kmyfm20s

A Mooney with damage history properly repaired is a great plane with a lower entry cost. The saving up front will have to be given back at the tail end to a lesser extend. Time and a diminishing pool of plane seems to erase this to some extent. A properly repaired grear up does nothing to performance and saftey and has the benifits that Lee mentioned above. Most people that have done them will tell you it was the most perfect landing they have ever done in their life with exception of touch down. Which will be the best short field landing ever they have ever done. Most repaired gear ups can only be detected because they have to weld a little reinforcement on one of the little tubes that imperceptibly distorts in the belly. In reality most of the damage happens from retrieving the plane. Don’t ask me how I know.

The buying pool will always be greater for NA engines. Mostly because of insurance requirements but also because of simplicity for the average pilot.

I am really interested in getting the 4 blade prop! Do you or will you have any before and after T/O experience in high altitude airports and/or high altitude cruise climbs? I’m really impressed with my 3 blade props performance on my screaming eagle but that would probably seal the deal on a purchase if you felt like there was an appreciable difference. In the summer time I fly in the high teens on my longer trips on usually fully loaded, the airspeed on climbs can get pretty slow to keep a good rate up. If you ever have a chance to climb for 12,000 to 17,500 I would be curious in your data. Thanks!

I used to fly up through central Nevada like that in the past. Such a great sensation of speed! It also worked well to get out of the turbulence and head winds:)

We used @milotron approach and clean the hell out of the stall switch and it solved the propblem! It is still interesting that both circuit breakers needed to be pulled to silence the horn. Thank everyone for the help and input!

I still don’t understand why both the gear warning and stall warning circuit breakers would need to be pulled to silence the horn if it was just a the stall contact switch that was the problem. That would seem like a potential safety issue.

No but the plane had sat for a few months. This was the longest I have gone with out flying it and letting it sit. I did go around the pattern with it once just 2 days before. On that flight I did not touch the stall vane because I was just starting the engine to make sure the battery was charged and at the last minute decided to go around the pattern. My initial thought was the contact switch had a little corrosion and got stuck. I sent over a friend that is a mechanic to open the panel and check the switch with the above information.

Quick reply, thank you! I hope it is that simple! I assumed it would be but you never know. My access panel is unfortunately riveted on behind the stall switch. I believe that where they placed the magnetometer for my G500.

I will also add that I did check the emergency gear latch, it was secure.

I have a problem for the great minds on this forum to help me solve! I have a 99 Eagle and when I turned on the master switch this morning my stall horn was blaring. When I do my preflight I always check the stall vane for freedom of movement and I thought it might have stuck. I went and grab some contact cleaner out of the hangar, sprayed what I could generously and did the typical jiggle, tap, tap, etc. When I turned on the master switch again, no change, still blaring. I then pulled the Stall horn circuit breaker and no change. That made me scratch my head a little? So then I pulled the gear horn circuit breaker which is usually a beep, beep, beep not the steady horn that I was hearing and it went off. At this point both circuit breakers are out and no horn but if I pushed in either of the circuit breaker in individually the horn sounded and was constant, no beep, beep, beep. Both breakers needed to be pulled to keep the horn off. I have a MSC on the field and they have seen the problem a few times in the past but are too swamped at the moment to look up who’s planes they fixed the problem on and what the solution was. The avionics crew is going to look over the electrical schematics and do some preliminary diagnosis soon. The mechanics says is a Mooney thing. Tonight I plan on spraying all the contact switches related to the gear and the stall vane to see if it that is the problem. I’m hopping someone here would know what’s going on so I can fly my plane this Friday. Thanks! Karson

@mikeyhaley, @Filippo, @Mikey Great turn out! I added a few others I have corresponded with the the San Diego area that I didn’t see on the list. I should be able to make it, I will most likely be coming over from skiing at Mammoth.

More so when they are bad.

Funny I had the exact same thing. Run ups on the ground showed no real mag problems until I did several full power run ups with the mag. Replaced the mag and ran great.

Very cool! That prop has been on my wish list since they came out.

My pixies used wood door shims that gently separated the baffling from the cooling fins a 1/2" shallow bit and 2 holes next to each other. Shims easily removed after.

Here is is a couple pictures with and without the pushrods in place. It is easy to see the new spring clips in the top photo.

My MVP-50 has a LOP and ROP find mode. The monitor assumes you know you starting on the rich side. If I'm on LOP find mode and I start leaning from the rich side the monitor will put tags on each cylinder as it hits peak. Once i lean past peak it assign a negative number indicating how far past peak I'm going. If I'm on the lean side and start enriching the mixture it will reestablish a new peak with a tag and then show again a negative number on the rich side even though I'm in the LOP find mode. The point is the monitor doesn't really know the difference it simply measures a peak and degrees below the peak. I'm sure you where established LOP and when you enrichened the mixture which went to peak then past peak on the rich side and the monitor measured it a degrees below peak. Since you where in the LOP mode it assumed you knew which direction you where going. This is the same principle people use when doing the big mixture pull then using the ROP find from the lean side to find peak and degree below peak.

Formation flying is always a big motivator for keeping the belly clean! Looking good up there!! I gave up my spots a few weeks ago for the summit and regret it. Hopefully next year as I usually say. Sounds like a great event!!

We woke up and decided to do last minute trip to Mammoth mountain for a couple days. Fall is great in the mountains. 3D68DB8D-F08D-48C8-A391-A6A094087D97.MOV

I put that article in the download section a while back.

There is one disadvantage as I understand to having a primary instrument replacement engine monitor like I have which is the EI MVP-50. You can not assign user defined redline or yellow limits on the engine monitor it has to follow the POH or an STC. Some non primary replacement monitors you can assign user defined limits from what I understand, I could be mistaken.

You are correct it is for 2500rpm not 2700.

Because it wasn't my POH or STC.

The newer POH with the G1000 planes show the normal operating range for FF at 30 gph for the redline. EI wouldn't accept that when I showed it to them.

EI would only allow my monitor to be redlined at 27.2 gph per the STC. I have my FF set at 29.6 gph on sea level take off per the smart minds at APS which my blinking engine monitor lets me know. It bugs me but I always look at it so it might be a good thing. 27.2 gph will give you maximum performance as well as maximum CHT's on take off. Summer time out here it is too hard on the cylinders and I trade some power on the climbs for cool cylinders.