igorbly

That's good to know. Looking at our dented firewall behind the filter nut, it sure looks like someone before us did just that!

I realize everyone probably wants to hold onto whatever filters they have, but our bird is coming up on second oil change since overhaul and I would sure like to cut that filter open. If anyone is willing to sell one 110 filter to me, I'd appreciate it. I'll be in north Georgia/east TN in a couple weeks if it helps to come pick it up; otherwise, I can fly anywhere reasonable from Longmont, CO. Long shot, maybe, but thought I'd at least ask! Thanks.

Our plane is at the annual shop, with the engine removed and stuck in supply chain backlog somewhere, and they're saying April looks good! Meanwhile our hangar at LMO sits empty. Anyone need to get their plane out of the winter weather for a couple months?

We were disappointed to find out last month our lifters were spalling. Although the plane had periods of low activity prior to us purchasing it 16 months ago, we flew it regularly and often last year. It was only the last oil change that had some metal flakes that gave us a heads-up this might be coming. I thought that if it made it a year, we would likely be past discovering effects of previous low usage, but it seems not.

Our F has a similar story this year (not a mix-up on the samples for us, it seems). I found a few particles in the filter, reviewed the SB, kept flying. Blackstone noted elevated levels, said to keep retesting. At annual, they found quite a bit, pulled it apart, and said it's the lifters and/or followers. When you say the bane of Lycoming's existence, you mean this is the most common repair needed well before TBO?

This is probably a silly question, but when looking through old maintenance entries, would you assume the oil was changed at an annual inspection? Especially if the entry says "inspected engine in accordance with Lycoming 100 hour checklist" -- which does specify to change the oil? Just thought it was interesting that so many actions were detailed in the entry, but not the oil change.

Hello, We are looking at purchasing an E model whose last engine repair (for a camshaft replacement and new pistons) says "crankshaft cleaned and inspected only...crankcase cleaned and inspected." Although the log entry does say reference was made to the Lycoming Overhaul Manual, we had concluded that this repair did not constitute a major overhaul because no disassembly of the crankcase and testing to tolerances was indicated. Is our interpretation correct, or is all that implied by "inspected," and this was a major overhaul? Thanks.

Thanks for sharing your experience. At this point I am probably still a year away from buying a plane, but I relish reading everyone's opinions on Mooney performance and economy. The Centurion is still on my spreadsheet too, for those who are making that recommendation. We're taking our newborn on his first airline ride in a couple weeks, so we'll ease him into flying that way, I suppose.

Wheat, corn and soybean farmer here and I am hanging on to my grain for at least another month (wheat). Corn is gone and soybeans are hanging by a thread. I don't think we have seen the top yet. The 9 cents worth of corn in a box of corn flakes is projected to go to 17 cents. PS I'm not Igorbly and I don't know what to do about it, sorry.

Quote: jerry-N5911Q Thanks for the details on your Gulf of Mexico adventure. I think your evaluation of risk and your decision to fly day VMC over the gulf was reasonable. I'd do so under similar circumstances. On the other hand, just last week I had a squabble with ATC regarding the FODDR1 arrival while southbound to Oceanside, CA. The arrival routes you out to Catalina island (Catalina is about 20 miles off the coast of southern CA) and then pretty much direct to Oceanside. However, the procedure calls for you to descend to 4000 about 15 miles offshore. I balked and insisted on not descending below 12,000 until we'd be within gliding distance of land at a lower altitude. There is no reason to increase risk needlessly.

'ten miles away' Must have some enemies over there...just passing your problem on for someone else to deal with....my advice is dispatch with extreme predjiuce.

Ha! Usually they stick the new guys on position when there's unusual activity. "Good training opportunity."

I have lost a turbo in my combine and it pumped oil into the exhaust-lost some power and gave a lot of black smoke out the exhaust. I have been losing a turbo out of a tractor for several years now and its symptoms are that I can hear it scream at higher RPMs. Been getting worse in that its taking less and less rpm to get it to scream. Turbos can fail different ways and if you are paying attention you can see it coming and it won't kill the engine it will just be noisy. Hart Parr

Quote: Skywarrior Now, don't laugh - this may be a great solution for your needs: http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20F-EXEC-21/1968-MOONEY-M20F-EXEC-21/1238369.htm?dlr=1&pcid=17527 Plus, it's being offered by All-American Aircraft. And the asking price is only $75,000. Has a RayJay, and a 430. Low-time engine. Would give you altitude and speed, with cash left over to actually *operate* the thing. These folks sell infant cannulae: http://www.tri-medinc.com/TM/nasal_cannula.html Chuck M.

Quote: ChrisH Going over the mountains low on a regular basis will be tricky with wx/wind (mountain wave). Putting o2 on a child will be impossible. I love my 231, but if this was my mission with MSA's on your route of over 12k, I'd look at (better if it was FIKI) http://www.controller.com/listingsdetail/aircraft-for-sale/CESSNA-P210-RILEY-ROCKET/1980-CESSNA-P210-RILEY-ROCKET/1231191.htm? Or, better a twin (Aerostar would be great, and you can find deals...but operating costs will be at least 3x). Chris.

Quote: johnggreen For reliable, safe, and economical travel twice a month on your budget, the choice is simple: Delta Airlines. Everything else is a pipe dream. Jgreen

Quote: KSMooniac Another thought occurred to me.... the 252 can be converted to the Encore configuration (as Parker has done) to get some more useful load. This could be beneficial if the baby is fed and grows heavier over time.

Hi guys, I have talked to a few of you in person and received a few different replies already on this question, so I figured a poll of the MS community at large was in order. Mission: About 850 nm trips once or twice a month (WJF-SHR if you want to look at the exact route). Willing and likely to stop halfway for bathroom/food. Two slimmish adults primarily, along with baby in the near future. We'll go VFR if we can, but definitely want the ability to go full IFR (FIKI on dream wishlist), especially for flight levels if you think it's worth it. Would like to get close to 190 KTAS, but budget is around $160,000, so willing to settle for a little less. Looking for best economy with good speed still. So which model would you choose? Please tell me also if you disagree with the speeds I've collected from Internet research. These are ROP near optimum altitude: 201 - 165 KTAS 231 - 185 KTAS 252 - 195 KTAS Rocket - 205 KTAS Bravo - 200 KTAS Ovation - 180 KTAS

Kern Valley Airport is also having a float plane fly-in and antique airplane display June 2 if you cannot make Memorial Day but want another reason to check out this beautiful area.

Couldn't get in due to low ceilings Saturday morning! Hope you guys had a good time Friday night. We settled for Pepper Garcia's at SMX.

Quote: stevesm20b Flight over Niagara Falls 4-13-2012

Good idea for an angle on the 747 Dave! Here is my take, along with a few others.

CFII in Lancaster, CA (KWJF), although I haven't worked as a full time CFI in a couple years. I'm on MooneySpace mainly 'cause I want to buy a Mooney and actually work the controls for once! Happy to help with flight reviews, etc., though.

I don't yet own a Mooney, but I'd like to! I'll be there; hope to see a lot of Mooneys so I can decide on a model.