carusoam

The cool thing about the new versions of iPads… is their use of the latest CPU chips… apple designs their own chips and has them manufactured by TSMC. the TSMC chips use the latest tiny transistor designs… a long way of saying… the chips are faster, more efficient, and run cooler… and take up less space. As for the pencil… the newest ones work really well and have the ability to read your scribble and turn it into text… of course, your software has to be written to use it all… most software gets written for iPads first… then everything else follows… I use an expensive iPhone, supporting the cheapest iPad purchased at Costco… a portable SkyRadar supplies WAAS GPS signal. i have not used the ipencil in anger yet… PP thoughts only, stuff I read about in tech magazines… Best regards, -a-

Nose ballast can be a good thing… Four blades with Beta mode, in traditional aluminum… the talented hub, can be a bit weighty… My mythical house on a 2k’ runway can use the improved stopping distance… Best regards, -a-

Machining those funky alloys takes a bit more time and effort… fortunately, they are known entities… not like when I was in college… back in the day, a man called a lathe operator, actually ran a machine called a lathe… machinists were awesome… Best regards, -a-

Has the recent war economy in Europe started building modern turbine engines in our scale? they have been building large drones for long distance flying. they want to carry a heavy payload, a long distance… and low flying is better than flying in the FLs for radar avoidance… See if Honeywell is showing anything… P&W partnership? HON powers the Reaper drone… 900hp may be a bit oversized still, for non-Rocket Engineering mod owners… (touchy subject, so don’t let me start a fire accidentally. ) Best regards, -a-

One of the odd costs to keep in mind while doing the math… the OH cost of the turbine is about 2X of an OH of a Mooney engine… but… hours to TBO is about 2X of the recip… roughly speaking… -a-

Unfortunately… unpressurized and turbine don’t go together very often… 1) Always on O2 2) altitude limited 3) fuel economy 4) too low, fuel burn is high, while airspeed is limited… 5) too high, time of useful consciousness is limiting… one missed problem with O2 delivery can lead to sleeping while flying… there are a few MSers flying the Piper P46T and it’s derivatives… And at least one Lancair IVPT for fun, look at the Lancair Evolution… pressurized, turbine, and Experimental… one interesting thing turbines may have… putting the prop into beta… to reduce stopping distance… I like my Mooney! Going Acclaim would make it slightly better… I have been following the turbine discussion forever… Best regards, -a-

Hey Don! -a-

Nice to see you here as well Mitch! Best regards, -a-

Way to go @katzhome! hey everybody! -a-

Interesting note about alternator output… at low rpm, while taxiing… their output is pretty low. You may get a low voltage light on the panel… they will be providing maximum output possible… but at 700rpm of the engine… the alternator will be providing a pretty low output… increasing rpm, the low voltage light extinguishes… but taxiing speed starts to increase… dragging the brakes, nobody likes… O1 experience only, no BU alternator… -a-

Hey Ed… expect that each alternator has its own VR voltage regulator… some installations have one device that contains two VRs in one box… adjusting the VR’s output is usually a simple procedure to follow… the 24V system charges near 28V… there is an upper limit that should be easy to look up for your collective systems… The fancy B&C alternator should have a booklet of info to go with it… possibly found in the POH. If not both the alternator and VR can be looked up on the BandC.com website. Battery, electronics, high and low voltage warnings… Look up the best charging voltage for your favorite batteries you have on board… if you are fortunate, you have a pair of Concordes back there… For maintenance, the Concordes charge between 28.0 and 28.8V… either way, charging at too high of a voltage is bad for battery health… PP thoughts only, not a mechanic… - a -

hey all…! I don’t know what did it… but, my old M20C was fully magnetized… it ended my first attempt at IFR training… right at making turns using the mag compass… if you remember ANDS… accelerate North, Decelerate South… the magnetized cage added another sticking point that slowed the magnet, until it broke free, and accelerated to the next position… Pretty much made the mag compass useless for making turns in instrument conditions… people used to make demagnetizers out of used CRT screen parts… decent instrument shops probably have one… lately, people don’t remember CRT screens much any more… as far as vacuum cleaners and mag fields goes… leave the electric motors outside and bring the hose inside… most modern devices are built with some intelligence involved…all kinds of shielding to keep them from annoying your cell phone. mom’s 50 year old vac cleaner throws off enough sparking electric noise and ozone… it’s best left outside the hangar… The newer Mooneys got a larger diameter center tube, made of SS… and the mag compass is also glare shield mounted a bit far away from the center post… I’m only a retired chemical engineer… my work processes back in the day used 500hp DC motors and had computer controls all around them… both simple PC and hardened industrial controllers…

So far, so good… let’s see if I remember how to summarize a challenge… We have an M20K with an TSIO360… lots of new parts… lots of fuel pressure… with an interesting, but non descriptive statement… The engine won’t commit to start? it does turn… hmmmm… sounds to me like the starter isn’t able to turn the engine over with any speed. if we consider the starter, the battery, the starter relay… and all of their connections… the starter should spin the prop without any issues… if the starter can spin the prop without slowing down under cylinder compression… we get to the next level… cold start, warm start, hot start… getting the start procedure right for the M20K depends on which fuel priming location you have… if your priming system is working… your Fuel Flow indicator shows fuel going to the engine… it is easy to flood the engine… and then follow the flooded engine start!!! Hi all! -a-

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-

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-

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-

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-