carusoam

Check the POH… All the lights will be detailed for you there… If you don’t have a POH… there are some in the downloads section… If there isn’t one there contact your MSC for an electronic copy… Or… standby… there are many MSers that have those lights. There are lots of label makers and instrument shops to select from… If Mooney has original decals on the shelf still… a call to your favorite MSC will work. Best regards, -a-

Nice details Bartman, thanks for sharing them… Best regards, -a-

Inviting @201er to see the weather he was flying around…. Thank you Scott! Best regards, -a-

Usually…. When a TIT probe fails… It does it with style! The probe tip physically fails due to the harsh environment it lives in… Pp thoughts only, -a-

Great follow-up VA F! Best regards, -a-

Dan, Add this one to the deep pile of variables… The TopProp is reported to be most efficient at 2550rpm… Would that change your thought process / selection any? With my NA engine… at altitude… WOT is the norm (MP is only around 21”)… max power at peak EGT… the only way for me to get more power is to increase RPM… with its normal increase in FF… For Tom… with a TC’d engine… it is really easy to run above 65% bhp… be sure to ask a lot of questions until you understand these topics really well… CHT limits, TIT limits, BHP limits… big pull procedure… Things get more complex with the added systems… the POH won’t know if a MP controller or intercooler were added later… the STC should have the data and procedures for that… Let’s include @jlunseth in the conversation… Best regards, -a-

welcome aboard Francisco! The PC system is the Mooney wing leveler… aka Positive Control. Best regards, -a-

Expect the carbon to burn… like coal, the end product is CO2. It will take sufficient O2 to burn it… or the side product would be CO… Even diamonds will burn… PP thoughts only,, not a carbon chemist… Best regards, -a-

Gumi has all the right stuff going! thermo gravimetric analysis… TGA Fourier Transform Infra Red analysis… FTIR Some serious polymer chemistry lab equipment… Way cool… Reminds me of my school days… a decade or four ago… or was it five? Best regards, -a-

Not enough… Those boys had their orders, tools, and fuel… training was on the fly… What my mis-worded question was intended to mean… How much time it would it take ME to learn to fly a beast like that..! It has some upside… 1) Plenty of HP 2) Composite construction of a laminar wing…. Extra smooooth. Need to look up the cruise speed for that…! and see if the prop can be put in beta mode… for braking. Best regards, -a-

This thread came up a bit earlier… More directly to the engines, than the Cirrus itself… Word is getting out… -a-

Summary… 1) oil drip at… 2) the interface of the engine and a 90° elbow fitting with NPT threads… 3) Use proper Teflon sealant… not thread tape… 4) Thread tape has a tendency to show up later in unexpected places… 5) Use caution taking the fitting out, and tightening it again… it is steel threads in an aluminum thread… 6) differential heating and cooling may help to loosen the fitting… 7) this fitting supplies engine oil from the Governor to the prop… 8) If the leak gets worse, it can empty the engine of its oil PP writing only, not my ideas at all… Best regards, -a-

There is a thread already created for the Continental engine crowd… Fortunately, it seems to be a narrow range of engine production…. This one was posted by DMax… https://mooneyspace.com/topic/44745-tcm-engine/#comment-785056 -a-

Al Mooney would be impressed! Best regards, -a-

To prove the whole power, weight, and T/O distance thing… It really helps to use the CloudAhoy app to measure the actual T/O run… Most of us will be babying the engine a bit at first, and it’s hard to tell when the plane breaks ground with any accuracy… Combined with a WAAS source… it’s calculations are down to feet… and it displays your track over the ground exactly where you were on the runway… for comparison to your memory… To get this level of accuracy from CloudAhoy May take paying a subscription fee… highly recommended to get a feel for the data available… Get ready for the DA discussions as the weather warms up… Best regards, -a-

Note the reduce power to 2550-2600 rpm statement… what was it reduced from? 2700rpm! See the excerpt from an M20C POH below… There is a ton of valuable data in the POH… without a lot of organization… There must have been a rule to write something once, and never mention it again… You will get rated HP of 180 at 2700 rpm… If you don’t swing the prop at 2700 rpm… you won’t be getting the rated bhp… Without the rated bhp… the T/O data can’t apply… Then T/O runs get more challenging closer to MGTW, as the OATs rise, and we are any where above sea level… PP thoughts only… Best regards, -a-

Nice pireps for C&W Caldwell NJ and DMax! Thanks for sharing them, Gents! Best regards, -a-

Reasons to dress appropriately when flying… Say for example… You are flying one of the last DC10s in Continental’s giant fleet… You are leaving out of Amsterdam for Newark… You have spent the morning in a nice lounge having breakfast, ready to go… As the behemoth trundles down the runway… a shudder occurs, accompanied by a slight yaw, followed by slowing down, and taking the next exit… The pilot explains that they have experienced an engine problem… a small hole in the engine is going to cause a delay…. Anyone with PP skills and above knows… the number of holes allowed in the engine is zero… no matter what size they are… and the time needed to plug the hole isn’t going to happen today. The reason for being dressed appropriately… You are now one of 300 people looking to get on the next flight 24hrs from now… and that flight is booked… You are going to work your skills at making phone calls, talking to anyone near a desk with a computer on it…. And arrange a place to stay that evening… Being dressed better than the other 299 people with angry faces… seems to get a small amount of positive attention… Now I know what it feels like to be good looking/attractive…. The DC10 quickly fell out of favor after that… A DC10 was known for leaving engine parts all over a runway that was next used by the ill-fated flight of the last Concorde… parts on the ground, destroyed tire, tire parts slap their way through the fuel tank… plane lights itself on fire… The pilot lied to us… he said it was a small hole. When we were back the next day… the cowl was still off the engine… it had to be a much bigger hole than what they were claiming…. On a 727 flight out of Houston… we were returning to the airport from which we just left…. There was too much heat outside the rear engine, according to the pilot… What kind of sensor do they use to sense heat outside the engine… a flame detector? Getting on the next flight… easy when dressed well and carrying the platinum card… Use the ‘dressed well’ to move through crowds… the platinum card gets you on the priority list… It is important to move quickly… because there are a ton of platinum card holders trying to do the same thing… Always thank the crew… why not? Unless the plane is on fire… I wonder if they log the second landing… after the bounce…? Most of my flying was within the US… until I got a Mooney. Then it was Europe, Asia, and South America… timing… PP thoughts about flying commercially… Best regards, -a-

Jim, if your down lock block hole is perfectly round… keep it in service… They wear while the steel handle is in the aluminum hole… to that fancy egg shape with a step… But, I don’t think it is possible for the down lock block to change the operation of the gear… Fixed dimensions with fixed mounting… +1 for if it ain’t broke… Best regards, -a-

Why is the controller being sent in…? It has been mentioned before… But, sending cartridges in for new clutches… probably doesn’t require the controller… Just wondering… Best regards, -a-

Everything in a Mooney is on the opposite side of the floor boards… There are no windows through the floor board… including swapping out the lightbulb in the gear status window… Go figure… Best regards, -a-

Noooooo….! technically correct… as Vle (extended speed) is documented that way… But realistically, way off base… as Vlo (operating speeds) are much lower. The gear doors are arranged to pull on the gear… The faster we fly… the force increase is squared… Depending on your core strength… How do you hold the yoke, while pushing the j-bar in place? If you are wrestling with the J-bar with one arm… it is going to be near impossible to hold the yoke gently… If not paying attention… it is really easy to pull on the yoke accidentally… There is a perfect speed to stow the gear… with no effort. and a perfect speed to lower the gear… with no effort. But, that is not documented in any 60s POH…. That would take a 300 page POH that the M20C did not get… if you have run out of strength… something can be done better. if you decide to not wait for 120mias to lower the gear…. Expect a surprise while the j-bar rips through the cabin with elbow smashing power… with strange looks from your fellow travelers… This topic is one of those things you learn in your transition training with a knowledgable CFI… A CFI with minimal Mooney experience won’t naturally be able to deliver this lesson… PP thoughts only, stuff I learned about pre-MS! Best regards, -a-

Speed is important… Very easy while going slowly… By the time we reach the altitude where many want to raise the gear… We can potentially be going too fast to make this easy… there is a small driving force to lift the gear as soon as practical… The opposite is also true… there is another speed that makes putting the gear down easy… Experiment with small steps in speed… the force on the J bar increases dramatically with speed… PP thoughts only… not a CFI… Best regards, -a-

Great follow-up RLC! Thanks for sharing it. Best regards, -a-

How much transition training would be required for that much hp? 1) A week… 2) A month… 3) A year… All the excess HP… + it’s a tail wheel… The torque effects must be huge… Rotating wind stream at a maximum… and the Coriolis affect as the tail wheel rises… T/O procedure probably includes dance steps of a salsa dance… on the rudders… Sounds like a blast! Best regards, -a-