peevee

I wrote a how-to on changing the hoskins strobe to a more modern and cheaper a couple years ago. It's super easy. I'll see if I can find it. Also there's a guy with a bulb for sale in classifieds. Here

How's life with the 46t? Couple cirrus guys have the m500 and m600 and absolutely love those things. Damn physicians and their toys i would think a fiki pressurized turbine is as close to a personal airliner as one could hope to come, within reason.

That's neat! I bet the 7 people that have bought them so far are really proud

Tom, it appears you have the thermawing film on your wings, I'm curious what your experience has been with it, if that's indeed what it is.

FRUGAL MOONEY OWNERS, REJOICE!! I recently took a trip to Willmar, Minnesota, to have a fuel tank resealed. I was very well treated there, and I have nothing but praise for all who I encountered. The interior of my 1968 M20C was in bad need of some TLC, but I’ve been told it will cost at least $10,000 to have it redone. Uh…, no thanks. But I met Bruce Jaeger of Jaeger Aviation, www.jaegeraviation.com , and he is pretty amazing! He showed me techniques to refurbish my interior without breaking the bank. I watched Bruce work on the interiors of a couple of Mooneys and the results were great while saving the owners thousands! He really knows his stuff, and Bruce was happy to pass along what he knows. If your Mooney’s interior has seen much better days, but you can’t allow yourself to spend half your plane’s value on a redo, then I highly recommend that you get in touch with Bruce Jaeger.

I'd go to Scott at arapahoe aero over maxwell. ANY DAY. They are however extremely busy and it might take time to get it in for inspection. They're incredibly thorough. If there's a page missing in the POH, they'll find it. Literally. They did on our annual.

Ah, Didn't know it could be added outside of the factory and be certified known icing. Neat.

odd that it doesn't have the TKS panels in the older pic but does in the new, it's FIKI yeah?

With a NA engine, definitely avoid full rich at altitude. With a T/TN engine as in the case? I agree, with proper setup it should be full rich.

the rocket we had was the same way, sounded and felt like a 60's muscle car with a huge cam. I did not increase fuel with it on descent, at the reduced power settings it was fine, sometimes it would have to be leaned more in the pattern to run smooth, you just had to be really careful going around or it might cough on you and decide not to power up. rocket has to be set up per the rocket manual, if it's set up per the cessna 340/414 fuel settings it's too rich, or so I've been told by a couple shops. we had both our engine driven and boost pump overhauled, no change for us. Boost pump was the original from the 70's, doesn't get much use with the continental engine I guess. maxwell said the stumble was normal. I've flown two rockets, one did it, one didn't. I tend to believe it is an abnormal situation.

our rocket was fairly light, IIRC we had about 900lb useful load, between 850-900 anyway I planned on about 1500FPM off the ground at gross and about 205KTAS in the high teens at 75% best power and about 19GPH. Our engine even with gamis would not run comfortably smooth LOP so I didn't run that way. 65% power gave me about 195 KTAS on about 16GPH and was a good mix of speed and economy. biggest problem on the rocket is staying aft enough to be in the envelope, nearly impossible, even with max allowed weight in baggage, Erik has the fix for that. We had LR tanks and 108 gallons is what the book said it could hold if you had the patience to cram it in. The fuel helps pull the CG aft so I carried a lot of gas. I'm not sure any of them make book speeds. They're a blast to fly and a bit of a handful. I wouldn't dispatch IFR without a working autopilot, that's for sure. FWIW the SR22 runs 15,5GPH 75% LOP and about 190-195KTAS

I'd be lying if I told you turbos weren't more headache and expense but you couldn't give me a NA airplane. I won't go back. Big reason I haven't gone experimental. I'd really like to fly one of those extra 400s with the liquid cooled engine. People really like those. I also think what they charge to overhaul aviation turbos is highway robbery. Our tat turbos are just t04s like you'd use in a car made by Garret or airesearch and rebranded. You can probably buy them new for 2k for the pair. Oh well.

If you do your own oil changes you can inspect all that pretty well. Mouse milk the wastegate actuator to lube it and the vband clamp and look for cracks. This vband clamps really scare the shit out of me. No one needs a 1500 degree blowtorch under the cowl. Lower cowl on the rocket is kind of a bear to do by yourself and probably even more so with the 4 blade I bet.

Yeah me too and I slipped somehow and burned myself bad enough to blister. And that's after a lengthy low power setting descent.

Main overhauled our turbos for 5 amu and then again 2 weeks later for 2.7amu and then the wastegates for an unknown amu, I think 2ish. I've spent enough for both of us. I didn't read Erik's issue closely, it sounded like the bearing slop so I doubt it gave much warning just a gradual wobble. Like I said Gary said that oil seal is a steel sleeve and doesn't just leak like people think. Throw some mouse milk on your waste gate too, they can get sticky.

Mine will still but the shit out of me. Our tit runs 1500-1650 depending how lean you run it. NA I never paid attention to the actual number just the peak so I honestly don't know how hot it runs. I assume close to that?

That surprises me. The short exhaust on the rocket meant a perpetual sooty belly on ours.

You could call Gary main at main turbo and he'd be happy to talk your ear off. My limited undetanding is that the main bearing is steel and usually doesn't wear out or leak unless something happens like the turbine housing makes contact with the turbine wheel or crud built up under it or something else unbalances the turbo causing it to wobble and wear against the bearing. That's kind of how Gary explained it or what I remember of it. The turbine side take a lot more wear than I expected compared to a car. Gary seemed to think it was a side effect of the mixture not being perfect like a car being managed by the ecu (my words not his and again my crappy memory)

Sign of a failing check valve is as noted by another poster, oily residue inside the exhaust and a potential small drip or a large drip if it completely lets go. Run your finger around in there. Our rocket ran pretty clean with a light gray soot and it was easy to tell. The exhaust is so short on the rocket I'd expect to see an increase in greasy residue on the belly also. There are two on most. From the oil galley down into the turbo and from the turbo up to the scavenge pump. I suspect the bottom one would be the more problematic of the two ad it would backflow from the scavenge pump. If the bottom goes oil will fill the turbo and work its way where it shouldn't and out the exhaust eventually. Otherwise you might just see some smoke on start up. You can remove them, put a rubber hose on the outlet and fill with solvent and let it sit to see if it leaks. Also on the tat setup they have to be orentated correctly with the hinge at the top.

There is, but that's reading the exhaust temp and since the turbos wye together into the intake no disparity was noted between left and right the engine ran basically normally, aside from the massive amounts of metal coursing through its veins. It's not like the mixture went way rich dropping the tit.

Yes and no. In our case the turbo ingested something after overhaul. The problem manifested itself about 8 or 10 hours later when the main bearing failed and it plastered the plane with oil and smoke when I went to get fuel for a trip the next day. There was no noise or indication anything was wrong. Had that happened in flight it would have probably lost the crankcase worth of oil pretty quickly with no indication until you started to see a drop in oil pressure. End result could be the same if the engine seized before you found an airport. I had flown the airplane to 17,5 the day before and there was no problem maintaining power and no oil in or dripping from the exhaust before I went for fuel. I always check for a failed check valve and the security of the vband clamps in preflight We overhauled our turbos at about 1700 hours and main turbo thought they were pretty long in the tooth. It's not just the bearings you have to worry about, the turbine blades get gunked up and blasted and eroded by exhaust gasses too.

On the tornado alley twin setup I have had one turbo completely fail. You don't notice it. Turbo 2 can maintain sea level power to the high teens or better. We didn't know anything was amiss until the bearing failed and dumped a bunch of oil out the exhaust.

Glad you're well Erik. I'm really interested to find out what caused your issue as I'm sure everyone else here is as well. What happens when a io520/550 cam gear fails? Anyone know the symptoms?

Fine. F all y'all Later.

Parachute is the least of my concerns cost wise, lol Everything is expensive, alt 2 quit, there goes 750 plus labor. Hoses, seat belt inflators etc etc