MB65E

Well, I wouldn't want him to continue operating like that. Tell him to leave it in all the way and not touch it!! Prolonged temps at those recorded could be bad. I don't think it did any damage during those flights. Under 500dF shouldn't do any damage. Your redline on your instrument is set at 400. That is lower than the lycomings 500dF limit. At least you know what's going on! I lean on the ground untill the engine almost quits. Any advance in throttle and the engine quits or stumbles. Preventing Takoff and preventing cooking anything. Good Luck! Matt

That's it! Felt really stable! Thanks!

Hanger neighbor had a really slick spring loaded (scissor mount?) if you will. Primary mount was a ram mount but the contraption that held the mini allowed access to what ever you needed on the mini. It was nice, light , and efficient looking. 4 little rubber prongs that grabbed the IPad. I'll try and see what it was! -Matt

Yes I tried that, the tight seal didn't work for me. It was a parallel valve 540 on a modified Pitts. Fun stuff, Matt

I've been on Barnstormers weekly for about 10yrs. I remember the same 252 about 2-3 years ago. It's hard to get Florida out of any airplane...

Good deal! The case half sealant! Thanks JD! I Just gave the #4 a snug last week, I'll keep an eye on it!

Thanks for the torque Doc! All true! Wish Lycoming had a good fix for their intake gaskets. On the fire breathing (380hp) Lycs I found myself always changing the gaskets. I could never find a goop that worked. Silicone, EZturn fuel lube, even PRC. Doubled up the gaskets sometimes. Exp of course.. -Matt

Yes, their great! I bet they responded quickly too? !! I've emailed them a few times a year, and I never have waited more than 35-40 min for a response. Good Dudes! -Matt

Could be the rocker tube leaking then dripping down. The bluish part is fuel! Take a 7/16 wrench to the intake tube attachment on the cylinders and snug them up. I bet they will turn! Oil drain back lines leak at the claps too. Best, Matt

Cool, thanks for the update Ed! Will we be able to watch it/download it later? Or will it be live only? -Matt

Any thoughts on running mineral oil in it with some hard frequent use for 10 hours or so? That might be enough time to let things ware in, knock some sediments off, etc.. I'd put a little more time on it first before your sample. Then try to repeat the same test over the next segment of hours. Same mixture settings, similar time of flights. I think you might make out. At least it had some time on it... Not like 100 hrs in 10 years. I wish their were some bore scope plugs like on turbine engines for our lycomings! Good luck! -Matt

$20k for Lo Presti cowl will buy a ton of avgas! If you could buy an aircraft with one great, but I'd rather have a fresh engine! -Matt

Wow, good to know. That's why there are plentums. Early "Dog houses" were good ideas, but I think owners remove them for better access/less work. A modern doghouse with the correct exit and inlet areas on the cowls would be nice. Triple8s- tell your friend his airplane is beautiful. I spent hours on his sight a few years ago when I wanted to build somthing. Still do... -Matt.

Hi Dave, I'll try and grab some ratios from some of the race guys here in CA. The Lancair 320/360 cowls were an OK size. I thought they could be bigger. They worked, but were temperamental if there was any issues. Oil temp was the primary concern. They were a lot faster than the mooney so I would think they would need to be even bigger on the Mooney. I think a tighter J cowl would be a good start. Having a smooth plenum for cooling while separating the area around the crankshaft I think is important. An SR20 cowling should be about the right size too! They don't have cowl flaps either. Let me know if I can help with anything. -Matt

A good Friend/DOM would come back from a test flight after maintenance and ask the tech... "Hey is the paperwork right on that airplane?" "Yup, paperwork is All good!" "Well Great... It's still broke" -Matt

Thanks Trek for all your responses! This is exactly the support we are all after! I'm glad yourself and Garmin are fully engaged. I'm confident that Garmin will make it right! You make the best product and the users will now make it better. This discussion has been a great. I corrected the part regarding the flight testing. What I met to say was the flight testing, until now, had not been done on that airframe I was working with. Thanks again for your time and interest! -Matt

Haha!! I PM'ed him...not a response yet. That part 27 approval stuff is because of our company making it happen. Still don't have an STC from anyone yet! -Matt

Sweet, Did aero LED PMA their PAR 46 lamp yet? That's enough alphabets for the morning...

The New GTN I think Garmin pulled one over on the Feds. They "meet" the TSO and were approved under similar TSO's as the GNS series. Paperwork during the approval process mirrored the GNS. However, once the system was installed with the 14 other items you can enable to the GTN the system started showing minor issues. One example in an helicopter, The GTN systems had never been approved in this before. The testing was never done on the actual aircraft let alone integrated with SAS, HTAWS, radar, GDL88s, ADSB, Garmin 800 traffic, XM, and many other units. I have 2 Helicopter examples where the AML was finished by Garmin with No flight testing provided. I have over 60hrs of burning JetA to try and sell the systems to the FAA. First of the year, the Feds finally saw enough data to issue the full STC. Long winded story, but Garmin and the FAA need to work better together. I just think Garmins sales team and their Tech team need to at least be on the same chapter, let alone PAGE! The G500/600 was another example where the sales team said oh ya it will work with autopilots... "Oh that autopilot... Ya it won't work with that one"... Love their products when they work, even have a 530w in the mooney! -Matt

Thanks Dale!! Looks like I'll have enough material. Fly safe, Matt

All good JR, Yes I do. That's why I'm going thru the trouble. High end wool carpet left over from another project with certs. I currently have the Airtex carpet even from 2010 in the M20e. It's pretty much crap, doesn't fit, cheap looking, slides around. Just tired of looking at it. If figure I'd be willing to pay the value of the Airtex to have it bound. I'll be our to the airplane and make a template next week. Just trying to figure out if the piecesi have will work. Thanks

Can't stand the system... Cool in theory but multiple people think it's poorly designed. In a new installation I'd highly avoid it! The HP acro airplanes I've messed with have always had a "cold air induction" system involved. This is basically a fresh air scoop that is moved forward as close to the prop as possible. Early designs were sharp funnels to capture the air. Reno guys have proved a tear drop shape/ blended airfoil into the intake was more efficient. If it's on an experimental your in luck, certified Good luck. I'd even avoid the air filter. Take a look online. -Matt

Had a 750W spit a message and drop coverage the other day, 650 remained solid. Gained access to the 750 antenna an gave the 90* connector a 1/8-1/4 turn. No issues since. Our 530 was sent in for the WAAS upgrade mid 2012?. Any 530 issues? I think it's the same 430w antenna? I've had problems with faulty 90* connectors in the past. Brand new outta the box failures on the connectors. -Matt

Cool a few more Porsche guys!! Rebuilding my old 944 engine at the moment!! I had a honda eu2000i generator that I hauled in a Bravo once. Not really odd but useful!! -Matt