April Issue of THE MOONEY FLYER

[mooneyflyer]

You can download the current issue of The Mooney Flyer at http://www.TheMooneyFlyer.com

 

In this issue:

Ø  Wake Turbulence Can Ruin Your Day

Ø  Spring Cleaning Your Mooney After the Long Winter

Ø  Some Departure Procedures are not What They Seem

Ø  Mooney Tales of Santa Monica

Ø  An Elaborate WW II Illusion

 

Plus Ask Top Gun, Upcoming Mooney Events, Internet Clippings, Website of the Month, and another Product Review

 

Thanks to all of you,

The Mooney Flyer Team

[jetdriven]

A couple things I noticed about this issue. 

 

Re: the Camguard article.

Wear metals track directly with hours of use, and further, will trend higher all else considered if the airplane has more cold starts, short trips, and any periods over about 8-14 days without being flown. That data was missing from your Blackstone oil report, but it is key to understanding what those numbers actually are telling you. Otherwise its just numbers with no basis.   FWIW We had advanced cam and lifter failure on a Lycoming IO-360 at 99 PPM iron but the new engine has a much higher iron number with roller lifters.  The cause is still a mystery.

 

RE: IO-360 hot starts.

Starting a piston engine airplane with the throttle wide open can invite all sorts of things, from accidents involving a runaway airplane at worst, to a 2000 RPM start with no oil pressure. Both can be harmful. The best technique I ever saw was the 1000 RPM no touch method, taught to me by David McGee.

Second issue, Boost pump usage.  The Continental IO-360 is a different best altogether, with a fuel return line. Run the boost pump for 30 seconds with the mixture at ICO puts cool fuel in the whole system and makes the hot start a non-event.  The Lycoming's Bendix RSA-5AD1 has no return so all fuel vapors must pass through the fuel injection system. On warm days the engine will not start nor continue to run without the boost pump. It simply starts, vapor locks again, and dies.  Hitting the boost pump for a few seconds to get green band fuel presssure before starting at the 1000 RPM setting, and then using the pump as required to keep green band fuel pressure for a few seconds results in a drama-free low RPM, repeatable start.

[Seth]

Great job as always

[Seth]

Great job as always

[orionflt]

the cover was a little disheartening, why would you put a mooney inverted headed towards the side of a mountain on the cover? 

[mooneyflyer]

the cover was a little disheartening, why would you put a mooney inverted headed towards the side of a mountain on the cover?

April Fools?

[orionflt]

well at least you provided the flowers 

[mooneyflyer]

A couple things I noticed about this issue. 

 

Re: the Camguard article.

Wear metals track directly with hours of use, and further, will trend higher all else considered if the airplane has more cold starts, short trips, and any periods over about 8-14 days without being flown. That data was missing from your Blackstone oil report, but it is key to understanding what those numbers actually are telling you. Otherwise its just numbers with no basis.   FWIW We had advanced cam and lifter failure on a Lycoming IO-360 at 99 PPM iron but the new engine has a much higher iron number with roller lifters.  The cause is still a mystery.

 

RE: IO-360 hot starts.

Starting a piston engine airplane with the throttle wide open can invite all sorts of things, from accidents involving a runaway airplane at worst, to a 2000 RPM start with no oil pressure. Both can be harmful. The best technique I ever saw was the 1000 RPM no touch method, taught to me by David McGee.

Second issue, Boost pump usage.  The Continental IO-360 is a different best altogether, with a fuel return line. Run the boost pump for 30 seconds with the mixture at ICO puts cool fuel in the whole system and makes the hot start a non-event.  The Lycoming's Bendix RSA-5AD1 has no return so all fuel vapors must pass through the fuel injection system. On warm days the engine will not start nor continue to run without the boost pump. It simply starts, vapor locks again, and dies.  Hitting the boost pump for a few seconds to get green band fuel presssure before starting at the 1000 RPM setting, and then using the pump as required to keep green band fuel pressure for a few seconds results in a drama-free low RPM, repeatable start.

Would love to get your insight... Here's some additional info... Flown in CA/NV/AZ primarily... Flown 100 hrs per year +/-.... Shortest flights are about 1 hr... Most flights 2+... No change in type or frequency of flying... My thought is that 1 sample drop doesn't mean much... But rather follow trends...

Your thoughts?