carusoam

Keep in mind… Room temperature/hangar temperature/OAT in Canada… depending on where the plane is parked. the CHTs, OAT, OilTs should all be reading similarly after being unused for a day… oil hits the highest temp in the exhaust valve guides… small volume, short duration… but, our guidance from the POH is to use the ship’s oil gauge using the ship’s OilT probe in the standard location… Best regards, -a-

Sounds like we could use a factory rep to cover some of the issues/questions with the counterweights here? Let’s invite @Jonny Getting this done correctly is important for everyone, including the factory. Best regards, -a-

Welcome aboard Wally! Hmmmm… 1) do you have one probe feeding two indicators? 2) OilT thermistors typically fail low, slowly over time… 3) test the probe in boiling water… 4) use an IR thermometer to compare to the OilT gauge… 5) OilT in the green arc is acceptable… is it below the green? 6) The vernatherm controls the OilT… if it has opened to a low flow to the cooler… then stays too low…. Oil cooler block(ask your mechanic) 7) Vernatherm can be tested in heated water as well… heat until it activates, compare to what it is supposed to do… 8) some People in the north use an oil cooler block for super cold days… What is the OAT where you are flying? -40? 9) what is the oil cooler cover plate that you are describing? An oil cooler block? Sounds like the oil cooler isn’t being blocked off enough/properly… Do you know @M20Doc? Pp thoughts only, not a mechanic… Best regards, -a-

As Doc pointed out…. 1) The windshield can be purchased new… 2) Install takes a week…. Of solid labor… 3) Some small sheet metal parts get replaced after the old window comes out… lots of finish details involved…sealant and paint etc.. 4) Space for a new glare shield is then available…. To finish the inside 5) Don’t forget… the OAT gauge has better places to go, than through the windshield… (more dough) 6) If you buy an M20F with intent to upgrade it…. To M20J status… this is a great way to go. 7) The M20F makes a great forever-plane! 8) Make sure the STCs are still available… they are getting long in the tooth. 9) This usually comes up when the windshield is so etched with surface scratches…. It needs to go or get fixed… Best regards, -a-

DC, watch how fuel level, and distribution of people in the cockpit affect the ball… See how much you need to step on the ball to raise the wing level… to center the ball… See what happens when you burn the fuel off from one side… Often what causes this… the L/R balance changes, but we keep the wings level with airlerons… it helps to have rudder trim for this imbalance… (Like the M20M being discussed) a good rudder rigging… requires using right rudder in the climb, left rudder in the descent, and neutral rudder in cruise…. but, is always dependent on L/R balance… Solo flight… we usually have just the pilot’s weight off center… causing the ball to drift left of center… Check that little trim tab on the rudder… it can be adjusted by your mechanic… you might want’s to put some weights in the seats… to see if you can center the ball… But, first… see if the panel is level with hte plane being level on the ground…. Often, worn panel mounts can be the easy fix for this… Back on topic….. Let’s invite @Jeff Golberg to the conversation… since he gets mentioned a few times… Jeff had joined MS a couple of years back… left no posts, and only used his account for about a month. Best regards, -a-

your not alone preferring the analog display… but, there have been digital displays to help with that in Mooneys since the 80’s PFM…. Many mechanical tachs have been replaced by the one EI has… kinda of an electronic gauge that simulates the goodness of the old analog one. The O1s got a digital tach, that displays by moving a servo driven needle. there is some MSers that had an old tach… 1) First they had the cable replaced… 2) Then they went with the EI tach… https://iflyei.com/product/r-1-rpm-tachometer-instrument/ 3) Then they went with the JPI900… Let’s see if @Marauder is around…. For questions bout the EI tach find @oregon87 Best regards, -a-

Using O1 experience… 1) The Ovation baggage compartment light switch is just inside the baggage door near the hat shelf… 2) The switch is easy to hit when putting bags in that space…. 3) The circuit is kept alive, when the Master is off… 4) Similarly, the overhead lights are also on the keep alive circuit, and the back seaters often test the switch and leave the lights on… in the day light PIC may not know the lights have been left on… 5) Newer Os got the timing circuit… Good checklist item and discussion with passengers… same for the E-gear lever on the floor…. PP thoughts only, not a flight attendant… Best regards, -a-

One of the things automation relies on…. Is sensor technology… Whether it was Air France over the Atlantic… or the pair of B737 MAX accidents…. That many sensors need to be protected, maintained, and failures need to be recognized at an extremely high level… Supporting this much technology, makes a pair of pilots look inexpensive…. PP thoughts only, not an automations engineer… Best regards, -a-

1) Automation is slowly eliminating jobs off the factory floors…. Been doing so since the ‘80s… Not really good, or complex jobs… simple and repetitive jobs are automated or actively exported… 2) Tesla full self driving mode is interesting…. Let’s see how well The Tesla Semi truck does in the real world… 3) Busses would come after that… But, safety and security aren’t very automatable… 4) then, roll the videos of all the hero pilots that have saved broken planes from their complete demolition… It’s going to be a really strong AI to be Sully, a 737 landing on a levee, or land a crippled DC10 in Sioux City after it loses the hydraulic system… Sooooo… how long will it take to see the fully automated flights….? Best regards, -a-

The best reason to remove the vac system… 1) vac pump failure rate is expected to be high beyond 500hrs…. 2) When they fail… pilots have difficulty identifying and dealing with the problem…. 3) Preparation for failure… some people are still using the TC as a back-up instrument… 4) Good TCs are still crummy AI substitutes… depending on partial panel skills and currency… 5) Bad TCs wear without giving much notice… 6) A bad TC can’t be followed very easily in bumpy weather… 7) New electronic devices make great instruments… but make sure they are both operating independently of each other… two separate Adhars devices to feed separate indicators…. 8) Know the instrument manufacturers are happy to sell one adhars device to feed two instruments…. That is not enough redundancy for Mooney pilots flying in IMC… 9) This is really important for flying in IMC… not so much if you can stay in VMC all of the time… 10) Recent aviation history has shown these failures in real life… not just theory. PP thoughts only, not a CFII… Best regards, -a-

Welcome aboard MM! 1) It is not super common to get a case crack…. Not everyone is going to get this special opportunity. 2) Cylinder studs are a high stress location for an aluminum case casting. 3) The #2 location seems to be unique that it occurs there the most, if and when it occurs… kind of look there first when suspecting a case crack… 4) Often people find this when the other half dozen normal oil leak places have been checked and fixed… 5) The only other more challenging drip comes from the case halves seal… a fine silk thread that goes all around between the two parts of the case…. 6) There has been some success stories in finding and sealing some of these issues… but not a lot… 7) Around here… there is sooooo much history of everything good and bad that has ever happened… it is pretty easy to find what you are looking for… and possible next steps… and alternatives. 8) Next really good question… if this happens all the time, is there a solution to the problem to look for when buying a new or different Lycoming case… Getting the newer case proposed by Byron above would allow the user to get roller followers for the cam shaft… with the very recent case design… Best regards, -a-

That must indicate something… ? In WingX my ownship is blue… like the blue dot standard… I just checked to make sure…. its possible that using magenta is a mistake… it isn’t very helpful amongst magenta lines… let’s see what others report… Best regards, -a-

My 65C got the Zeftronics to control the generator… My M20R has an alternator… Both systems are improved with a good VR. The alternator… starts producing power at a lower RPM…. But, doesn’t produce enough power at idle while taxiing… Don’t be in a rush to toss a good generator… But, if you do… There are a ton of PlanePower alternators around here… Expect to update doghouse seals at the front where the pulleys are…. Where the alternator adds value… when T/O into low IMC… after start up…. The alternator has a better chance of putting the most electrons back into storage before departure… This is where additional battery strategies are money well spent… PP thoughts only, not a mechanic… Best regards, -a-

Let’s invite @Sethto the discussion… He has been very helpful in the past… Might help transition some new blood into this important project… While showing his Marketing Muscle/Missile and corporate organizational skills… Best regards, -a-

How are we defining ground targets? As today, with modern ADSB out… we don’t wait to set our transponders to ALT at the runway prior to T/O… At large airports with ground equipment with transponders… this may be the ground targets being referred to? ADSB in, with re-broadcast and local ADSB towers… some people get lots of data while still on the ground…. Depending on their location. Could be the way we are defining what we are looking for… Great details GT, thanks for sharing them! Best regards, -a-

case pressure is an easy one! It usually uses an air pressure gauge put on the oil fill tube in replacement of the oil cap that is usually there… Some specs are written that an airspeed indicator gets used as a pressure gauge… Torrey, See if you can update your profile with some specs and a pic… I forgot which plane we were discussing, and can’t see your details…. It helps a lot to know what year, model, and other details that you can put in there… Best regards, -a-

If an A&P mechanic can legally replace a damaged wing rib… using OPPs… We are in good shape! When it comes to throttle cables… Nobody produces them better than McFarlane… Nobody knows more about getting the right one than McFarlane… Nobody knows the OPP business better than McFarlane… Nobody knows the OEM business better than McFarlane as well… When it comes to Mooney parts… it can get more tricky… but doesn’t have to be tricky for all parts… There is one down lock block… It easily suffers from wear… We don’t need to be metallurgists to know that a chrome coated steel piece inserted into a painted piece of aluminum will preferentially wear through any paint or aluminum over time… the softer material wears preferentially… The part wears during all the time the plane is taxiing around, and while moving around in the wind at it’s tie-down… When not replaced, it has a high probability of failure… making the pilot look bad… The part has Such a high probability of failure, every Mooney community group has been aware of it for decades… So much time… that work arounds have been designed by Mooney Maintenance gurus… we know it as the thumbnail test as described by DMax… With all this in place… each new owner has to come up to speed with all of these idiosyncrasies before day one of flying… Manufacturing parts is complex for owners with no background in parts manufacturing… We all (probably)know… a part isn’t done being manufactured, until all of its QC is completed and filed away properly… As an owner… We need to make sure we get the right part… Often the design process for us… is to check the P/N printed on it… combined with what plane we have… confirm with the parts manual to be sure the part hasn’t been improperly replaced before… In the event there are two different lock blocks… we need to verify that we have the right one… A huge quality test for an owner… is comparison to the original, and/or install the part. Confirm it’s operation… up on jacks. For a parts manufacturer… Even Continental builds engines to a very complete standard in advance, then completes a final step in accordance with what the customer requirement is… the final manufacturing step, can easily be… compare what the customer has asked for… to what the manufacturer has just completed for him… then file the documents in the finished parts file. Something was keeping owners from being able to buy a proper part for their Mooney… Depending on the year… Mooney was out of business, or just asleep at the parts sales switch… Mooney once had a very adept parts sales guy that was restricted on using social media where his customers were all hanging around at… We could all discuss DMax’s thumbnail test annually… and often miss getting through to new owners… Or find David… who knows how to build GA airplane parts as a business…. Have him build a down lock block that matches the OPP procedure… Once installed, the part is good for the next 20-30 years again… A new downlock block has… 1) A straight hole, not egg shaped… 2) smooth bore, no step in it… Trying to define how egg shaped is too much… can’t happen economically… Trying to define how much of a step is too much… can’t happen economically… Trying to get Mooney to supply parts everywhere they are needed… can’t happen economically… For comparison, Even getting Big G to supply answers… everywhere they are needed is a challenge… and comes at a price…. Try to find Trek…. Holy cow… there is one Mooney rubber donut that is ripe for OPP manufacturing… anyone with a Mooney Mite knows this… That rubber parts manufacturer… is getting closer to being able to make that ancient part… the project is still alive and has dragged on for years… it probably could use David’s (expertise in OPP) assistance to cross the finish line… every Mooney Mite owner would be better served by this occurrence! The FAA gave us OPP for a reason… We need more OPPs! PP thinking out loud only, not a mechanic… or FAA lawyer… Best regards, -a-

Nothing beats the original livery, done in modern paints and colors… Until you have seen THE Anomoly… Soooooo much color… the world pales behind her. She stands out as if she is on a different layer, in a CGI world… Original livery for my plane included the LoneStar TX flag on the nose. -a-

The Ovations are pretty refined after decades of Mooneys that came before them… I found it odd that there wasn’t a tail position light… but, with two wing tip tail lights… we kinda got a spare…. Mooney wiring diagrams are available in the MMs… available electronically… Looking in the tail… There aren’t that many wires going past the tail hinge… if you want to take a look. Compared to the M20C… There was one wire going back there… It was the tail position light… The VOR antenna wires looked completely different… PP thoughts only, not a mechanic… Best regards, -a-

simple explanation for the new to IFR ideas… Simple IFR navigation…. 1) Use WAAS based gps to navigate between Vors and their intersections… 2) All defined by GPS waypoints… 3) Displayed on the HSI for ease of navigation… and vertical guidance. Old style IFR navigation… 1) Use VOR based navigation to define waypoints… 2) BK made a box for this just before GPS became the norm… KNS80 that looks like a KLN98 that was GPS based… 3) All data sent to the HSI for ease of navigation… 4) Same effect… different radio sources. Ground vs. satellite. Electronic displays… 1) have added multiple pointers… 2) different ways to define intersections… 3) Doesn’t improve the amount of data available… 4) Doesn’t improve normal intersection based navigation… Going back to VOR based navigation… 1) Great back up when GPS is unavailable. 2) more data and choices are better for some people… Always have two methods of finding the ground in low IMC… 1) Traditional ILS… 2) WAAS based gps…. 3) Have a way to get to better conditions… Essentially, 1) select a nav box that can define waypoints… intersections, VORs, ILS 2) Send that data to the HSI 3) Select a back up plan, independent VOR/ILS display and data source… Pitfalls of VOR navigation… (old analog displays) 1) if you lose situational awareness… 2) it is possible to turn the wrong way on a V-route and keep navigating the wrong way… and find mountains… 3) DME was a nice addition to the old analog system… For how the pros do it…. See DK’s post above! PP thoughts only, not a CFII… (one part normal system ops, another part is failure of each box and how to get down safely. Best regards, -a-

RT, Pay extra attention to the headless rivet… That can be a sign of corrosion between the two pieces of sheet metal. The expansion of corrosion in the restricted space is strong enough to tear the heads off rivets. +1 for getting a jump on this corrosion challenge early on! PP thoughts only, no sheet metal experience at all… best regards, -a-

The shunt locations kind of give themselves away… The wires to and from the shunts are as large as possible, as they carry all of the electrons used by the plane. There are also a pair of wires heading directly to it from the Ammeter… Also when installing a new one… you get the opportunity to shield it from anything that gravity can make fall onto it… Screws, drill tailings, and other pieces of metal have been flash melted when they fell against the shunt… They are typically not well insulated for good cooling, so live pretty high on the firewall to avoid catching junk…. +1 for Mrs Lemur’s involvement on this sized project! PP thoughts only, not an electrician… Best regards, -a-

If changing the seals didn’t work… The environment these seals live in may be pretty crusty… or easily scratched when pulling the old seals out From ultra hot, to kinda steamy, to huge temp changes…. It may be possible that cleaning the sealing surfaces may be a good idea… How hard is it to pull the tube out for a decent cleaning and inspection? What do the tubes cost new, on the open market? PP speculation only… I haven’t had this leak before… Best regards, -a-

Jimmy GMax is the best resource for most current numbers… he often shares his price guide. And is great resource to market a great plane. MooneyFlyer has a price guide that can be helpful. Jimmy’s listings on Controller can be helpful if you can find something very similar…. Good luck with the next steps… Best regards, -a-

I received a post card with Lela Hughes’ email address on it… Its an ad for the upcoming Mooney PPP program at Henderson, NV… MooneySafety.com was the contact given, along with a phone and email… Trey and Lela were the backbones of MAPA until they retired…. Looks like Lela has unretired for a bit…. Best regards, -a-