Shadrach

Should not be vapor pressure issues with UL91. Converting from SAE to Metric shows them to be nearly identical in terms of volatility. It’s reasonable to conclude that the average IO360 application, timed to 20° BDTC, has sufficient detonation margins to tolerate UL91 under normal operations. Whether it meets FAA detonation margins in said application is anyone’s guess. 100LL vapor pressure 5.5-7.0 psia or 39.2-48.2 kPa 91UL vapor pressure 38-49 kPa or 5.51-7.1psia

I did not remove a filter, we never had one. I asked Ole (Owner of Aeromotors) about adding a filter and he said that it was highly unlikely that the new vanes or any other parts could/would depart the pump so I left it at that. Any tank debris will most likely get caught in the fine gascolator screen.

Filter is still there. I’m running without a filter on the modded Aeromotors pump without worry.

Former Astronaut Bill Anders (90) has gone west. On Friday, June 7th, his Beech T34 impacted the water off Jones Island, WA. Video shows Anders perform what appears to be a Split S with inadequate altitude to complete the maneuver. The T34 impacted the water in a nose low attitude and skipped on the water as it broke apart. General Anders would have been 91 in October. From what I’ve read he routinely performed aerobatics in the Mentor. He had a truly remarkable life. RIP https://aviation-safety.net/wikibase/389197

Love the Gulf Racing livery! I had a Gulf 917 poster as a kid and that scheme has always been a favorite!

Scott seems like a nice guy. I don’t think it’s intentional but as a Bonanza guy, it becomes second nature to represent other makes as inferior. What he’s done here is take the the Vne of the vintage birds and early 201 and the clean stall speed of some other heavier Mooney. The numbers to calculate for my bird would be as follows: Vne = 175kias Vs1 = 58kias Max G available = 9.103 He uses: Vne = 175kias Vs1 = 63kias Max G available = 8 The number’s he uses are not representative of any Mooney with which I am familiar.

If you look in the IPC, you’ll see that each of those tubes should have a gate valve. It is basically a butterfly valve in the tube with a lever on one end of the shaft that allows you to rotate the valve like the throttle on a carburetor. The lever is oriented to align with the valve so that you can see if it’s opened or closed from the outside.

has the plane been stored with the door fully closed for any length of time? My recommendation is to stop trying to correct work that was recently done by a shop that should take responsibility for the malfunction. It should not have been returned to service if it could not be closed from the inside.

The fact that it ever had a list price of $33 makes me wonder if it was adapted from another application. Mine gets way too hot to be plastic. I’ve hit the louvers with an infrared thermometer at max heat and they were just under 200°. I can’t imagine plastic taking heat cycles like that for 57 years without degradation.

Defrost is always on to some degree. Defrost can be increased by choking off the rest of the outlets. Defrost is strong enough to melt light rime on the windshield.

Yes. The supply to the center vent comes from the “mixing box” on the firewall. The “mixing box” has a hot air input and a fresh air input. The output from the mixing box can be all fresh air, all hot air or any combination of the two to achieve the desired air temperature into the cabin. The mixing box feeds the footwell gate vents, the center vent and the defrost. The only fresh air only vents in my plane are the overhead vents and the pilot’s side Wemac “ball cooler”. Everything else can be blended to get the desired output temp. Edit- Rags beat me to it…

So is all of the heat delivered to the cabin via the footwell tubes and defroster? I would guess that Mooney added that center vent because heat for the rear passengers was marginal in a short body and even less so with an extra 10 inches added to the cabin. It is nice to have in the summer for fresh air, but it’s absolutely critical in the winter for keeping back seaters warm.

The vapor pressure qualities of UL91 are nearly identical to 100LL. Mogas definitely has performance issues in some aircraft fuel systems but 91UL would not have those issues. Detonation margin would be the only real concern with 91UL in an IO360 and that could be mitigated by retarding the timing as Rich stated.

Your F is technically a 1967 model per the 670 prefix of the serial number, but it was built in September of 1966. Must have been manufactured just before the vent was added to production. Probably not a lot of demand for these components in the salvage market. I bet that you could collect the parts for a retrofit without much trouble. Adding the controls would likely be the most difficult part. So the sole heat source in your cabin is the footwell blast tubes?

@Echo is this the vent to which you’re referring?

Pretty sure my vent is aluminum. The only plastic is the wheel well trim.

Huh? Pics please. I have a large vent in tge center console. The plumbing is on top of the nose wheel well.

They claimed they took off with 3 green but because of previous issues with a gear swing on the ground, elected not to raise the gear. I'm not saying what they did was a good idea, but the pilot has a plausible explanation that supports his thought process. While it certainly does not paint a picture of intellectual prowess, it does make a clear case as to his intent, or in this case, lack thereof regarding airworthiness.

I agree. That’s why I think that if you’re going to go after a window, you go after the pilot side window. It’s not going to flex as much as the frame as the door window and is already compromised because it has a cut out. It would be far easier for folks on the outside to break a window inward than for folks on the inside to break one outward.

I have seen negative reviews on airnav though not many. I’m sure there is a mechanism for removing dishonest or vulgar comments.

^^^^this my SOP. Initial fill is a little under 7qts to leave room for a bottle of cam guard.

That’s unacceptably short service in my opinion. I would expect a Concorde to last a minimum of 4 years for a maintained battery. My last one lasted more than twice that before falling below 80%.

This happened to a hangar neighbor with a fast back 182. It turned out his governor was improperly installed causing the prop to go full course when the throttle was advanced. The engine would not rev higher than about 2000rpm and would go into mild detonation if held there.

You should have opened with the limitations of your POH! I knew that some of the early owner's manuals are limited. Stopping at 5000' just is not sufficient for planning. We have airports here in Maryland that see DAs in that range in the summer time. Performance data can be interpolated, but it would be preferable in the event of an inquiry to have factory numbers to show as a reference. The truth is that a well sorted M20E is probably the best of the fleet for departing in the conditions that you have described. You're flying a light airframe that will be making >80% horsepower. I can't imagine anything other Mooney besting your E's runway performance with a 700lb payload.

I do not believe that when my flaps are in the take off position (15°) that they align with a fully deflected aileron, but my indicator could off a bit. It is unlikely that the flaps retracted under load if the system is in good working order.