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I've been following this plane of Trade a plane for the last couple of months. Beautiful work done. Would fit my mission perfectly. Unfortunately, still 2-3 months out from being able to purchase. Best of luck!

Nico, I'm interested in the magneto..... I need to double check to make sure it is the right piece for my plane. Will get back with you in a few days Gerbil

It's a great feeling to get back in the air with this awesome panel and the new shiny stuff. My son and I spent a billion hours on it, but learned a TON. I need to fine tune the EDM900 fuel flow, engine HP%, and work out a few bugs with the interface between the GNX375 and the EDM900. The carb temp probe is also not working right. I still have the interior panels to put back in, too. Some of these panels are new replacements so they have to be trimmed, but that seems like a good job for January or February. For now, I'm just focused on getting familiarized with the new setup. First trip planned is to HHI in a couple weeks.

For today's flight , take off always full rich. I don't fly LOP. I tried it once and about 12 knots slower than usual. Mooney's are meant to go fast!. So I do ROP. usually seems to work out to 17 to 18 GPH. I will take a good look at EGT's on take off

It wasn’t the windshield itself but the new cap strip. The last time the windshield was redone by a prior owner, they reused the cap strip but it was bent out of shape and sticking up a bit. Redoing the windshield this time, had a new cap strip flush riveted and blended in. Door jam was straightened and improved. Added the forward facing door pin mod from later years to improve door staying flush when closed. Added step fairing around the round step tube. Replaced and reinforced cowling. Aileron, elevator, and rudder gap seals. ELT antenna moved under dorsal fin. Composite inner gear doors and careful gear door rigging. A pillar body work. Smooth new paint brings it all together. Before After

That works. Depends if believe in shock cooling or not. Also, then you have the gear warning being annoying and freaking out your passengers

So, it appears that the original POH indicating gear first was an error, later corrected by comment to agree with earlier versions of the POH. Interesting. Thanks, David.

I suspect we are in violent agreement here, but I still fail to see why compass errors would not affect the NTPS technique, as well; you have to input the headings flown, so a compass error would still affect the calculation. Frankly, there is no need to use the compass with either technique. I've just picked a heading, say north, held the heading on my HI until GS is stable (no need to worry about track), turned 90 degrees using HI, stable GS, turned another 90, stable GS. DONE. Seems the NTPS technique just allows you to pick arbitrary headings, and add an extra leg to improve accuracy, as you mentioned.

Hey! Thanks for the pic. I'm going to print this off and make sure he pops a few of these panels along the spars to check.

Raw EGT numbers are really not very useful except for at takeoff power. What’s the egt on takeoff? Have you leaned on that cylinder? What’s the peak number? It would be good to know that that that cylinder is at least 250° Rich peak when full rich.

Are you running rich of peak? A clogged injector or other restriction on fuel flow to that cylinder will cause it to run less rich / more lean, which would give it a different EGT than the rest. You might learn something about the problem by doing the GAMI lean test and seeing where/when that cylinder peaks relative to the others.

Unfortunately, nothing pertaining to the rationale.

I guess I'm not following the problem correctly- Can't get down to pattern speed for gear and flaps? How about just pulling the power off? Its always worked for me from Boeings to small GAs.

It looks like a comment there in the pdf file. Mooney had been doing that rather than revising the documents and rolling the revision. What’s it say?

Well, I never saved or collected any data. I thought that the engine data was stored in the MFD upper SD card but it never seemed to work or I did not figure it out. Can get Sarasota Avionics in Venice to look in the #4 cylinder just to be sure it looks OK. Otherwise hopefully we will figure it out!

Adding fuel to the fire (from the digital version, revised 2/10/2015):

Hi Rick, Prior to the top overhaul ( all new cylinder) the EGT spread was about the same across six cylinders. The $4 is still about 100 degrees higher. so it got my attention. The CHT's all look good and equal. Did switch the #4 with #6 , but EGT #4 is still hotter. Don't know why??

Hi Alan, Do you have your engine monitor data to share? Before and after the top overhaul would be nice, so we can see what you're seeing. Please do not take this question as offensive, but, did you read the answers on your original topic? EGT alone means veeeery little to diagnose engine or cylinder health. It tells more about the ignition process than anything. Many factors influence EGT readings and without looking at the data it is impossible to know what you're looking at. Just so you sleep at ease (and as an example): your new cylinders will have very clean and perfectly working exhaust valves, which now let exhaust gasses out more efficiently. This could be one reason you're looking at something that seems different than before the overhaul. However, only the data will tell. Without that, our guess here is as good and useful as a flat tire.

I would suggest you to look at downloads section and get the Brittain Accutrack install manual and get familiar with the install. As Echo said above, you will also need that Pilot Servo Valve and some wiring and tubing. Attached is the picture from the manual with all components. It's a very simple system and in my old plane, it was working reliablly tracking the GPS (nav 1) and VOR/LOC (Nav2). Regards,

What was the EGT of #4 relative to the other cylinders before the top overhaul? If it was more in line with the other cylinders, did you change anything that might have caused a repositioning of the #4 EGT probe? It sounds like you are seeing something different from what you've been accustomed to and it raised a question. Always good to look into something that has changed. Generally the peak EGT of each cylinder and when it occurs relative to the other cylinders is the important measure, and absolute values of the EGTs relative to each other is not. I see the same 100Fº spread across my EGTs and attribute it to the varying placements of the EGT probes in the exhaust risers.

You don't happen to have a full list of mods do you?... How did a new windshield help?

The problem in my case was the alternator. I overhauled it and everything went back to normal.

This is a continuation of this thread:

The horseshoe heading technique requires flying three headings exactly 90 degrees apart, so if your compass is off a few degrees on some headings then errors will be introduced. The NTPS technique only requires flying three legs at different headings and the exact headings don't matter. The only requirement is to hold the heading long enough for GS and TRK to stabilize. The NTPS spreadsheet allows entering four legs so that the solution is overdetermined leading to increased accuracy.

The smart money move would be to invest in an approved for primary engine monitor replacing all the old failing instruments and raise resell value in the process. Sent from my iPhone using Tapatalk