carusoam

Hey DC! Sounds like they may be the push to reset type….? when they trip, they pop out about 1/4”…? PP guessing only, not an electrician… Best regards, -a-

I like the Transition Training route… Expect about 10hrs with a Mooney specific flight instructor… (a lot depends on your insurer) Learn how to handle all the wackiness that is specific to Mooney airframes… with somebody that KNOWs. First year of insurance usually costs about 1k more than the second year… stay proficient after that… All airplanes are just different enough from each other…. Getting the transition training for the new 2U bird is worth it… The most recent Mooney accident, may make you wonder about the new owner’s level of transition training… New 2U machines can be dangerous solely because of all the new things going on…. Not recognizing things as they happen…. Transition training is used in the industrial machine industry as well… it’s not just a pilot thing… PP thoughts only, not a mechanic… or a CFI. Best regards, -a-

Just remember… Selling the Mooney doesn’t mean leaving MS… we have a few Piper turbine owners around here still…. i am a big fan of the Rocket Engineering birds… Missile, Rocket, Screamin’ Eagle, Standing Ovation, P46T…. Transition Training will be fun! Best regards, -a-

Let’s let @canamex know you are asking… it’s a bit late right now, you might check back in the morning if you don’t hear anything…. Go Mooney! Best regards, -a-

Interest rates are about maxed out… with the expectation of dropping three times this year… according to the federal reserve… financial coup… 1) buy it into the weakened price caused by higher interest rates… 2) refinance it after the rates drop… PP thoughts only, not a financial guru… or seer of any kind… Go Mooney! Best regards, -a- Update… Auction ended, reserve not met… last bid appears to be 130K… But, it did get a lot of clicks and eyeballs….

+1 yea! and a question… If the air intake on an Ovation was made of a carbon fiber part…. How many pounds could we save, compared to the original aluminum part? There are a few Mooneys with the IO550 that are just a bit nose heavy… by a couple of pounds. Nice work William! Best regards, -a-

Fiki, turbo, Long Body, Mooney, that looks brand new…. I like the ice light! Go Mooney! what’s next… turbine six seater, carbon cub on floats, or a Bell Jet Ranger….? Best regards, -a-

Long live Trek! He always has the answers… The hard part, you had to know how to find him…. Best regards, -a-

I can only offer confusion…. I have the O, it was born with a NA IO550g, standard with 280hp, limited by 2500rpm… At OH time, it was upgraded to 310hp, it got a prop swap, from McCauley to Hartzell TopProp, and is allowed to run 2700 rpm… The TopProp weighs about 15Lbs more than Mac, and the N cylinders save about two pounds each… Keeping the WnB details as close as possible, before and after the swap…. I went with the N cylinders… Over the years… a few of the N cylinders in the field, have developed cracks near the exhaust valve in a thin part of the casting…. there is probably a change in that area of the cylinder to eliminate that cracking issue…? I have not experienced any cylinder cracks yet…. CHTs in the O, are tightly controlled… I don’t usually fly above 12.5k’… There are a lot of N engines in the cirri… for comparison… I also briefly considered the lighter weight MT four blade, but it was not fully STC’d at the time…. We had at least one Acclaim around here that was running 310hp flying out west around CO… The Acclaim was used to commute between CA and CO… Climbing with 310hp all the way to the FLs would surely be nice… 2kfpm Go Mooney! Best regards, -a-

I believe my Insight Strike finder in the O was installed at the factory when new… A call to the factory may give some…. Insight… to what they used to make it a legal install… PP thinking out loud… Best regards, -a-

DKK’s paint is so mirror finished… the wings disappear into the background! The TN’d IO550 is a beautiful piece of mechanical art…! -a-

I’m pretty sure that is THE sign of an N cylinder… Let’s see if @LANCECASPER is around… Lance has an Acclaim… and can probably ID a G vs. N cylinder…. best regards, -a-

Find the book for the JPI unit you have… they probably have it available on their website. or flip through the settings function until you find it… Often the JPI auto senses the new sensor and adjusts the display appropriately… Where is our JPI guy? @Jeev ? Wolf Aviation, awesome West coast shop… Best regards, -a-

Drawing board pen stencils ooooold schoool!

And for a Compass from an Ovation… -a-

Hey Jerry! -a-

Somebody was looking for one yesterday… or parts of one…? see if I can find the link… -a-

Angelos, Remember what does come before paint…. Any tank stripping / reseal should be considered before painting… The other thing…. We always love to critique choices of colors and layout designs around here…. Please post pics! Good luck with getting this all completed! Best regards, -a-

Awesome drawings Skip! those donuts in the stack of five… they are more than original… those are called Firestone donuts… look carefully at the work completed… the four stack donuts may have a different steel tube or other part associated with the change from five to four donuts…. if for some reason, the proper angles can’t be achieved by following the MM instructions… it could be, a part didn’t get swapped in as expected… check the center tube for its health… they have a high likelihood of suffering from thinning over the decades… Fuzzy PP memories only, not a mechanic… Best regards, -a-

@dkkim73 the cylinder model should be easy to tell, just by looking at it… the cooling fins for the G are very uniform… like most engines we ever see… the cooling fins for the N are alternating short, long, short, long… Not a really good description, but that is what came to mind… Best regards, -a-

YT already has radio and gps data posted… Prayers, -a-

Cabin air has two types of systems… older is slide gates… newer is butterfly valves… slide gates require a minimum of annual maintenance, to clean and lubricate… butterfly valves are better, but use a rubber seal that needs a replacement every decade or three… A damaged piece of rubber can easily get in the way of a proper seal. ram air is similar, moving parts and rubber seal… but way more important to have operating correctly… Any parts released by the ram air door are sent directly to the engine… no filtration in between. inspecting the systems can be a bit challenging… depending on how much mechanical skills one has. Always good to have a pair of manuals on hand… parts and service barely give enough information. But they are a great place to start… may help to have a friend to operate the lever in the cabin, while the owner’s eyeballs are on the other end… Some of these systems have enough resistance to hold them in position. It may be possible to clean and lubricate them so much, that they move on their own…. By the time an owner has gone through these efforts… it is an easy discussion with the mechanic to show them what is going on… PP thoughts only, not a mechanic… Best regards, -a-

It’s a simple collection of parts… With a horrendous amount of installation… Expect it to be super expensive, and be done by a super qualified shop… The hardest part is probably installing the filler parts in the fuselage sheet metal…. See if you can get a discount price for two…. Best regards, -a-

fyi @Alan Fox

cabin doors stay open about an inch or two… Most people opt for the land and close the door option… getting distracted trying to close the door near the ground, while flying, is a set-up for a different problem… baggage doors also stay open about an inch or two… at traffic pattern speeds…. A couple have been known to pull the door support apart, and bend the door over the top of the fuselage…. The baggage door hinge is mostly stronger than the door when pulled slowly…. If the door snaps open in cruise flight… this is an unusual situation… PP thoughts only, not a mechanic… Best regards, -a-