Bolter

I bought a new Sensorcon CO detector earlier, February of this year, and tossed the old one in my pickup truck. I am not sure which day I actually put it in the truck, but it was at least May of 2024, if not April. Let's say at least 7 months or more than 4500 hours. Turned it on and left it on. It is still going, and working. I have no idea what the accumulated time was on the old one, but it was bought in 2017 after Dan arranged the discount for us. In that 7 years, I flew about 600-700 hours. Does that mean it has been on for over 5000 hours? Most probably. I used to berate myself everytime I forgot to turn it off after a flight. I now realize it does not really matter if I forget it many times. I plan to keep it on until it dies, and will update this thread then.

The G5 in place of the HSI will work fine with the KAP150. I had this combination in a J, leaving the original AI in place for a future upgrade. It is the G5 as an AI that becomes an issue for the AP, but the GI 275 will work there. The mix and match of G5 and GI275 is aesthetically bad, though. There is also the frankenstein approach where you put a legacy AI in a spare space in the panel just for the AP to reference.

I will add the another harsh reality, I have seen these projects get stalled, and the result was money put into an airframe that is now diassembled, parts scattered, and even further from airworthiness. Be prepared to do the job all at once. Have the time and money allotted before starting anything like this. IMO, like many others, if you have the money for the total project, buy the airworthy plane you can afford instead, and start flying now. -dan

There is audio from CTAF. Of course nothing from the Grumman without electrical, but someone on the ground warned the CEssna that a Grumman was gaining on him. It is about mid of the audio where it happens.

Later J's are 28 volt systems. The Gill 243 is a 28 volt, so the right concorde is probably RG24-15

Would a pump overhaul shop like Aeromotors have something like this, since it is related?

Some opinions are coming... as someone new to Mooney's and Mooneyspace, you may believe that the POH is a great reference. It is outdated, and perhaps was never very honest. It is a common OPINION that the best operation is to keep the throttle full open from takeoff, through cruise (except low altitudes where you may make too much power), and until descent. Do not intentionally run a lower MP because of a book setting. Use RPM and Mixture to control total power. Avoid the peak performance point of the POH of 50F rich of peak. Either be 100F rich or run lean A little unclear on what your conditions were, but 125 KIAS could be around 150 KTAS, which is a decent true airspeed for an E without speed mods running ROP. If you are reporting KIAS, it helps to know altitude, altimeter setting, and outside temp. Same when concerned about performance in general.

Overall, the powered SIdewinder is using the same swing as a manual towbar, and not much wider where it is near the prop. Use that clearance as an indication of an issue. Of course you can hold the bar or Sidewinder at a lower point where the span between blades is larger.

Both Tanis and Reiff endorse plugging it in continuosly. In the colder months, this is what I have done for several years. No evidence either way of damage to the engine. In very cold months, I add a blanket to the cowling to keep the temps up higher. An article from the Reiff site: http://www.reiffpreheat.com/Article-Fiorentini-ContinuousPreheating.pdf From Tanis FAQ: https://www.tanisaircraft.com/faq/can-i-leave-a-tanis-preheat-system-plugged-in-all-the-time/ Note there is a recommendation of less than 100F ambient, which should be easy to accomodate.

I live on the western side of the Cascades, but if you are in this area, or I make another work trip to KSFF, you can see my 310HP STC Ovation with FIKI. For us, it was a great family hauler solution, better than hoped... long body for space, 310 HP STC for useful load, and FIKI for increased dispatch rate.

I removed the just the vacuum system and a single AI as a single step. This includes front engine drive primary and battery backup and that was a total of 14.79 lb removed and mvoed CG ahead .07 inches. The standby pump+motor+frame was 7.4 lb on its own. My current UL is 1092 lb. (FIKI version of TKS installed)

In case it matters to anyone, it is the same M22 Mustang. I would not be surprised if the Georgia area Craigslist Ad was an error post for the same plane in the wrong region, and it is now listed correctly in NM. I hope it goes to someone who will also keep it airworthy.

Your experience is the same as I had on my J. Increase in consumption as the oil got darker. It prompted me to aim for 25 hour changes.

If you pull the breaker while the up-gear indicator is still on (low speed), and make another low pass "inspection: or see if you achieve higher speeds than before. This will confirm the gear motor or somethign electrical is not activating. Put a flag on your panel or something to remind you that you pulled that breaker before turning for home!

Isn't there also a spring tension measuement that requires a torque wrench a special Mooney tool. This keeps some linkage over-centered and locked with the correct force, if memory serves. Mooney tools KT8442 and KT8444. I think someone also had a way to do it without the tool, like inserting shims in the spring, then removing them after the adjustment. Not an A&P, so I will be hazy on this. -dan

The Ovation's CHT's can get toasty on hot days. Generally speaking, you want to climb at 120 KIAS as your standard procedure. The climb rate is nearly identical to max rate, and you keep a lot more cooling air through the cowling. Depending on generation of Ovation, you will want to throttle back shortly after pattern altitude. You no longer need all 310 HP power, and it will reduce the CHT's notably to back the power off. I climb WOT, 2550, 120 KIAS, leaning as required to keep around 150-200 F ROP. Once I am at a "safe" altitude, like 500-1500 feet AGL. Like this, I can keep to 380F on the hottest cylinder in most conditions. YMMV, -dan

Several POH's are available to download, here on Mooneyspace. I got this one for a 280 HP Ovation: https://www.dropbox.com/scl/fi/eu09nyn73fni43uf3ikin/m20r_ovation_poh.pdf?rlkey=p2m2h87tcl1b5bhk1rujtakat&st=sul51kqh&dl=0 And this is the 310HP STC: https://www.dropbox.com/scl/fi/yqogk7imn7612526ik3k7/Ovation3-STC.pdf?rlkey=dc2tf8lluk2puq2o6yvkevn2x&st=75nnr00e&dl=0 I found these here or other sources online, and are simply passing them on for your REFERENCE ONLY. The download links will expire in a few days. FYI: put me in the happy with a 310 HP M20R with FIKI camp. I have one with 1100 lbs UL, and that is important.

If the problem is a lack of model, I can make the CAD model for you in Solidworks. You provide me with detailed measurements of the part, and I can whip it up quickly. Then you can send that CAD model to xometry or other online source for printing. You would be responsbile to set tolerances, material used, and any other manufacturing items.

Yes. I should have specified when there are so many variants of the IO 550 depending on model and year.

Usually someone includes a warning that 50ROP is a terrible operating point for the engine, depsite the POH's reference to operating there. Either be richer, leaner, or well down on power (I think less than 65% is OK). For my own practice, at 3500 MSL, I will be a little throttled back, ROP or LOP. It is rare that I am crusing that low, and it tends to be more fuel burn than I like. Above 5500 MSL or so, it is WOT, 2500 rpm and LOP at 13 GPH or so to get 62-64% power. This is 170 KTAS in most cases, but would be a little higher for a non-TKS wing. There are several recent threads on OVations/Eagles running LOP, including photos.

Gears can be very sensitive to how they are manufactured, as well as the dimensions. For example, wire EDM could give you the correct shape, but recast layer or other issues may leave a gear surface that will not last. There are also carburizing processes or other case hardening steps. Be sure to work with someone that machines gears regularly. I believe the teeth are typically broached or ground for high load or high speed applications. This is based on a vague memory from long ago, so you may easily find me examples are incorrect or out of date. For independent material specialists, I really liked Metals Technology Inc in Northridge, CA. (https://metalstech.com/) They have the capability to tell you hardness and the precise metal. They will do work for individuals as well as major customers. I also worked with Seal Labs in the SoCal area https://www.eag.com/about/locations/north-america/los-angeles-ca/ (they are part of a big corporation, now) and Pacific Testing in Valencia, CA. https://www.pacifictesting.com/ (a family business, good people) For super-precise measurements, easily within a few thousandths of an inch, search Metrology Labs for your region. CMM, optical, and other options.

Early morning sun just before engine start. She looks ready to go to the Bay Area and back today.

on this site: https://www.calspanairservices.com/fly-over-niagara-falls/ I found this referenced as the applicable rules: 14 CFR 93.71 Found this site from a Canadian group (free course): https://www.runup.ca/courses/how-to-fly-over-niagara-falls/

Worth noting that the Davies TKS is sold in 1 gallon bottles on Amazon for a fair price. Because of the ageing issue and the convenience of handling smaller bottles, I just use 1 gallon bottles. The small increase in cost per gallon is acceptable for my usage level.

You can tell it is a sunny day in Seattle when the short runway gets really full of trainers. Most were doing touch and goes. Took me 10 minutes of waiting before they let me cross the runway.