ArtVandelay

Compressions don’t give you a complete picture of the condition of an engine. You could still have valve issues, cam issues, etc.

The cylinder looks new, what’s the history of the engine? Pull the battery access panel and check out the condition of fuselage, control rods, etc. If your back is in good shape, check underneath the panel. What’s the condition of the yoke shafts? Drain a sample from both fuel tanks, is fuel clean with no water?

BTW, order is important; always drain the wing drains first, then the gasolator.

There’s 3 hoses on the left side, check they’re all clear, if not flooding will be common. If it does flood, full throttle, mixture lean, and when it starts be ready to adjust as engine roars to life.

I think the Acclaim with FIKI and AC is worst for UL.

So, when making the log entry how do you document this? “Replaced alternator belt with automotive belt xx-## under VARMA regulation “ ?

Also tells me the owner wasn’t an active participant in the maintenance of his aircraft. Not a good sign.

Does he do it correctly? I haven’t found one that does. I went through all the W&B sheets and found about 15 errors, but in the end they were within ~1 lb as they mostly balanced out. Mooneys don’t fall out of the sky because they’re a few pounds overweight.

If you can foresee wanting a autopilot, I would go with Garmin.

Roughly, 10k.

May be C on the device end, but the other end plug into our panels will probably be A for a very long time.

Try replacing the limit switches.

CHTs, but no EGTs? If I was going Garmin route, I would get the MFD (7”) just to display the EIS.

JPI shows everything, above only a small subset what’s available.

No sales tax and no hidden fees.

I would be deeply concerned that a safety device was removed and there probably is no log entry. Make you wonder what else they did.

Smart glide is only available on the Xi.

It’s 6 AMUs in hardware, I’d expect the installation to be a little more.

Yeah, it sounds like the gear up limit switch. With the gear up check the resistance between the power supply terminal and the gear up relay terminals, it should be close to zero. If it’s the airspeed switch you would get a gear warning horn.

I think he was referring to mine, but I’m confused as well by multiple threads, I just did a quick search and this thread is what I found.

So no delay extending the gear? Is the delay consistent?

Anyone who has done any major upgrades has had their airplane idle for periods of time. I just change the oil, run the engine enough to circulate the fresh oil throughout the engine and that’s it.

Final is out, highlights: Estimated they exceeded 8 Gs. Friend indicated Mooney was difficult to control speed when pitching down? Pilot was doing S turns to slow down (using rudder) despite having speed brakes, and used trim for pitch control, both were his normal SOP. Pilot would normally use the autopilot, why he wasn’t is unknown. He rarely did ILS, preferred GPS approaches. Found allergy medication in his system. Out of currency. So my takeaway: on drugs possibly making him sluggish, doing an approach he wasn’t familiar with and probably couldn’t get the autopilot working using ILS, and poor habits to try to compensate for his poor technique and didn’t use the tools available to him…..accident was foreseeable. https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/103651/pdf

I don’t think that’s true, you’re probably referring to this language: “The functions of Volts, Amps, and Horse Power were tested to DO-160D and DO-178B, but not TSO’d since no TSO exist for these functions.” That doesn’t mean is not certified, just that there was no TSO standard for that function.