Shadrach

Partnerships can make a lot of sense, but they are like any other relationship. The parties need to be compatible and have communicative. It's taken a few years to get here but we have a well balanced partnership with little in the way of surprises. My partner flies professionally but only uses the Mooney 20-30hrs a year. I am very hands on which reduces both our fixed and variable maintenance costs by quite a bit. His benefit is that he pays quite a bit less than half of what it would cost him to keep and maintain a Mooney by himself for the small amount of flying he does. My benefit is that I have what feels like unlimited access to my plane but get half of the bills covered. It's a win win for both of us. You might dip your toes in with a non-equity partnership. Most of the benefits that you're seeking without the hassle of property changing hands.

Many shops used to do field overhauls and repairs of both engines and mags. There are still several A&Ps on my field that will repair mags. I am grateful to one of them that helped me avoid scrubbing a trip by replacing a bad coil same day.

There is usually a decent selection for sale on eBay.

Cabin leaks or no leaks, if he has the same set up that I have in my 67, he should have very high temp at the vent. Depending on mixture setting, mine measured between 155° and 175° at an OAT of 7°. At merely freezing OATs it’s pushing close to 200°. There is no ambiguity in whether or not the system is working properly…if it is, you can hard cook an egg with it.

I agree something broke it. However, given what I know about the construction of the Mooney airframe, it seems highly unlikely this was transmitted through the steel frame to non structural aluminum sheets then through the retainers and the adhesive to the plexiglass. I don’t believe it likely that it was airframe “flex” from a flying/landing event unless there is additional damage that we can’t see. Looks like someone whacked it with something. Maybe there were some kids playing soccer on the ramp and the ball got away from them…

Ammonia did not do this... Agree that it looks like a physical event precipitated the damage. I can’t imagine a natural thermal event would cause this. All of the flights in the last month were well below 10K. I would not rule out vandalism. A hammer fist hit to the center of the windshield might cause this kind of damage.

Perhaps, but I don’t think the plane would be reusable after such trauma. Remember that the wings and nose gear attach directly to the steel substructure. The windows are glued and screwed to the aluminum skin. Any energy transfer sufficient to crack a window would likely cause significant deformation of the skin to which it’s anchored.

Just under $400 from Lasar.

It’s hard to invest in parts sales infrastructure when you don’t have the cash flow to maintain a parts inventory.

You might also check the duct that goes from the NACA duct on the passenger side to the defuser behind the radio stack. There is a little elbow at the inlet that adjusts the valve. It need not be open in cold weather. The caulk you cleaned off was likely a dab of RTV. Perhaps you might reapply in a more “slightly” manner.

Pretty sure the number you’re looking for is 940040-503. I agree that’s not great service from an MSC. Nevertheless, you should have an Illustrated parts manual and a Maintenance manual for your plane if you wish to be a savvy owner. Be glad he didn’t price it out for you. You’d have liked him even less…

It will come back at 20 though you may be able to special request 25 since you have an existing data plate.

I don’t think it required a change to the POH. Especially given how much the industry was fudging the numbers in the 70s. A 5% reduction in power makes almost no difference in cruise but yields a 5% decrease in climb.

You have two brake cylinders, one for each pedal.

What I’ve heard and what seems to make sense to me is that a new OEM installation was failing to meet temperature specifications. The path of least resistance to bring temps down was to retard the timing. No significant loss in cruise and <10% hit to climb are easy to swallow to keep approval and production on track. It’s just business…

Yes a power reduction will tend to have that effect on CHT‘s. Since you seem to have some insight into why Lycoming does things, perhaps you could help make clear why the timing was never reduced on the O360? Anyone who has spent time in a C or G model would likely tell you that the parallel valve 180hp is much more of a challenge when it comes to temperature management. Yet the “engineers” did not have the foresight to make the change to their hottest running 4 cylinder? I wonder why? Some might be inclined to believe that the decision was driven by something/someone other than engineering data.

The TCDS clearly states 20° as optional per the asterisk at the bottom of page 2 of the TCDS. Words have meaning. It hardly qualifies as optional if there is no means to change it back to the original certified setting from the type certificate.

GAMI has the most sophisticated general aviation engine test cell in the states. Those close to that facility typically deal in hard data over anecdotes. I would be careful when drawing parallels between the Lycoming and the low power, low compression, vw engine with its ducted fan and shroud set up. There may be differences for which you’re not accounting.

All factory new, overhauled and rebuilt IO 360s are delivered with 20° except for the dual mag engines (A1B6D and A3B6D), which are still delivered at 25°. Apparently those “Lycoming engineers” have determined that 25° is only acceptable if you have a dual mag? All kidding aside, the TCDS is the final authority on the engine’s configuration. Several members of this forum have advanced their factory engines to 25° with the blessing of Lycoming. A cursory search will turn up multiple threads that include folks that have had direct conversations with the factory. After looking at some previous threads, it looks like Lycoming does not ship out new data plates and the correct procedure is to enter the change in the logs and re-stamp the data plate. the next question is. Does the change make a difference? Some say yea and some say nay. I noticed it when a mechanic inadvertently set mine to 20° but without hard dyno data there is no way to really know. There could have been other factors that affected my perception of the engine’s performance, but the change was enough to have me review the maintenance entry.

Mooney discontinued the shock dampener decades ago. A new truss from Mooney would not have the bosses to mount the shock. If if you wanted one, I don’t think you could procure a new one. I can’t speak to the doors. Seems odd given the discs are housed within the truss. Perhaps the original assembly is of a lower profile than the updated version. The mains can be done using the weight of the aircraft.

Fair enough. I learned a lot from Walter (RIP). He never gave me any reason to believe he would make something up, but maybe he was bullshitting me just for fun. I was just offering what I was told.

I’m sorry that your attempt to return your engine to its original timing configuration as outlined in the FAA TCDS was unsuccessful. You’re apparent failed attempt to make the case with your local FSDO has nothing to do with the legality of my plane (still has original data 25° plate) or anyone who has legally returned their timing to he specified setting in the TCDS.

The SI did not change the timing. The SI made made 20° optional. There is nothing in the way of written guidance that suggests Lycoming has forbidden 25°. “Lycoming Engineers” do not supersede the TCDS.

I have never seen a “rear seat hose”. My parts manual does not seem to show it. Can you elaborate on its location?

You are not understanding what I am saying. I am not talking about cylinder to cylinder differences. GAMI put multiple thermocouples on all of the cylinders and found the greatest temperature variance across each cylinder (multiple points around the base, the barrel, the head, etc) occurred when ground running with the cowl flaps closed. they also found that idling with the plane faced into the wind actually provided slightly less cooling than idling with the wind behind you.