takair

Beer

Sorry this happened, but glad you are on the ground in one piece. As Tyler suggested, your engine is telling you something. What was your normal oil burn prior to this flight? I assume this was sudden, in which case you should see if you can get someone to look at it prior to flight. Sounds like whatever happened is progressing rapidly. Low oil pressure may have been due to low oil, but the cause of low oil may not get you through a 30 minute flight. You did good landing. Grab a beer, find a mechanic, and work on plan B until this is sorted out.

Scott. Are you saying the oil is coming out the whistle slot? The slot should be oriented such that the bent in part keeps oil from coming out. If the lower tube is twisted it might not work adequately. If you have bladders, the whistle slot is part of an AD and is added individually….but the instructions are not 100% for consistent slots. Not sure when Mooney started adding them. Have heard of folks putting tape over them…..not wrapping….just over, such that it acts as a pressure relief when needed. I’ve never tried this, but don’t have oil issue there.

Very nice. I’m curious about the leading edge of the wing and tail, is that paint or erosion tape? Almost looks like de-ice boots.

As others suggested, they are hand fit. I’ve worked for a couple of large OEMs (high end jets and copters) and a regular tool used to be the grinding wheel. Doors were hand fit to the gap and no two were equal. Today’s designs are much better. Regarding painting, a friend has a technique where he adds a layer of light weight cloth, like for model airplanes, before the paint. Takes care of much bubbling and cracking. My guess is if you bought a new cowl, they are oversized. Don’t know if you can buy new these days.

The suggested timings are within the type certificate limits, so 100% allowable. In the case of the OP, at most he would gain 2 degrees timing advantage. As suggested, improvement would be marginal. In my case, 20 degree timing was a Lycoming bulletin. In this case it is actually a little harder ti go back to 25 degree because the data plate is remarked. I’ve never really seen the need, especially with Surefly. That said, if I lived at a high density altitude airport I might consider it. I’m at sea level so plenty of margin.

There is nothing magic about 400 except that Savvy flags it. I have a friend who is religious about it in another aircraft type but he is giving up tons of performance on every flight. Done the timing, baffles, carb. My guess is he would peak at 420 and the engine would be happy. Instead he accepts reduced rate of climb, which creates its own hazards. Many airplanes continue to operate without analyzers and make TBO and beyond. Look at flight schools. Yeah…..there is a point where you eat into cylinder life but 400 or 410 won’t instantly cause that. Find out where you sit. If you are at 430….you can probably improve…based on other C models. But 410 and 420 seems to be where they end up in climb. An E model at 400 would be hot. A C model at 400 is just warm. The carb and intake system just wasn’t well tuned at the time.

C models tend to run much warmer than E and F no matter the timing. I think low 400s on climb is pretty normal for a C.

I suppose there is a slight loss, but I don’t have numbers to compare. I feel like my plane does pretty good for speed and climb. I added a Surefly a few years ago and with the advance I get the power back in cruise. I think Lycoming put out SI1325 to eliminate the possibility of detonation….i think it effectively reduces the so called red box.

Are you saying your ailerons are 1” higher than your flaps? That seems excessive.

I have not specifically done it on a C model, but on my E model it has the 20 deg SB and runs almost too cool. The less the advance the cooler it will run. Not sure how much 1 degree timing will get you but it won’t hurt. For that matter, you may actually be at 26 so you might get two degrees. Not hard to do at annual when they check timing anyways.

I had some questions on the first page of posts that lead up to the cam…. To summarize, do you make near book numbers with takeoff distance, rate of climb, static power? In other words, are you making power. Cam failures can be hard and slow to diagnose….

How about a Mooney with a 720? Welcome back Clarence! Your old posts still come in handy! While I love Mooneys, I have to admit the a Comanche 400 might draw me in, but would want the option to shut off half the jugs in cruise…. Is it a coincidence you came back when gas prices are up? Lol. Again, welcome back. Even @carusoam drops in on occasion…

The slip will cause a gear amount of drag as well, which was likely a huge contributor. Mooneys are efficient when rigged properly, but don’t tolerate mis-rigging well. I was going to suggest that density altitude related to temperature is a contributor to indicated airspeed variation. Good to note that as well in comparisons.

It is not unheard of for the tail to be mis-rigged. I would suspect yours is not rigged properly. This often happens after work on the trim servo or if the trim rigging is disconnected for any work.