kortopates

2006 may be a year before first O3's, so probably born an O2 and updated to an O3 since it has the 310 HP. If so, post WAAS update since it has no R1 RPM.

I wondered! Just use the wing gauges and stick the aux tanks without anti-siphon valves.

No, the slicks pressurized mags are weak link in getting the bravo much leaner than 20F LOP; even with great mixture provided by Gami's. Ignition misfire typically sets in at about 30F LOP. The Finewires and lower RPM help with this but don't solve it,

If you mean "Flapper valves" by design they try to restrict fuel flowing from the main tank to the aux tank, so they don't restrict flow from aux to main and therefore won't alter or effect measuring fuel in mains and aux. But perhaps I didn't understand your question correctly? Flappers are desirable IMO but do leak, but if they were perfect you could fill the mains only and come back in 10-15 min later and all the fuel would still be in the mains, but they so allow the fuel to "leak" past into the aux as if you didn't have them, just more slowly. I wouldn't recommend removing them.

The diagram is a good representation since it shows the importance of the wing dihedral. But be aware that fuel moves through the rib between the main and aux through rib holes at very bottom as well as top (air and fuel). The diagram also illustrates that the aux won't be completely drained till the mains are at half full. (You also can't reallytell this by just looking down hole at the aux fuel cap, you need to use flashlight to look inboard to see if fuel in still by the rib or dry.) If you have the optional wing gauges, then your total fuel per wing becomes whatever you read on the wing gauge plus the fuel from aux tank you can measure by sticking the aux tank (see AFMS).

Be really careful punching a hole in the oil filter. TCM has been on an education campaign for many years now to warn mechanics of avoiding this practice after they have had engines come back to them prematurely due to an oil galley getting plugged with oil filter element debris. They do approve of using the Tempest tool to puncture it which doesn't penetrate the filter element.

Perfect Rick! Great details! ^^^^^

actually not until the mains are half full will the aux tanks be empty. Sent from my iPhone using Tapatalk

Let’s hope it’s not Mooney’s “final” history; especially since it’s still in business, just not making new Mooney’s. Sent from my iPhone using Tapatalk

I often carry two non-folding 29" mountain bikes in back, for mountain biking vacations, but I have the ability to fold down the rear seats flat to provide much more room. The rear folding seats were introduced about '85. I fly a mid-body and the long bodies will offer more baggage area room. Generally speaking, renting is always cheaper than what owning will cost you per hour. So purchasing to reduce hourly cost isn't a good plan. Reasons to purchase a plane though are varied and include enjoying unrestricted 7x24 access to your bird with no scheduling hassles, no restrictions on where and for how long and how far you can take it; such as across international borders. Then the freedom to make it however you like with upgrades to avionics, paint and interior. And the big one for many of us to maintain it to your personal standards. All of this comes with the recognition you're going to budget somewhere from $25 to 40+K* annually for annual flying budget. *I really don't know the low end on annual budgets and I am constantly improving mine. But the main point is that annual budget after a few years will quickly dwarf your acquisition cost. So its in your best interest to to purchase the best airplane you can afford with as many of the upgrades as you want already there since it'll cost you near twice as much to add upgrades your self.

Exactly, Lower RPM improves your ignition systems resiliency to running LOP and thus will allow running deeper LOP smoothly over a faster RPM. With the Bravo's challenged ignition system, it can really make a difference and has for many of my Bravo clients.

I’d bet you’ll get more for it through Jimmy. Your aircraft sounds very difficult to price with out logs; although not as bad as when you bought it since now you can show full AD compliance. But a well respected expert like Jimmy will be able to price it right and then have the credibility to get that price. Whereas a rookie like myself doesn’t have the credentials to convince anyone it’s really worth X in todays market; with prospective buyer insisting on a bigger discount. Blue book and Vref are only a small part of the pricing equation. They give you a ballpark idea of how to price the airframe and engine but most everything beyond that is subjective including avionics upgrades and even paint and interior. They don’t translate all your optional equipment into a value like Jimmy can. The big plus for you right now is that it’s truly a sellers market with low inventory. Sent from my iPhone using Tapatalk

Part of the unpredictability comes from how dynamic the situation has been. Using your Garmin example, every couple of weeks their estimated leads times keep changing, mostly with significantly longer lead times. Past experience just isn’t a reliable indicator of future performance when things are changing weekly. Sent from my iPhone using Tapatalk

Models may vary on this, but the Starter light is one of the bulbs that does not illuminate with the test button. Try it on you Ovation. it’s the low fuel circuit that takes 3-5 sec to illuminate. Sent from my iPhone using Tapatalk

burnt out bulb - CM7327 Sent from my iPhone using Tapatalk

Call a local oil distributor/wholesaler. Mine gets me aviation oil by the case and gallons within a couple days. Best pricing and no shipping, but i have to go get it. Since we burn leaded gas, synthetic oil should be avoided. That’ll change when we’re all burning GU100, but not now. Sent from my iPhone using Tapatalk

all true, but i think what the NTSB reports show is that Mooney pilots aren’t primed to use it right away; especially when already at a high DA in the mountains with very little terrain clearance. They find themselves unable to maintain altitude looking for an escape route. Carb heat is hardly ever used by Mooney pilots as it is, so not on a pilots mind when they have so little time to fix it. Cessna pilots though are accustomed to using it on all landings and much more likely to recognize what’s going on and turn it on sooner. Just my opinion from reading NTSB reports. The early 231’s has a very similar problem with the intake being an ice magnet. It brought down several K’s flying high to lower altitude with warmer temperatures where it self corrected. these early k’s didn’t have automatic opening of the alternate air doors, but these events led to a SB with a mod to fix that so that they all have it now. No pilot action required now. Sent from my iPhone using Tapatalk

check starter relay and if the Starter annunciator light is illuminating when you push in the ignition switch to start

its industry wide right now and to be expected and beyond the predictability of vendors, mechanics and installers. More patience is needed...

same, just bigger cylinders

Glad its working out real well so far. But I am sure your aware 5 months is too soon to know if it may still suffer any ill effects from sitting for an extended period like that. But good things are that TCM is not known for lifter spalling like Lycoming engines are and a big plus with your engine is you can inspect the lifters and cam easily without splitting the case; with just the same amount of effort you went to replace the push rod housing seals. But if it happens, it's common for engines to not make metal till a year to 18 months after they were brought back into service. The bottom line is that no one can predict how a plane and engine will fair after siting for some time. For that matter even one that has been flying regularly could throw a rod tomorrow, but with much less chance. So we mitigate the risks as best we can and then take take the gamble or look for another one. Hope yours continues to work out well.

even basic supplies are a challenge right now, even grease! Sent from my iPhone using Tapatalk

Just a guess, but do records show the plane was re-weighed to get this low of useful load? If so i would look closely at how it was done and consider repeating the process; especially if weighed with tanks full rather than empty. Sent from my iPhone using Tapatalk

Not if I was buying it to fly it! Unless the engine is treated as runout and priced accordingly, in which case its an opportunity for a buyer to get the engine overhaul they want. But aircraft that have been sitting for years it will have more issues than just the engine. There is a lot more info to consider such as if it was hangared all that time in a reasonably dry climate or on ramp. Also if had annuals during that time and their scope. But ground running an engine to exercise it worse that not running it - it doesn't burn off the trapped moisture but rather adds to it. People usually buy these projects because they believe they're getting a plane at a discount when in reality the first couple years of ownership expenses make them the most expensive choices.

the cylinder can go up and down too, i lift it up to get max height for the piston pin. I push it out over the adjacent cylinder inside of the fins over the barrel. Make sure everything is removed crossing over the top of the cylinder e.g. injector fuel lines and induction tubes and hoses etc. it’s tight laterally, but it will move side to side because the crankshaft rod will move almost a 1/4” side to side without the cylinder. So you should be able wiggle it a bit side to side too. Sent from my iPhone using Tapatalk