Ragsf15e

Mine is typically at the takeoff setting when trimmed for landing as well.

Yeah, I’ve had that happen. Good chance your throttle switch is stuck. It’s a small micro switch attached to the throttle, just behind the panel. Pretty accessible from underneath.maybe just lube and exercise, maybe it needs adjusting or came loose from its spot. Also, there should be a gear warning cb that will shut off that horn if it stays on because it will sap every drop of SA you might have.

My ~50 year old airspeed indicator also indicates a few knots fast at cruise speeds. Maybe not 6, but ~3-4. I found it the same way you did.

Those numbers seem pretty good to me. You didn’t say what the outside temp was, but a hot day (high density altitude) will be slower at those altitudes. Your peak ff seems pretty normal to me for 6500’. Try going just leannof peak, not far, but maybe 10-20 degrees. Lose 4 knots and another.5gal of ff.

That would be dependent on the bus voltage (but not equal to it). Zeftronics has a pretty good troubleshooting guide on their website that goes through expected voltage and resistance at different points. I’m thinking field wire was 10.5-11.5 but don’t quote that.

If there is, you can count on paying it even if it’s a private, person to person deal. The tax people will keep an eye on faa registry and aircraft locations. They will eventually find you. Live in Washington and had to pay “use tax” when I moved here. I did not have to pay sales tax when i bought it in Texas, so just moving can trigger a tax. It’s very state dependent.

It doesn’t affect insurance but does/may affect the ability of a new buyer to finance the airplane. Different lenders have limits on the % of engine hours / tbo. I’ve heard 75% or 20 years equals no financing.

You’re looking at ~13mpg (Ovation) vs 15mpg (M20F) vs maybe 16mpg (M20J). It’s different but not a ton and there’s maybe some higher altitude options with the bigger motors that could cut into the difference.

That’s where my IA got his little container!

I mean @N201MKTurbo rich answered it well, but once it’s on jacks, you can hold the nosewheel straight while wiggling the linkage to see exactly where it’s coming from. Mine would “wander” a bit while taxiing and the new bolt/shim was back ordered (I did finally get it) so my IA shimmed it and it’s so much better. There are lots of rod ends, bolts, shims that can affect it, so make sure it’s nailed down before throwing parts at it (or wait until it’s worse). Now that I think about it, I think we actually held the linkage still while wiggling the nose gear (up on jacks) to see where the loose parts were.

I had mine changed a few years ago, and you’re right, he just hot swapped them. Said he did it all the time.

Jeez, I have older G5s, maybe 4.5 years old? The batteries have been great the whole time. No issues and they pass the ica easily with close to 4 hours remaining.

I might consider just landing at RMN or HWY or similar just outside the special use airspace depending on which way you’re coming from. It’s not terrible to use closer ones, but it’s very busy, more expensive, and you’re actually pretty close to DC from those outer airports. If you have a compelling reason to go into the bubble, it’s doable but will take more effort in planning and more care in flying the busy airspace (and likely more parking/fuel $$).

I agree with @ArtVandelay, at least on my 930 (from 2012, but updated), there’s pre alarms. I set them up… they were a confusing pia to set up, but they are available on the 930.

I agree. The current level won’t hurt you but it definitely indicates something isn’t right. Especially since it changed. Traditionally co comes in through the heater muff so maybe start there (boescope?), but a leak in the engine compartment will bleed through gaps in the firewall as well. Start at the exhaust riser connections and look over the whole exhaust.

These guys got you straightened out. Don’t run peak on the leanest. If you run peak on the richest, the others are by definition lean of peak and should be cooler. The converse leaves 3 cylinders in a bad spot just rich of peak. If you want raw speed, closest relatively safe power setting is around 100 rich of peak from the leanest. In all cases, keep an eye on your chts as they should remain below 400ish (I keep mine below 380ish). If you’re at peak/lop, leaner is cooler. If you’re rop, richer is cooler. Egt values are pretty meaningless. You just need to know what order the cylinders hit their peaks and how far you are on either side of peak for the richest (running lop) or leanest (running rop). Your gami spread is the difference in ff from first peak to last. The tighter that is, the easier it is to get all the cylinders near the same setting (peak, lop or rop) which helps it run smoothly. Typically this is more important at peak or lop. Ask if you have more questions!

Yes, but @AndreiC and I were replying to @0TreeLemur saying that 10.3gph was around 70rop at 8500. In my experience, my ff is higher than that there. Maybe if it’s very hot?

Yes, I’ve noticed the TAF doesn’t do a good job of taking smoke into account and the sensors don’t seem to match flight visibility very well for METARs either. I’ve had that same experience of shooting an approach to 3/4 mile vis mins while the TAF and metar said I shouldn’t even be close to mins. Never mind all the crap we’re breathing while doing it…

Your ff of 11-11.5 to be ~100rop at 8500’ would match mine. Heck, it might be 11.5-12 there if he’s at isa. Running at peak is fine if you’re running low enough power, but if you’re trying to maximize speed, you’re going to have to be rop to get maximum power.

Ive got close to 400hrs on mine with fine wire plugs. Installed a new harness when it was first put on. Haven’t had any issues at all with the plugs or the harness.

They definitely do help in the military. Someone looks at each aircraft on final with binoculars. It’s easier there though because the landing light is on the nose so even if you can’t see it perfectly, No light means no gear. I do agree it’s nice when they look at you, but I suspect there’s one person in a civilian tower where there’s three in the military tower doing the same job.

I have a left side SF and it’s great. Consider putting it on the right side and rewiring the key so that neither mag is grounded during start. I believe @jetdriven has done this. It now starts on all plugs.

I wondered the same. They told me they fill large quantities for the local USAF base every two weeks, so that’s when they do ABO. I didn’t get more than that out of them. I wonder if it’s the difference in bottle regulator connections?

Still that’s not bad in Seattle. I found a local welding place that has been taking care of me. $25 hydrostatic test and $25 fills. They don’t do “aviator breathing oxygen” all the time so I have to leave it for ~2 weeks.

You will find the aviation weather briefings insufficient to avoid smoke. I’ve flown around and over and through it a lot the last few years between Spokane and Reno. I also fly a corporate plane and I can get over it in that, but it does sometimes go to 18,000 feet. I have shot approaches to mins and barely broke out when the vis is really bad. In the Mooney, it’s terrible because all the smoke is in your lungs as well. Here is a link to NOAA smoke maps and you can get a pretty good idea of where the smoke will be, but you really won’t know how high it is unless there are PIREPS. https://apps.gsl.noaa.gov/smoke/#