carusoam

From an engineering point of view... It is expected that viscosity drops when the temperature rises. Very hot day will cause an increase in oil temperature, which in turn causes a decrease in viscosity, showing lower pressure. What weight oil is in the engine? Might you consider a heavier weight oil. I like your idea of chasing down the cleanliness of the oil cooler. You definitely want to make sure it is working properly, not sludge filled and certainly not getting by-passed. There are tests for this and your A&P will be able to know. Let the engineering discussions begin.... Best regards, -a-

Sven, Unable to read the follow up post. Nose wheel vibration solved.... Did you cut and paste from a word processor? I am blocked out from reading it. Some other people will be blocked also, but not everyone. maybe you could re launch? Best regards, -a-

Since you are in the area.... Please use caution removing wing panels (Think: is this a fuel tank panel?) Being upside down and backwards under the wing with an electric screw driver.... Its a mistake less common than a gear up landing. -a-

The mechanical tachs are no more complex than the old bicycle speedometers.... Try the lubrication route first....(this may have been part of the annual inspection anyway) Had same issue as dsimes. Usually the tach oscillated some 20 rpm or so. One day, it was doing it's ordinary oscillation, then it wound up, squeeled, unwound, wound up, squeeled, unwound.... Then the needle fell off...... Hard to set engine power without the tach. Cable is easy enough to replace, at several thousand hours it may be time to replace the tach also....(also pretty easy to replace). As usual, you may need to have A&P sign your paper. Best regards, -a-

From the Smoking Airplanes guys.... From: Smoking Airplanes [mailto:john@smokingairplanes.com] Sent: Thursday, June 03, 2010 10:21 PM Hi Anthony, The Lycoming O or IO-360 (180 hp) engine produces a sufficient amount of smoke for single airplane sky writing however, the O or IO-540 or a big radial is recommended. Factors involved in producing enough smoke with any engine are: USING THE BEST SMOKE SYSTEM IN THE WORLD (www.smokingairplanes.com) USING A HIGH QUALITY RECOMMENDED SMOKE OIL PROPER ATMOSPHERIC CONDITIONS FOLLOW THE SKY WRITING GUIDE LINES OF THE WRITER IN THE FEBRUARY, 2010, EAA ARTICLE MENTIONED IN THE MOONEY FORUM (link below) Although I do not agree with the writer of the article regarding smoke systems (and I've spoken to him and the EAA regarding the inherent dangers of the water pump and other parts he recommended), I do believe he knows what he's talking about regarding sky writing. I think the Mooney could do the job, just don't expect too much out of it. To the guy how "didn't get why" someone would want smoke on a Mooney, he needs to think "VCAS," Visual Collision Avoidance System. Smoking can save your life and/or the life of pilots around you! Sky Writing I hope you find this information helpful. Happy Smoking! ~John John Manduca, Owner Smoking Airplanes LLC john@smokingairplanes.com 661-713-9050 www.smokingairplanes.com

Have you completely run out of available space for the EDM? I like the idea of putting the XM right up front where your strike finder probably is. Althought it is no XM., I'm not sure I would toss out the strikefinder....(I used mine again this past weekend)

Try them both on for size... I vote for the Long Body. (I might be slightly biased) Super comfortable, plenty of space and it comes with the most modern IFR GPS comm available today. Make sure the G430 is Waas upgraded or expect an additional expense for the upgrade.

http://www.smokingairplanes.com/NOW%20FLYING%20IN%20THESE%20AIRCRAFT.htm Apparently (at least) one mooney has installed one of their smoke systems and so has a Bonanza and a King Air. -a-

For the glass like finish part... (sand, gel coat and paint, etc...) May it make sense to seek out a corvette specialist? (These guys are more plentiful and may be in the proper pay grade) -a- PS - Compared to the M20C cowel. There were stringers used for stiffening. My cowel sheet metal was cracked and repaired right on the nose behind the prop.

Ernest, Interesting... [1] I have seen this done by professional pilots with aerobatic planes. [2] I have not seen this done with cross country speedsters before. It would be a really large font......? [3] You may consider pitching him the idea, that it may be best to hire this service from somebody with the proper equipment and experience. Does anyone think this could be done safely (non-aerobatic flight) in a mooney? -a-

I can see the images...... -a-

Chuck, Check your PM... -a-

I'm a PC, and I am still unable..... -a-

Sven, Quick heads-up. Your attached image is not coming through for me... I think images that are .jpg in nature post easiest... -a-

You Go Bryan!!! You have some of the most spectacular landing spots in your photo gallery... -a-

Is this what you were looking for? http://en.wikipedia.org/wiki/Mooney_M-20 this seems to be the 201 version, not the 231 in the above tail #. It is still parked outside at the Florida Air Museum in Lakeland, Florida (home of Sun 'n' Fun) Either way, add turbo prop and I'll take one too.... -a-

Quote: n74795 the donuts are always compressed , they do NOT compress at all unless you are landing or taxiing

Reorganizing the panel is a great idea. It's priority is just lower than other competing items in the same price range. If you only fly one plane, will you notice that it is not "standard". Won't it be standard to you? -a-

Accurate fuel flow and total, any way you can get it will allow your heart rate to relax and lower stress all at the same time. Accurate fuel gauges are nice too. We are using the simple FT 101 (picture posted above by MJC). It is not integrated into the JPI or GPS. It would be nicer if it was. -a-

http://www.hendricksmfg.com/catalog.html?&Vl=2&Tp=2 Poke around this website a bit. Look up mooney65e in the photo galleries section of mooneyspace....

The enemies of the donut=weight, time and temperature. (not so much, hours flown or number of landings) My guess... The concern for donuts with only 50 hrs on them is.... The 50 hrs were the good hours when no compressive stress was placed on them and they were allowed to relax.... How many years out in the hot sun was 2,500# of airplane squeezing them down ever thinner and thinner??? Longer heavier mooneys are known/rumored to compress their donuts sooner than short / lighter mooneys. Rubber is a visco elastic material. Viscous = slow flowing (years), Elastic = return to original form. Over time, the compression force of the weight of the airplane will shorten the height of the donut. Increased temperature will make it occur sooner. The elasticity is also lost (harden) as the age of the rubber increases. On an active mooney, with only 50 hours, the donuts, were used for a year or less? On an inactive mooney, the 50 hrs does not tell much about how compressed or how old the donuts can be. -a-

Advice from the assistant to the mechanic...... The all metal lock nuts are reusable. (My mechanic would re-use them). They are also easy enough to replace. Low cost and available from Spruce and Specialty. (I usually keep a few of the most common on hand and pass new ones to my mechanic) You can usually get a feel for their health while tightenening them on. The locking part will provide extra resistance compared to the first part of the nut. If you do not feel the extra resistance.....strongly consider replacement.... The all metal lock nuts are usually used in places where the temperature can be high. The nylon or "fiber" lock nuts could have their locking mechanism melt in these high temperature environments. Nylon lock nuts do come in a high temperature version. They are usually color coded (white, green or red) I would stay with the recommended part from the parts manual for your bird. On 40 year old planes, there may have been substitutions. Disclaimer: Always check with your mechanic (not the assistant for further guidance) -a-

George, Does your price for side windows include the removal of the vertical piece? or was that additional to the price? -a-

Ace, Welcome to the space. A quick search of the threads will yield two regarding the same topic you are interested in.... http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=862 http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=629 You will find that co-pilot side brakes are not easy to come buy, but the threads may shed some light on alternatives. Best regards, -a-

JM, Great decision to need to make... I considered the 10 day immersion, but decided to attend a school instead. The upside of the school, You could do it in 10 days, or skip every other day to catch up on things. The school had equipment and instructors that were (nearly) always available. It took me about 6 weeks total, with time off for Christmas and other things (like work). Most of my flights were in the 2 - 3 hour category. That's about the maximum work I can put into learning in one day. I think the best advantage you have, is that you will be learning in your airplane with your nav equipment. I used school planes, no autopilot. They had a tendency to drift off course if you were slow on the scan (no time to read approach plates twice). I found in my time off, I could review procedures and plan ahead using microsoft flight simulator. Bottom line, I wanted to spread my flying dollars over a longer period of time. You won't go wrong either way. Advice: Start studying.....get started training.... I look forward to hearing what and how you decide... Best regards, -a-