carusoam

Great details DK!

thanks for sharing them.

-a-

Surely the original design of the oil/air separator doesn’t allow for spreading any oil as shown in the pic…

Variations in installations have shown that overflows occur under certain circumstances…

the purpose of the oil sep… is to keep oil from escaping the case vent.

the I and O360 have a tendency to let oil out the vent when filled above 6qts, climbing, at high power… lots of pattern work can result with lots of oil on the belly…

the vent has a tube where the oil drops are set free under the belly…

When excess oil has a tendency to show up dripping off the tail tie down… this is a sign of extra positive case pressure, blowing oil out the vent line…

if your oil is foamy, black, and smells like exhaust… and only has 10 hrs on it… you might have a ring problem…

see if running a quart less oil stops the flood… too low oil level will be shown as too high of an oilT… (land and add quart back in…)

keep in mind… without the sep, the oil drip problem was a small pain. Nobody would add a sep to get a bigger pain…

Ancient PP memories only, not a mechanic…

-a-

Welcome aboard Billy!

let’s invite @Alan Fox to the conversation…

he may have something from his museum of ancient devices that may match your description…

best regards,

-a-

MS has a metallurgist around here somewhere… he makes a great resource…

we also have sources of pre-flown parts… ask @Alan Fox

OPP is deigned for this exact situation…

parts are no longer available from the original resource…

of course you may want to check with the people that built the gear box originally… it might be ITT, look in the parts manual for any available details…

this thing might be used in other airplanes, not Mooney specific.

PP guessing only… not a mechanic or mechanical engineer.

Best regards,

-a-

20 hours ago, Minivation said:

I think owners of these kinds of planes largely fall into three categories:
1) Didn't realize how involved ownership is, couldn't handle it and ended up burying their head in the sand
2) Used to fly it actively but life got in the way (family, business, etc) and they just don't have the time anymore
3) Have both time + money but no interest but wants to keep it as a "financial investment".

The first group are usually found in the rural airports where tiedown fees are dirt cheap or don't exist, thus keeping the airplane "there" doesn't have immediate costs. The third group is rare but I've seen them before. It takes them a few years until they finally dig into the numbers and realize their mistake.

I've ended up becoming good friends with some in the second group. Basically, as an A&P, I offered to restore them to airworthy condition and keep working on them on my spare time (they pay for the parts), and in exchange for my work, I'm named insured and fly the planes whenever I want for oil + gas as long as they're not flying. And whenever they want to fly, they have a turnkey plane. As a result, I'm babysitting three 172's which is more than enough to keep me busy.

I'm not an owner yet but it is my hope that I'd find one of these kinds of planes and make one my own.

You need to find a Mooney owner in that category… !!

-a-

Significant changes in life occur every few decades…

if we are fortunate… we are caring for a nice forever-plane… and those changes don’t affect the ownership experience very much…

what issues could possibly occur…?

health

wealth

children, too many can be an issue…

staying current

Regaining currency

Airworthiness challenges

regaining AW

Sense of time passing….

there is always a possibility that whatever challenge an owner is experiencing… will get solved over time….

If you don’t have a sense of time passing…. You won’t notice cars and planes rotting outside…

if the machines are indoors… wait another month, see if anything changes…

i’d like to thank the MSers and others that helped me keep things organized over the years…

Life is short… Fly fast!

Best regards,

-a-

On 5/15/2024 at 5:30 PM, NickG said:

Thanks!!!! that's EXTREMELY helpful!!!

coming in over a class B airport…

is about the only time my speed brakes get used..

but, if you ever need an E-descent…

be sure to know the procedure…

you will be on the ground within minutes when needed.

gear, prop, brakes, power, speed, all add to the descent power…

they are monster effective at Vne, hardly effective at landing speed…

-a-

On 9/28/2023 at 12:23 PM, mike_elliott said:

Maybe he will bring her as his "plus 1" to the Mooney Summit next weekend! It will be great to see you again @carusoam with or without the arm candy

My +1 has been notified…. 

Best regards,

-a-

Hey!

I found out that I have been seen!

I even got out to a Mooney fly in recently…

Best regards,

-a-

Also keep in mind…

how ancient and limited the computing power of the KFC is…

Think IBM XT desk top as a superior computer… fresh from the 1980s…

it will do basic things well…

But it doesn’t have much capacity for error checking beyond the start up phase…

the order of turning things on, and timing of the steps, can be important…

and there is no feed back of what it found wrong… 

no color screen to give any advice…

Think 1980s while doing the trouble shooting.

And when you find out what steps work… be sure to write them down…

Best regards,

-a-

If his link is broken, you might find what you are looking for in his YT videos…

-a-

Rob was around, earlier this morning…

Standby…

-a-

One challenge is…

discussing standing height, when the air force will measure your sitting height for this…

Maybe god blessed you with long legs… and a short torso….

the cool thing about the Long Body Mooneys….

The seats are adjustable, and go all the way down…

Lets invite Erik to the party… @aviatoreb and I don’t see eye to eye… until we are sitting down.

Go Mooney!

Best regards,

-a-

16 minutes ago, 47U said:

Welcome Barneyw…

1.  Being you have a J windscreen, access to your hydraulic reservoir maybe be impacted.  The reservoir is (was?) on the top-left firewall, cockpit side.  Depending on your J windscreen STC, there may be small triangular access panels on each side of where the avionics access panels were in front of the windscreen.  Some sloped windscreen conversions provided for hydraulic reservoir plumbing to the engine side of the firewall so that the reservoir could be serviced. 

2.  Red hydraulic fluid is MIL-H-5606, which can be replaced by a synthetic (I forget the spec).

If you’ve pulled the first belly panel aft of the nose gear wheel well and the leak appears to be forward and on the aircraft left side, that sounds like it may be coming from the brake system.  Both left and right brake master cylinders are underneath the exhaust cavity panel outboard of the left nose gear door.  

Please let us know what you find out… good luck!

Nice point 47U!

Talk to the person that tried to fill the reservoir…

without access from above, this might just be a big spill…. 

they make really nice snake cameras to look around…

Best regards,

-a-

really good technical question!!!
 

Bringing electric motors inside the cabin is my favorite way to magnetize my steel tube frame….

Nothing like being the king of degaussers… without a magnetic compass that won’t work…

now the question is….  How small of a motor can I get away with…

or which vac is fully shrouded from mag waves…?

leave the vAc outside, bring in the long hose….

PP thoughts only, degaussing properly is a big pain…

 best regards,

-a-

Welcome aboard Barney!

Brake system on the M20F is quite simple…

and auto trans fluid would not be a proper liquid…

Brake lines and flap lines all get to and from the same place…

the return hoses get aged, crack , and leak…. 
 

sooo… start the research on what it still has for hoses…

expect pulling a belly panel off to get a good look…

they probably can’t be left from 1967…  but if they got changed once, they might be ready for a second set…

if the second stem has been OH’d.. you will be looking for a leak that needs to be tightened… follow the red trail… lots of clean up behind the belly panels

There is a newish modern brake fluid that is all the rage… fully miscible with the older standard…  not trans fluid. 

PP thoughts only,

-a-

Nice problem statement Brian!

sounds like something needs to be cleaned…

there are so many independent parts to the system that are all interrelated…

@Jake@BevanAviation Jake is a good guy for this…

always use the test function of the AP…. It tests all the things better than we can from the left seat …

One thing the older BK APs have in common… aging capacitors… and servo motors…

and, if you forget to turn the electric trim system on…  

good luck with your next steps…

PP thoughts only, not an avionics guru…

Best regards,

-a-

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-

11 minutes ago, willerjim273 said:

Greetings everyone,

I just donated and would like to post to classifieds. Never been down this path. I go to:

https://mooneyspace.com/forum/10-aircraft-classifieds/

Where a "start new topic". Is "start new topic" the way to post? Or am I looking for a "post" option?

Use this forum to post your Mooney aircraft for sale. Other aircraft types will not be permitted here. Only supporters (those that have donated $10 or more in the past year) can create new topics in this forum. 

 

I am guessing it takes a while for the "post" option to appear?

 

Thanks

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-

2 hours ago, aviatoreb said:

A bit more warning - and I would definitely want to come!!!

I am really hoping some day to have a framable signature from the Dean of Mooneyspace.

@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-