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  1. Okey Dokey. The front seats are done. I think they turned out well. Copy of an Audi seat…..maybe Porsche….can’t remember. All leather. I used the old Mooney Logo as that’s what was on the yokes. And i like it better. The foam is the three layer memory stuff from Spruce. Stripped then repainted the baffles in high temp/ hot rod red before reattaching the silicone. The new IO-550 is in.
    12 points
  2. I want to share my experience with Bevan Aviation, specifically with Jake. Long story short: I was having issues with my AP (KFC 150) altitulde hold and alt preselect. It was randomly failing. This has been a long standing issue, dating back to the previous owner who try to fix this several times, with no success. I did some diagnostic myself, trying to narrow down when the issue was happening. All this troubleshooting was done with the selfless help of Jake. Who at some poitn suggested me to send the flight computer to a shop near my location. So, up to this point, already amazing service. A ton of help, without any commercial interest. As I could never get a hold of the the shop he recommended, I asked Jake if I could ship my flight computer to him to take a look. He was not only able to reproduce the issue, but also fix it. I flew a couple of times after getting back the KC 192 and the AP is working to perfection. I cannot say enough good things about Jake and Bevan: He helped me troubleshoot the issue without any intention on selling me any service. He was able to fix an issue that many other shop tried and couldn´t. Communicaiton was super easy, he kept me updated through the repair process. I would 100% recommend them!
    9 points
  3. Thank you guys for all the kind words, I greatly appreciate them. If you or a friend need any help in the future just let me know. Also, I will say that Mooneyspace is an amazing community that is very helpful and responsive. I truly enjoy being able to add to it with autopilot help.
    9 points
  4. Today I received the paperwork that officially gives me ownership! Time to bring it back to life.
    8 points
  5. I’m going to treat this with respect it deserves and ignore it. [emoji6]
    8 points
  6. I’m about to board a MAX9 without a parachute. It was nice knowing you all.
    8 points
  7. I thought this was an auction for oxygen equipment and was wondering why it was so expensive.
    7 points
  8. I have owned my Mooney since 2019 and every year have tried to upgrade or improve on everything. Airframe has 2910.7 hours with no gear up damage history. Engine has 1134.2 TSO. Compressions 3/18/24 #1-76, #2-74, #3-71, #4-73. New (12/20) MT 3 blade Propeller has 71.7. Garmin Dual G5s Garmin GNX 375 GPS/Transponder Garmin GNC 255 Garmin GTR 225 Garmin GMA 345 Garmin GFC 500 Autopilot JPI 900 Primary Engine Analyzer Whelen LED Orion 650 Nav and Strobes CIES Digital fuel probes Mid-Continent digital clock/timer and USB charger Garmin GSB 15 charger ACK ELT Model E-04 Aircraft BEW 1702.0 lbs Arm 44.06 Useful Load 1038 lbs Main landing gear shock discs replaced 06/21 New Sky-Tec 149NL starter 04/22 RH Magneto overhauled 04/22 Main Door seal replaced 05/21 New Prestolite Alternator and Zeftronics regulator 07/19 Replaced NLG Steering horn 06/19 Bruce custom fuselage cover Aircraft is currently in maintenance at KIND (March 18) and will be returned to service with fresh Annual, 91.411 (Altimeter IFR) and 91.143 (Transponder) checks. Also installing Microkit Solutions Landing Height and Gear Warning System LHS-200-C. All Garmin software (G5s, GFC and GNX) will be updated to the latest versions. This was to be my “forever plane” and I have treated her as such. She has taken my wife and I all over the Midwest, the Southeast and to the Bahamas. I have upgraded everything I could and next on the list was to be an updated interior. Nothing wrong with the current interior but it is a bit dated looking. I am only selling since I don’t have the opportunity to fly her as much anymore and my wife and I have changed our long term plans. I will also provide manuals and Mooney specific tools if you want them. Offering her for $124,900 OBO
    7 points
  9. We went down to Spain to chill and eat some paella Found it, it’s the new clouds factory over the Loire river !
    7 points
  10. The old intake plenum. (Rebuilt in fiberglass and carbon fibre)
    7 points
  11. A low(ish) pattern, overshooting final, heavyweight, unexpected return, new owner, distraction from wind/noise… there are lots of things stacked against them. None of them should be fatal by themselves or even together, but they do increase the risk.
    6 points
  12. Thank you for your feedback and concern. It's worth noting that the original design for the E/F models does not incorporate any wire in the ribs. To address potential concerns about the induction coupler collapsing, I've conducted a Computational Fluid Dynamics (CFD) study and subsequent Finite Element Analysis (FEA) at twice the expected volumetric flow rate. This allowed me to estimate the aerodynamic loads and predict a maximum deflection of approximately 1 mm for the chosen material. Additionally, in the event of inadvertent flight into icing conditions, the air filter bypass valve is designed to automatically open, preventing engine starvation. I also plan to monitor the part's deflection during ground operations, particularly during full power run-ups, to ensure structural integrity.
    6 points
  13. I've made some progress, and the urethane part is slightly stiffer than the original using a shore 90A material. I am considering switching to shore 80A as might be a closer match. Currently I'm using amber urethane to spot air bubbles. Once bubble elimination method is sorted, transitioning to black. Seeking feedback on this progress.
    6 points
  14. My son and I just started the journey of updating the panel on my 1970 C! I'm super excited to do this with him as he has been working for the last 18 months at my local airport as an apprentice to gain his A&P cert. We're both going to learn a lot. His boss, the local IA, has agreed to oversee, and sign off on the project. Going in: Dual G5's GNC255A GMA345 GI106A (backup-only for Nav2) JPI900 Cies fuel senders Aera 760 Going Out: Vac system Century HSI Intercom Original Engine gauges KI214 KX175B The KX165, the STEC30 and the GNX375 will stay. The pics will give you all an idea of where the panel was, where it's at, and where it's headed. This is the progress we made just this past weekend. Best, Tcal
    6 points
  15. First power up of the new panel. Still about a month from flying.
    6 points
  16. Don’t confuse the Steep Spiral with the Emergency Descent. They are different Tasks in the ACS.
    6 points
  17. The benefit to be gained is the full picture of what took place. One cannot simply divorce the pilot from the outcome. Pilots are way more than just a few links in the accident chain that lead up to an incident. I don't need to know everything about every incident, but when it bears looking into, it bears looking into. Again, it is not out of malice. I also appreciate seeing how these airframes fair in all manner of crash scenarios. I deeply appreciate the many times I have seen a Mooney with bent and crumpled extremities surrounding a well intact steel cabin structure. Perhaps gear ups are different and there is nothing to learn from seeing them or probing a little deeper into the back story. I personally think that all public incidents are fair to examine, but not all are interesting enough to warrant it. As to your story with an instructor on board, there but by the grace of god go I... I have done some boneheaded things with instructors on board and I've seen high time pilots do dumb things when they are being critiqued. I was once riding shotgun with a 6000hr ATP in a Baron who was getting back into GA airplanes (I am not a CFI, just flying with a friend). There was ILS traffic that prompted tower to ask us to extend downwind, between that, talking to tower, talking to me and looking for traffic, he failed to drop the gear as he normally would. I waited until we were on about 2 mile final and then casually said "this looks like as good a place as any to drop the gear". He went white and mumbled some sort of excuse. He later owned it and thanked me catching it. I explained that he probably would have caught it before TD. I knew how he felt and described how I had once made it to short final with the gear still up. I think that the pilots who gear up feel personal shame after the incident. I think the pilots reading about it feel both empathy and sympathy. If they don't, it's likely they don't have enough flight time to have witnessed their own shortcomings.
    6 points
  18. Most of the capabilities are driven by software and Garmin has more software updates than Microsoft or Apple . The only way to be sure is to get with your avionics shop and carefully review the frequently updated proprietary installation manuals which should describe the limitations. The current version 6 of the G3X AFMS still says that the GI 275 will not drive the GFC 500 If the G3X or GSU 25D fails (the G5 will), and the G3X will not display comparison alerts from between the GSU 25D and the GI 275. The G5 is cheaper, better integrated with the G3X, and has a longer battery run time than the GI 275. Personally, I would still choose it if I were designing a G3X panel today.
    5 points
  19. I could be wrong, but I don’t think the mesh in the original part adds any rigidity. As far as I can tell, it’s cotton or a similar material. It certainly adds shear and tensile reinforcement. I think those that are focusing on the mesh as a component of rigidity that prevents collapse have not fully examined a failed boot in a while. They tend to tear from the shear stresses that come with start up and shut down. They tend to fail in same place and the resulting tear tends to look like rubber coated denim that has a hole in it with frayed and soft fabric at the edge of the tear.
    5 points
  20. After paint, fuel tanks and a new deltahawk engine, i don't want to hear anyone complain about me selling my E for 300k
    5 points
  21. Here's my technique for a positive visual check that the mag switches are off. These are simple white labels I made with my label maker and trimmed to fit the top of each switch. When the mag is ON the labels disappear into the switch housing. It works really well with my visual post-shutdown flow check. I can easily see them from outside the pilot's side window, and I check them every time before I approach the prop. I can reach through the IFR window (assuming I remembered to leave it open) to turn them off from the outside if necessary. Cheers, Junkman
    5 points
  22. One of the first things I do when I buy an airplane is buy new stainless screws for the inspection panels. On some of the old screws (with paint on) the heads strip out easily and have to be removed with an ez-out. After the first annual I have all new screws so taking off the inspection panels for the next annual goes much easier. In years after that, if a screw head looks questionable I never put it back in - it'll look worse by the time I get it out the next year. Also I never "remove" the panel for the annual. I leave one screw on the end of the panel and loosen it so I can pivot it out of the way for the inspection. No lost panels during the annual.
    5 points
  23. Whilst upgrading the Rocket to led lights, I decided that paying $260 for a piece of plastic was not smart. Instead, I made my own retainers for each wing. They turned out pretty nice. 1/16 abs vacuum formed goodness. Made them a little longer than stock one to cover up the wiring on the back side. Optional recog lights only take a little trimming. I'm $25 all in and very happy.
    5 points
  24. My favorite Mooney photo all time. I look forward to someone beating "it". I nominate
    5 points
  25. I disagree. I (and I think many others) would continue to pay the relatively small amount of dues to get any additional source of information about Mooneys and Mooney people. The only reason I don't "belong" to MAPA is that when I tried to renew, they were no longer around to take my money. I think that is a good thing financially, as there has been virtually no benefit from MAPA for quite some time. As others have stated, the magazine turned almost worthless quite some time ago. When the annual MAPA get-togethers ceased, I think we were all very fortunate that the Maxwells stepped forward with MooneyMax. Also thank goodness for the Mooney Summit, Mooneyspace and the Mooney Flyer.
    5 points
  26. Flew to Duxford museum in UK, Which fast aircraft don’t have trim tab and whole tail rotates? Blackbird and Mooney they had an interesting pink Spitfire, she is gorgeous or he is handsome (I checked under the pants, I know what I saw and I won’t disclose any gender) While pink painting is “à la mode” these days, these Spitfires were actually pink in 1940, they flew at dawns and dusks, like pink USS Winslow, Pink Panther and Pink Sherman (not obvious from Black/White WW2 pictures) https://www.wearethemighty.com/mighty-history/why-this-world-war-ii-british-fighter-was-painted-pink/
    5 points
  27. Well, I fixed it. The problem was me. And a few unexpected limitations of the electric trim and the autopilot. The power to the electric pitch trim servo is routed through the Garmin G500. (Not a GFC 500, just a G500) The G500 must be powered on for about 22 to 28 seconds before it closes the relay for the electric trim. Additionally, the autopilot itself must be powered on for about 3 to 8 seconds before the electric trim will work or you can successfully initiate an autopilot test. I didn't expect this. The problem started when I picked the plane up from annual. The plane is still fairly new to me, even though I've got 90+ hours in it, so when picking it up from annual, I thoroughly reviewed my checklists before doing anything. And after getting the engine started, before doing anything else, I reviewed the checklist. Then I immediately turned the avionics power on, the electric trim, and hit the autopilot test button. The autopilot test failed. So leaving the engine running, I turned electric trim off, avionics off, and master power off, then turned them all back on. And the electric trim didn't work, and the autopilot self-test failed. So I flew home, and spent a dozen hours testing what was going wrong. But since I was always just testing the electric trim and autopilot, I would turn the master power on, turn the avionics on, turn the electric trim on, and then hit the AP test button. A lot of times, because I didn't need the G500, I'd pull the breaker for that before testing. Which, unknown to me, would ensure that the pitch trim servo would never get power. After talking to Steve at Autopilots Central, he told me what voltages I should expect to see on each of the wires going in and out of the yoke, and where that power was coming from. It all 'clicked' for me when I was testing the voltage on the 4 wires to the AP disconnect switch with the power on. All four should have about 14V. One going into to the AP disconnect has power from the autopilot circuit breaker. The other power in comes from the electric trim switch. (And unknown to me, through the G500!!!). The power out from the first input goes to the sonalert and the flight computer, the power out from the second goes to the electric pitch trim servo. I didn't know which wire was which switch or if the wire was input or output. Just that pins 3 and 6 went across one switch, and 4 and 8 went across the other. Since the sonalert was working when the AP would fail its self test, that meant I should expect to see +14V on the first one, both input and output. When I measured it, I did find +14V. That was pins 3 and 6. On the second one, I found no voltage on either of them. So while I'm sitting there staring at the multimeter, I hear a tiny 'click' and the voltage goes to 14V. I reach up and try the electric trim and I hear the servo spin. I press the autopilot test button and it completes successfully. So I turn the avionics and master power off, and immediately turn them back on. No voltage. So as I'm staring at the multimeter again, I hear a tiny 'click' and voltage goes to 14V again. So after about another 30 minutes of turning stuff off and then back on again, and pulling breakers, I finally come to the conclusion that after the electric trim switch, power goes to a latching relay on the G500 and from there to the AP disconnect. Until the G500 has been powered on for about 30 seconds, that switch will never get power. Once it has gotten power, I can pull the G500's circuit breaker and it will maintain power though. So ends the saga of the electric trim that wouldn't. Just need to get the servo re-installed and I'm back to 100% functionality!
    5 points
  28. Just do it as described in the Airplane Flying Handbook - that’s what the examiner expects. Idle power, best glide speed, steep bank not to exceed 60 deg. You won’t need gear or flaps.
    5 points
  29. Is there a spec for rudder play for the C? On the J, the only spec I can find is for vertical movement (jack screw, trim link wear check). I cannot imagine that a little play in the rudder would affect flight characteristics -- it will only increase the dead zone where the rudder floats and pilot rudder inputs are not nearly as precise aileron or elevator inputs, so it would have to be really sloppy before you'd feel it. I would make sure that it is really out of some published limit before going to all the trouble to replace the rod end unless the rod end is so sloppy that it is in danger of failing. Because of all the play in the linkages, they all have some play at the rudder. If you are trying to measure it, be sure to clamp a bar across the rudder pedals to eliminate the play in the steering linkages.
    5 points
  30. The reason that the GFC 500 does not go into NAV mode when TOGA is activated is that it has no idea what your missed approach clearance is. In a radar environment, it is common to get missed approach instructions from ATC which differ from the published procedure. Also, missed approach procedures that are based on ground based navaids will have an alternate procedure designed for the case where a ground based navaid is OTS and these alternate procedures are not in the navigator database. https://aerospace.honeywell.com/us/en/about-us/news/2023/05/alternate-missed-approach-procedures#:~:text=If a navaid used on,primary navaid is still available.
    5 points
  31. Hey Tyler, best of luck on the final lap with the certificate. I'm in CT too and a DINK like you with a dog. Always had my eye on a Mooney for the speed and economy and was fortunate enough to acquire a J model last year. We are loving it, but certainly some additional expenses I incurred by being a freshly minutes pilot with 0 retreat when I bought the plane. Would I change things knowing what I know now.... probably not (I'm stubborn!) but if you ever want to check out a Mooney or chat about my experience just message me, I'm based out of HFD. I think @Skates97alluded to it, when you're ready to purchase, buy the "nicest" plane you can afford. Upgrading a steal of a plane will be more expensive than paying for a solid, well cared for platform. Happy flying and looking forward to the improving weather too!
    5 points
  32. Back to the OP's question. The two or three times I got myself in *big* trouble (things that could have ended up really bad) over the ~1200 hours I have flown were every single one of them at the end of a long day, under pressure to get home. Think wanting to get home for Thanksgiving dinner, after a day working somewhere 400 miles away, and taking off in freezing rain over one of the Great Lakes, hoping to get ahead of a snowstorm. Or, after a full day of skiing, landing to refuel with what I discovered were 2 gallons of fuel on board. At that time I was thinking I have over one hour's worth of fuel, and was debating whether to proceed to my home airport without refueling, 15 minutes away. This one at night over hilly terrain. The more you fly the more cautious you get. I live in the Midwest just like you, and as a 1200 hours private pilot who has had an instrument rating for close to 20 years I would be very hesitant to think of using my plane for regular commuting the way you want to. Even with an IR, the weather in the Midwest will be trouble frequently -- thunderstorms in the summer and icing in the winter. My job is reasonably flexible, and nevertheless probably one out of every three or four trips I took for work with my plane ended up with me returning by commercial flight and having to go back to fetch the plane later. Not fun. When I was younger and much more gung-ho I used to think of my plane as a mode of transportation. I still think of it that way when I plan a vacation where nothing happens if I have to wait somewhere for a day or two. But work is a completely different animal. You tell yourself that you'll book a commercial flight three days in advance if the weather does not look good. What will actually happen is that the weather will look ok-ish three days out (or look that way to you because you want to fly yourself, and boy are we good at deceiving ourselves). When the weather looks marginal on the day of your flight the go/no-go decision will be much much less clear cut than you think, and it only takes one time to get in trouble. Just my two cents.
    5 points
  33. There is a software bug in the G3X (v9.15 and earlier). According to the AFMS, if the GMU 11 fails the G3X is supposed to display a red X over amber HDG and display magenta GPS TRK on the HSI. But, instead, it continues to display white HDG as normal. What is happening is that the logic is not switching to TRK upon GMU failure and the ADSU 25D is continuing to compute HDG but without GMU input so the heading will drift over time. The G5 does properly switch to TRK. I don't have a GI 275, so I don't know how it behaves. I reported it to Garmin and after some back and forth, Support was able to reproduce it and passed it on to Engineering for resolution.
    4 points
  34. Totally subjective at this point, but if the base leg did have a 10 knot tailwind, then with some anxiousness to get on the ground, an overshoot of final (and from the track that looks to be the case) could have caused the classic cross controlled base to final stall? Just hypothesizing with no basis in fact... Obviously, we need the final accident report to shed more light on the situation. The pilot seemed pretty calm initially about a simple return for landing and closing the door.
    4 points
  35. You must be in Canada. If we had an AME looking over our shoulder in the U. S. he would be doing our physical, and I'm not sure I'd want him back there (https://www.faa.gov/ame_guide/standards)
    4 points
  36. I'm not a fan of removing things that are perfectly functional plus the KFC150 was the best GA autopilot of its time. However, although it may be working very well now, the truth is it's close to 40 years old. At this stage, spending good money on an extra GI-275 plus all of the additional labor to interface Garmin equipment to the King a/p would be much better spent toward a GFC500. The first time you need to have your King A/P repaired you will kick yourself for not doing it all together.
    4 points
  37. I attended our airport pilot's association pancake breakfast this morning, which is usually fun and always interesting because our ATC peeps, the airport manager, and some of our local vendors often speak and share the latest relevant info. Our self-serve fuel vendor usually shows up and today he provided some insight on his perspective on the current state of the unleaded fuel situation. One very interesting tidbit is that he's sensitive to the liability concerns, e.g., if somebody has an issue because the new blend weakened a gasket and a leak caused an accident, he could be affected. He said his insurance covers the first $1M of a claim, which doesn't go very far in an aviation accident, and the distributor adds $50M of coverage on top of that. GAMI does not have a distribution system which adds any coverage, so that is a serious issue. He also indicated that Swift is actually pretty far along and may have distribution rolling soon. The expectation is that once their 100 octane is being produced that they'll drop their 94UL and sites currently selling 94UL will instead sell the 100 octane. He also said that the Switft blend is very different from GAMI's, in that while GAMI uses aromatic solvents (xylene) which may affect finishes (paint) and gasket/seal integrity, Swift uses oxegenates. I took this to mean that the potential issues with finishes and seals, etc., would be expected to be less. Anyway, just passing it along. Don't shoot the messenger, and I don't really know any more than I'm passing on.
    4 points
  38. UPDATE Rented a PA28-180 and stopped in at Smoketown to check the progress of my Mooney and am pleased with what I see so far. On a side note, I had forgotten how nice the Ovation performs until I rented another I flew a rental. I can't wait to get her back. Norm The paint on my Ovation stood up pretty year but after 29 years of flying ice pellets and crystals had taken their toll especially above the wind screen. So off to Lancaster Aero she went to get a makeover. I am having per painted the same colors and paint scheme as original. This is going to take six to eight weeks for completion as well as a sizable dent in my pocket. Unless I rent a plane this will be the longest duration I have gone without piloting an aircraft since 1985. UPDATE Rented a PA28-180 and stopped in at Smoketown to check the progress of my Mooney and am pleased with what I see so far
    4 points
  39. I do. Even so, I’m still puking fuel through the engine, just not as much as I would at full rich.
    4 points
  40. Just got mine back in January from Hector. Came out nice.
    4 points
  41. Okay, Have everything out and apart!! Mains, nose gear, steering horn. Thought I might turn a new bushing for the steering horn but I called Lasar first. The brass bushing is $80 The Nas bolt from the SB is $4.00 My steering horn has Torrington bearings where the Nas bolt goes and they look good. And I need additional shims, I don't recall their price but a couple bucks each. Also I might need a reamer to straighten the hole up for the brass bush. The rest of the landing gear is in surprisingly good shape just needs to be blasted and painted. And of course new shock disc's. These look like original era disc's Also my gear doesn't have the Mooney SB M20-202 , I probably should get the spacer in case after the updates the gear requires it era disc's
    4 points
  42. That's not per the drawing. I suspect that the spring broke and someone jury rigged this to make a shorter spring fit. _ 000S001D_Rev B_Drawing Package_08_14_2014.pdf
    4 points
  43. On the way back to Melbourne from Marathon. Beautiful evening.
    4 points
  44. I suspect it's not going to be as bad as people may be anticipating. @N201MKTurbo already sorted out a repair/replacement strategy for the crank cable. The electric motors themselves shouldn't be an issue since motors are generally serviceable. The gear sets are the main risk, and that's a solvable problem as well, although it may wind up being expensive, at least initially. Now that VARMA is getting the idea out that it's okay to source non-aviation parts when appropriate, and OPP is becoming better understood in the industry, I think these problems will start to get easier to solve. This isn't much different than most aging aircraft models deal with. We should be glad we don't own Shrikes or Navions, etc. Even Comanches are getting hard to find parts for. I think we may have it a lot easier in some ways. It's kinda good that Mooney has always been pretty low-brow on manufacturing technology, e.g., we don't have many structural cast parts, like the gear struts on a lot of airplanes, or carry-through spars like on Cessnas, etc. Our gear are all welded tubes, the wings are built-up, etc. I'm fairly optimistic overall about maintaining Mooneys. It's not likely to be trivial, but I don't think it'll be too painful.
    4 points
  45. TOGA (Take Off and Go Around) is an autopilot function. It commands wings level and default climb pitch. (Note that Garmin actually calls this function "Go Around", not TOGA). Missed approach navigation is a GTN function. There is an installation option to connect the GFC Go Around button to the GTN to cause the GTN to initiate missed approach guidance. But the two functions are otherwise unrelated.
    4 points
  46. To give credit to @Skates97 I think buying the nicest regularly flying one you can find is the best airplane buying advice you are ever going to get! 1) Nicest: Buy with what you want already in the plane. Yes, there'll be some compromise but outfitting with new avionics, or new paint, or even new interior is going to be very costly. Money spent will only return 50 cents on the dollar when you sell, and the downtime is often longer than expected/quoted. 2) Regularly flying: IMHO, this is the most important and key to having a minimal number of post purchase issues. A plane that is regularly flying and seeing 100 hours a year is very likely going to have a high dispatch rate with systems that are working properly. As a first time buyer don't buy a hangar queen for a 'good price' and think you can 'get it running like a top' with just a little TLC! Enjoy the journey!
    4 points
  47. Yannis, you got some good advice above. I would add a few things... First, M20F does not have an old style doghouse but baffles with seals similar to M20J. In 19 years of ownership I never had big issues with high cylinder temps. Very rarely would I have CHTs over 400F and that only on very hot days with long climb and slow to escape the turbulence out west. Normally my engine runs very cool and since I replaced with the factory rebuilt, I sometimes don't get 300F on CHT1. I'm talking PNW winters (not to cold) while at standard air temps my CHTs are 300-340F Climbs, <370-380F. I do have the new baffle seals from GeeBee (Guy) which I believe would help you a lot seeing yours are fairly old and not springy, as Ross put it. The seals I received are not ideal, if you look at the Aft Right corners, where two seals meet, it creates the gap when upper cowl is installed but still i can't complain about the temps. i think the kit would help you specially as your seals are few piece on sides and aft with gaps where the air would escape and not cool the cylinders. One more thing I'd point is that on the old engine I had PRC sealant applied at the edge of the baffle to the Cylinder and engine. I think this helped in the past with CHTs but on the new engine I didn't bother as I don't think i need it. Good luck.
    4 points
  48. One thing not mentioned, or may have been but was embedded within a reply, is that aircraft owners need to have the stomach for unforeseen, expensive repairs. Just last year, my 83 J needed the landing gear relay replaced, both tanks resealed and exhaust valves lapped. All told, the repairs came out to $23k. While this was not a "typical" year, there have been other unexpected, expensive repairs along the way. So if you don't have the ability to tolerate these unforeseen (but inevitable) situations, then I recommend that you stay away or take on partners. Other than that, aircraft ownership is a great privilege and experience. Just my 2¢
    4 points
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