carusoam

Hourly operating costs are interesting, and easy to calculate…. But, the answer is always going to be how accurate are your numbers…? FAA gives us the list of shared expenses we can apply directly to a flight… fuel, oil, airport fees, etc… (find the list) Realistically, our hourly costs include the annual, insurance and hangar…. In the past… I always knew how much it costs per year… Dividing that cost by the usual hours flown…. know that calculating hourly costs for your plane can be painful to do… Using typical rental costs should be close enough… Also know that the IRS gives a dollar per mile figure you can use…. Review with the charitable organization… because they may be writing you a receipt for the donation… you will want the details to be accurate if you will be claiming a charitable deduction… PP thoughts only, not an accountant… Best regards, -a-

While waiting for a good answer…. Our engines were built in a mirror fashion… Often there is an oil probe on one side of the engine, and a plugged hole on the other… Often the plug gets removed, and a second OilT sensor can be installed in the ‘same’ situation, reading a very similar temp… PP thoughts only… Best regards, -a-

Carbon fiber cowling is sooooo cool. It weighs near nothing… I saw/lifted the parts on display at KOSH one year… Best regards, -a-

The usual method is a push until it clicks… There is most likely an under cut in the cap that fits over a ridge on the post… allowing it to be pressed on and later pulled off… PP thoughts only, not an avionics guru… Best regards, -a-

Nice catch on the weld crack issue! Firm up a fix plan before taking on the responsibility of ownership… Weld cracks have been seen before, but they are not very common… Other places weld cracks have been seen include engine mounts… PP thoughts only, not a mechanic… Best regards, -a-

Great pic Hais! -a-

Tom’s pic Re-oriented…. A few days late.

A really nice pirep for Byron at RPM in KGAI Gaithersburg Best regards, -a-

From their website… TopSpeed team consists of writers from diverse backgrounds in all facets of the entertainment industry brought together by a passion for all things entertainment and a goal of providing the best, as well as most engaging, content possible for visitors to our site. They didn’t specifically say it wasn’t written by a chat bot… I always think entertainment and engine maintenance go together… Best regards, -a-

That is some interesting data you have there RBP! -a-

My 65 C used the standard hole, and a standard switch… and made a nice PTT set up… Of course, I wished MS was around at the time to get the Brittain system working correctly instead…. Then a vac switch in the panel would have been even better… to go with the PTT… Best regards, -a-

Great input so far… let’s invite @Yooper Rocketman to the turbo conversation… There is also a method for looking for turbo wear as that can lead to issues later down the line… +1 for knowing the engine’s rich state, and the restart procedure to follow…. This is a tough one to get any practice on before you have an actual turbo failure. There may be an altitude to be below before a restart can be done… check the POH for that… If there is a restart altitude… below the mountain tops you are flying over…. A good pre-flight of the turbo system may be a good idea… Thanks to EB for sharing his first hand experience and sushi story that goes with it… NA PP thoughts only, not a TC’d PP… Best regards, -a-

Some things to consider… 1) You can take the pilot out of the Mooney… 2) You can’t get the Mooney out of the pilot… 3) There are always Mooney pilots looking to share rides… 4) Keeping in the loop is important… Always welcome to discuss Mooney topics here. 5) Discussing Mooneys can be fun… while helping other people get to their next level… 6) Discussing age and health issues happens a lot around here… be sure to open that discussion to see if you can find more info about your situation… how other people have handled it, or something similar… 7) If you can navigate and talk on radios… you can make a great flying partner… Good luck with your current situation, and your next steps! I applaud you, sharing your situation. Way to go Steingar! Best regards, -a- The ‘Book of Steingar’ is oft quoted around here…. https://mooneyspace.com/search/?q=Steingar book&quick=1&updated_after=any&sortby=relevancy&search_and_or=and Is there really a ‘book’ written by Steingar?

Some people put it in the gas… Some in the oil… but none for the electric vehicles yet… Mr. Marvel was known for his carburetor… https://www.topspeed.com/every-reason-you-should-use-marvel-mystery-oil/#the-history-of-marvel-mystery-oil Nobody mentioned if MMO dissolves fuel tank sealant…. Use caution on this one… One person put gas in the oil sump to help wash out the sump… lots of sludge just sits there, and doesn’t move… Regarding oil leaks that make a mess of the rings… Is that an oil control ring that has been worn or is wearing…..? Does changing out the oil control ring help with that situation? How much effort does it take to swap an oil ring? It is nice to have a modern plane where the manuals are 100s of pages long… most fuels and additives have been tested and documented and covered in the documents… including the POH. Oddly, I haven’t seen the MMO show up in the documents… maybe it is in the standard Mechanic’s maintenance procedures…? If it is any good…somebody has documented it somewhere… an easy project for a budding engineer to write a Master’s thesis about. PP questions only, not a mechanic… best regards, -a-

I’m looking forward to the after pics Rick! Best regards, -a-

Really nice pirep for……. Don Brady at Deer Horn Aviation in Midland, TX (KMAF) was fantastic See if @TrekLawler is aware of the TIT GEA71 and G1000 challenge… Best regards, -a-

Peter had the best opinions… From my analog BK system is like a Swiss Watch… To who is going to trust digital attitude displays… His Mooney is incredibly beautiful… including the leather interior he managed himself… including the sewing of the leather yokes. He probably has several color screens today… Best regards, -a-

I’m always asking Trek for more…. Mostly because I dislike sending people to BT for big G support… Go MS! Best regards, -a-

Symptom of having air in the brake lines… squishy pedals. Does the M20J have the brake fluid reservoir in the tail? (LBs do) The long distance from reservoir to brake cylinders may have an uphill location that has a tendency to catch a bubble… Flushing the bubble out takes a minimal amount of know how… May take two people to pump brakes, send a lot of fluid through the line, and close the line before air comes back in… Be on the look out for where that bubble lives… Happiness is… a solid brake pedal. PP thoughts only, not a mechanic… Best regards, -a-

Note for @TrekLawler… Always nice to have you stop in and share the Garmin news here…. Please double check your settings to make sure your email is attached to your MooneySpace account… This way, when an MSer is hoping to share info with Garmin, you get a quicker notification. Best regards, -a-

Really nice pireps for Weber… C&W… and AirMods… Thanks for sharing them. Best regards, -a-

For selecting the specific Fuel eleven sensor… Use Ceis as the base line… where their accuracy is about 1 gallon over a 100 gal load… With hundreds of installs around here… See if you can find a pirep on the other brand… it may be as good, but you have more effort required to know for yourself if … there should be a few around here… do you have any speed brakes or any other oddities inside the tanks? This is where the linearity causes issues… Ceis has the ability to calibrate for a bunch of non-linear challenges…. You mentioned the EVP doing the linear interpolation… Sounds like you may want to discuss this with your fuel tank expert to get the results that you want… I bet your fuel tank guy knows the details you want to have… You are paying a lot for that expertise… make sure you get what you are asking for… If you are an engineer, or enjoy electronics… this is a relatively simple challenge to go through… If this is a forever-plane… having two fuel level sensors in each tank is really good… The inner one provides accuracy as the tank(s) runs down… the outer one provides accuracy as the tank is filled near the top… the tanks go up hill a lot as they go towards the wing tips… overall challenge… 1) Old plane 2) Updated fuel tanks (not a simple single rectangular tank, but two… that empty simultaneously from uphill to downhill) 3) Fuel level sensors in the orginal location(s) (?) one per tank or two? 4) Upgrading tanks with new sealant 5) Upgrading fuel level sensors to digital accuracy 6) You have a fuel totalizer that probably gets used as your best source of info of fuel used… Between the two systems… you really have a good method of knowing how much fuel is really in there… at all times. 7) Unless you forget to reset the fuel used in the totalizer before flight… fill the tanks to the top… Or…. don’t have a method of partially filling the tanks… calibrated stick, or mechanical gauge in the wing. Compare these notes to what you have in mind… see if I missed anything… 8) I have a simple FT101 fuel totalizer… precisely calibrated. mechanical fuel level sensors… accurate to about 1/8 of a tank (not very precise at all) mechanical fuel level sensors in the wing for partial fueling. Really good accuracy to about 25 gal. There is nothing more stressful than running low on fuel, and being unsure how much you have used, or how much is really left… Running out of fuel is in the top 4 issues we are constantly battling… IMC, ice, and thunderstorms are the others… Update your electronics check list items… resetting the fuel used / totalizer details is really nice to remember… PP thoughts only, not a mechanic… Best regards, -a-

As long as the Ceis floats are allowed to follow the fuel level… they work incredibly well… even if there are oddities with volume vs. height that some Mooneys have… For modern Long Bodies… 130 gallons with nothing inside the tanks… optimal! If interested… we can invite the Ceis guy. @fuellevel Best regards, -a-

Summarish… 1) FF up in the 18-20 for keeping CHTs lower in the climb…. IO550s use 28-30 for the same reason… 2) Seals are everything… get them worked out, cleaned, keep them from folding back on themselves… 3) Check seals at the front… alternator and starter often leak air pressure into where it doesn’t belong… 4) Follow-up on that sawtooth pattern CHT…. If that were EGT it has a meaning of a sticking valve… find out what is causing that. 5) Guy Ginsby is the guru of air cooling seals… have a conversation with him. 6) always be aware of temp issues… prove they are real, or instrument related. 7) all knobs forward is typical Mooney climb profile… 8) leaning in the climb is possible as the MP drops… 9) EGTs are hard to compare between planes because they are very dependent on MMs distance from the exhaust valve… 10) Many Mooney EGT sensors were not put in exact standard locations in the IO360… standardized locations probably didn’t arrive until the late 80s… when installed at the factory… 11) cruise climb speed 120 indicated is a good method of keeping CHTs under control while moving across the ground and getting to altitude… 12) cowl flaps open…? (Old worn ones have a tendency to close on their own) PP summary only, not a mechanic… Best regards, -a-