) Volumetric Flow is provided by a gear pump and a pressure valve at the end of the oiling process. Aka end of the oil gallery(?) the gear pump rpm directly changes with engine's rpm, but the oil pressure is controlled by an oil control valve..(?) where excess oil is dumped back to the sump... viscosity is provided by the oil's chemistry and structure, but modified by temperature. Hotter oil is less viscous... OAT and oil cooler effectiveness can affect the oilT. Might want to check the OilT and see how clean the fins are on the oil radiator. some odd excess use of oil happens when the oil pathways open allowing more oil to escape earlier on in the oil gallery. These are the areas that open up at the end of the engine's useful life, TBO... Engines are designed to have an excess amount of oil, so it would take excess wear to allow too much oil to escape back to the sump. sounds like very little oil has left in the 10 flight hours. Most IO360s use a At every 10 hours or more... There is some oil pressure related to the level of oil in the sump. It would be measured in feet of water column. One psi is about 2' of water column, now adjust for oil density... oil additives can have a significantly strong effect on the oil's viscosity, but Peter doesn't use those does he? Does that oil control valve have accessibility? Might be time to remove and clean(?) Is it an instrument problem? Is it an instrument ground problem? Does the oil pressure change when the OAT is hotter or colder? Does the oil smell like exhaust, or have a dark color? (Oil can get modified and decrease its viscosity) PP thoughts on engine oiling... not a mechanic. Best regards, -a-

Mike, I cleaned up my thoughts a bit... I may have used the word 'we' capturing some people that weren't quite proper... It is good when 'they' get it. A pain, when they don't... Thanks for your input. Best regards, -a-

Got any JPI data? losing some pressure to a single cylinder would be a funny non-descript feeling. But the data would be very clear what is happening. Needing more throttle to obtain the same MP doesn't sound very comforting. As in something has changed, and may not be stable. It could change for the worse. Do you have any Gami spread data to share? Most unknown changes are not good. Please share some data if you can. On TC'd engines, always check the exhaust system for exhaust leaks. Worn and thinned exhaust tubes. air intake system for air leaks. Loose hoses, intake seals. Turbo oil system for carbon build up. Carbon build up from excess heat baking oil. turbo vanes for whole vanes, not worn nubs. Blade erosion from high TITs. PP thoughts only, not even a turbo pilot... Best regards, -a-

MS is like a trade show. We are an... Interactive display of products. a concentrated audience of pilots, plane owners, and have a tendency to buy stuff. MS is a continuous trade show where... devices are mounted in actual instrument panels instrument panels are constantly being displayed devices being discussed by actual high end technical users details regarding actual instruments in our actual planes are documented and saved for future customers. Mavrick thinks we are a target rich environment... i have seen enough color screens lately, I think I want to buy one. Or three... MS has a place where products can be shown. I think the Aspen people want to show their equipment in front of us. They probably expect to see 1000 pilots to sell one Aspen screen. We are a much better success ratio in our wide audience... How many Mooney's per Aspens do we have? 20:1? 10:1? Thinking out loud... Mimi, got any photos of the new ride? Best regards, -a-

Usefulness of wingtips and winglets... 1) The raw end of the wing has some turbulence caused by the high pressure air passing to where the low pressure air is... 2) This turbulence interrupts the air flow over the last few inches of the wing. Making those last few inches innefective at producing lift. 3) the last few inches are full thickness and generate full drag.... 4) Adding a proper winglet, the high pressure air is blocked from passing to the low pressure side. The thin winglet has much less drag... 5) The end result is the wing produces more lift at the cost of adding minimal drag... more lift could equate to more UL... 6) how much more UL could you gain by adding a few inches of length to each wing? 7) the cost of getting anything useful out of this mod would require an STC like any other lift or UL increasing device.... Sounds good... It is probably easier and less costly to get a set of known wingtips from an existing Mooney design... PP ideas only, not An aerodynamicist... Best regards, -a-

Bob Cabe has been known to travel for this type of work... Best regards, -a-

@N350ka, Any chance you can post your .mov file in YouTube, then supply the link here? This way the iPad users of MS will be able to see it. Best regards, -a-

Looks like donuts... age + weight = sag Thanks for sharing the pics, Matt. best regards, -a-

Some important thing will inevitably come up, right as the last inspection panel gets closed in place... That was everything I could think of to keep it from happening. Best regards, -a-

Before you close up... Will you be Pre-emptively putting in wires for things like strobe lights or AOAi or or wing mounted taxi or landing light or a GoPro camera or anything else? Best regards, -a-

Backlash... 1) The amount of free space between gear teeth, when one gear drives the other... 2) When the drive gear becomes the driven gear, the trailing face of a gear tooth closes the gap and bangs into the leading face of the other gear's tooth. 3) In our engines, with no gear box... We get that same backlash effect by pulling on the prop vs. pushing on the prop.... 4) under heavy forward acceleration, or even at low power all the engine parts are pushed or pulled in a constant direction.... 5) there is one situation where engine braking can become very noticeable... Fast speed in the traffic pattern, gear down, flaps at T/O position... Throttle reduced to achieve 90kias (approximately) Press the prop control all the way in, quickly... Sense the deceleration... This is very similar to... putting the firebird's six speed into second gear (while going 30mph) while letting off the throttle Then letting out the clutch pretty rapidly Sense the deceleration, that comes with the raise in rpm and exhaust noise..... to be extra harsh...use full throttle, then zero throttle, repeat...a couple of times... rpm range from 1500 to 5000+ The differences with a Mooney... no clutch Continuous gears (prop angle change) rpm increases only a few hundred rpm at most... 2400 to 2700... Since The prop is mostly pulling all the time, and at some times it may be pushing back...there is one condition that the prop may be inclined to flip flop between these two states.... low power, descent, in rough air, where the engine is neither pulling or pushing decisively....but is free to flip flop between states, and can be induced to flip flop because of oscillations in the rough air. Looking at the thrust bearing design for the engine will give a hint of how well the engine can take being pushed into the hangar and pulled out of the hangar by hand. Ever sense the gap when you pull the prop forwards and the push it back? My O360 felt like it had a giant gap, while it gave a firm clunk when being pushed and pulled into the tie-down... My IO550 TopProp doesn't get pushed or pulled. The thrust bearing is the parts that keep the crank shaft from exiting at the front or back of the case... Anyone have a picture of those parts for an IO550 or an IO360? PP thoughts specifically for this thought experiment only. Observations over the years... Best regards, -a-

Bingo! Great pictures too. Somebody once posted a picture of the seal assembly. I believe there are two metal disks and the rubber seal disk is between them. It looks like your valve disks have become separated... PP thoughts only, stuff I learned around MS... Best regards, -a-

Following on Harley's thread creep... Hard to get squeaky landings with that much oil on the landing gear... Chasing an oil leak ideas... clean engine Use a powder to find the location Use Black light dye in the oil My O360 oil leaks.... (easy to fix) Valve rocker covers gaskets oil return lines, so many hose clamps on old hoses the quick oil drain didn't seal right. Always a drip hanging Other leaks to look for... Front shaft seal seal at the prop governor seal on the back case seal on the oil pan seal on the oil fill tube Leaks you hope you don't have... between case halves. Silk thread seal. cracked case up around the cylinder bases. Air flow through and around the cowling spreads a small amount of oil everywhere. Finding the leak source may be complicated by flying the plane... PP ideas only, not a mechanic... Best regards, -a-

Interesting... The first challenge you fall upon after 'does it work in an airplane?' will be 'does the FAA allow it to work in your airplane...?' A certain level of approval is going to be needed... How much material did you need for your car? Did you focus on the interior of the car only? I see they have extensive material to cover the hood and trunk areas... if these are needed to work in the plane properly, how much does all that weigh? It Sounds like $1000 of material and about $9000 of proper installation/documentation/testiing/etal... Best regard, -a-

Expect part of his writing style is trying to fit a tremendously wide demographic, covering a wide geographic area as well. Another part of his style is trying to sell his services. Or, not oversell his services... He only got to deliver in a One way, dissertation style... not the two way conversation we get to have here at MS today... A third part doesn't match the technical level we may have become accustomed to over the past decade. Either way, it was better to have him, than to not have him... His expertise will be missed... Fortunately, we get the option to choose who we read, and who we don't... for a really funky style of the same era, read the old MooneyMart articles...that grew into an entire monthly magazine... Best regards, -a-

@Parker_Woodruff This may set off a different small light on his instrument panel... A PM may get handled slightly differently. Best regards, -a-

Don, Thanks for quantifying the relationship between the MP and RPM in the key number equation... I was looking for something like that the other day... As we were discussing RPM choices during cruise. The O gets exactly 30hp (280hp to 310hp) roughly 10%, but only uses 200 rpm to do it. (2500 to 2700rpm) I have to think about this some more... then build a new chart... Best regards, -a- I always like to read whatever Zef wrote. I also see an MSer in the comment section at the end of that article... @ryoder was that you back in the day?

Ilya, Sounds like you have 1/2 the hard part done... (identified what isn't working) Relays are pretty easy to swap out. There may be a more modern one that meets the spec. If you can't get an answer from MS, Contact Dan (?) @ Lasar.com for replacement parts. If you consider updating to some more modern parts, Dan can probably help with that too. Check the download section of this site. There is probably wiring diagrams in the POH for the F (Manual gear) that may be helpful... A service manual for the mid 60s indicates a gear horn and is a sub assembly of the parts you described... A parts manual for mid 60s Mooneys gives a part number for a dual warning horn (stall and gear). 800185 Hope this is helpful for your next steps... I'm only a private pilot, not offering very much other than What to probably ask for from somebody that is more knowledgeable and qualified... Best regards, -a-

Self solving problems, MS style... Problem solving begins with a post! Thanks for sharing the details. Best regards, -a-

Welcome aboard, Ilya. See if Alan has one in his 'Mooney Crap' thread...He is carving up an M20E for dinner... Check you POH for the wiring diagram. I don't remember a relay being in there... The piezo horns are most suspect of going bad. Do you have electric gear? This could be why I don't remember a relay.... PP thoughts only, not a mechanic... Best regards, -a-

Are the blue stains The after picture? Short study of fuel sealants or the procedure may be in order? Best regards, -a-

I have the O... IO 550(n) Looked into mounting the Acclaim engine when I did the Factory reman... The additional hardware isn't that terrible for what you get performance wise. Unfortunately, the Acclaim and The O are different airframes. So an STC would be needed... PP thoughts only... not a mechanic. Best regards, -a-

Some light ideas about this topic.... 1) I think.... one possibility... Their location is just west of NYC... in a Class C airport. Meaning, their economics are just that much more expensive than the other MSC in NJ... 2) There have been a few G1000 upgraders that have reported their experiences in a thread (or two) around here... you might find some specific ideas related to the work your are seeking... 3) Check with @StevenL757 on his experience... Islip may have been where he had his significant panel work done. 4) MS does have an M20C pilot tied down KCDW. Not sure if he uses C&W... That's all I got to say about that... - Forrest G. Best regards, -a-