Bob_Belville

Wow, my CYA stand alone AOA cost me $625 from ASpruce plus $300 to install. calibration is a trivial exercise and can be redone as many times as needed. I put the display high in the panel right in front of the pilot.

I'm impressed that you were able to dig out in a week!

Mike, I've probably gone through 4 tubes of RTV over the past 4 years! And I had the gaps around the cooler you point out. Ross, I like your 190-210 target and this time of the year I'm fine. But in warm weather I see higher temps, still in the green, below 235 but hotter than I'd like. Not at cruise, just in climb but even at 115-120 kts ias cruise climb speeds with cowl flaps open. Summer time cruise will see OT of 215 if I close CFs at 75% power.

I would think you ought to research this. It's my impression, and I claim no personal expertise, is that it is wasteful, unnecessary, messy, and possibly even harmful to run with more oil than the engine seems to need. And if it is blowing out a qt or more in the 1st hour of flight you don't really get a feel for what the engine is burning or leaking. Mike Busch runs his C310 engines @ 7-8 qts (sump is 12). He says "FAA certification requirements demand that the engine be designed to hold twice as much oil as it actually needs:" http://www.avweb.com/news/savvyaviator/194208-1.html

I have several of these basic spouts but find it hard to not spill if the top cowl is in place. But at oil change since the cowl is off to change filter I use the blue spouts. The yellow type with the ball valve is better for topping off and is what stays in the plane. I plug the ends and wrap with shop cloth inside a zip lock in the supplies backpack that stays in the baggage area. Good idea from Ed Kollin of CamGuard. I now add the ~1.6 oz CG to each bottle in a new case of oil and mark the bottles "w CamG" with a felt tip marker so I know the quart is ready to go.

When I bought my E the seller was willing to fly from Washington to Charlotte (300 nm) for a PPI. I paid drbill's mechanic and bought the gas burned coming down. The seller bought the gas for the return flight and spent all of a Sunday making the trip. There was no commitment required. (I was impressed with both the owner and the plane and emailed an offer the next day which was accepted. The owner delivered the plane to me and had his wife drive down to pick him up at his cost.)

Clarence, that's interesting. Even though the port CHTs are cooler, the oil temp is 200F+ @ higher power setting. The oil cooler is LASAR relocated to behind those cool cyls. Pacific rebuilt the oil cooler and checked the vernatherm valve. Most recently an engine shop machined the vernatherm seat to little effect.

My port side CHTs are ~30F hotter than the starboard side. I keep tweaking baffle seals, cowl flap rigging to little effect. (Absolute temps are fine and EGTs are in a tighter pattern.)

I just pulled up the site, clicked on support, M20, and see SBs, SI, etc. I'm on a PC. http://www.mooney.com/en/Support.html

Hank, earlier Cs & Es had lower max speeds. VLg 120 mph, Vfe 100 mph, Vne 189 mph, Vno 150 mph. (I suppose you mean that Vne, not Vno, is 200 mph.)

JBar Mooneys have the same, low VLo.e speeds so I would not think it is because of the motor.

Bob, that would be more convincing if it came from a source other than Phillips Oil. I've read too many conflicting claims to accept at face value science or engineering data from someone with a vested interest.

I think the proposal, tongue in cheek?, was to just train in a C with the J Bar locked down until you're ready for the complexity. It that case the gear would have the max speed issue. Are you sure about the doors being the issue on early M20s? I don't think I've seen that.

Bill, keep us posted with pireps. Triad do the overhaul?

They also are said to be dangerous, particularly on a low wing, when washing/waxing or just brushing by. Not deadly but the fins are sharp and can cut. My A&P installed a set on a Maule that he rebuilt recently. I don't think I'd like them on a Mooney.

Except for the 120 mph max gear speed for M20C/E.

The vintage parking area was very convenient at LAL. (Sorry Chris, 1970 and older.)

I have only done it that once though I'm thinking seriously about going again this year, either SnF or OSH. Commuting from a motel wastes a lot of time. I am not a camper but I'd be tempted to go that route. I'd invite someone who had camping gear.

Those recommendations seem to be the same as Savvy/Busch.

I use AS W100 and I add CamGuard for the reasons Mike Busch outlines. My plane might sit for several weeks between flights and I worry about cam corrosion. I had a prop strike a couple of years ago and the mandatory engine tear down revealed worn cam and lifters. Busch says a straight mineral oil, like AS W100, clings to interior metal better than synthetic or blends. The CamGuard hopefully addresses the same issue. If a plane is flying several hundred hours per year Busch is less concerned about the oil type. I have a hangar and engine heater. I do not have to do cold starts which would be a reason to use a multigrade.

I like AeroShell W100 (straight 50 weight) which I would think would be a good choice in Florida. I would not be too concerned about 1 qt per 5 hours... what level do you add to? Many folks find that consumption is much higher when the level is over 6.5. good food for thought. http://www.avweb.com/news/maint/182909-1.html http://www.avweb.com/news/savvyaviator/savvy_aviator_52_thinking_about_oil_changes_196730-1.html

? Flightaware thinks 9340M is a '66E registered to Mark Weidner of Cincinnati. . https://flightaware.com/live/flight/N9340M/history/20160125/1935Z/I67/24J

Showing off is not nice. Unless you're Cam Newton.

Yeah, to do it right (I would think that means log-able) is pretty complicated. Chapter 3: https://www.faa.gov/regulations_policies/handbooks_manuals/aircraft/media/FAA-H-8083-1A.pdf

I haven't seen Mooney shipment figures... is Mooney International selling the planes that are coming down the production line now? What are we up to, 2 or 3 a month? Again, I have not seen that info lately. 50 years ago that factory was averaging 3 planes per day. The limiting factor is what can be sold.