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Sandman993

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Everything posted by Sandman993

  1. Running 450 is not ok, even at break in. when an engine is new, it creates heat simply because of all the friction, while the new parts learn to play nice together. Avoid 400 if possible... when my engine was brand new recently, I literally watched the cylinders break in one at a time on the jpi... you could see the temps fall into a less hostile environment. Oil should be below 240 degrees... around 190 to 200 is better. Try pitching the airplane for a higher indicated airspeed before you settle into the climb. Mine does well about 120 and that means around 360’s and 70’s at climb power. Do inspect your baffling and while you do, look for holes and gaps where air can bypass. I read a while back how a one inch hole can raise engine temperature by as much as 50 degrees. I’ll wager the gap around your alternator is probably big enough to stick several fingers in.
  2. Crummy landings would have an affect on longevity. It can take a while to learn how to get those buttery smooth landings down. High speed roll outs and takeoff runs on rough surfaces can’t help either. So your results may vary.
  3. That turned out to be a joke! I'm about to the point of writing a letter. Our planes could be made safer and they continue to stand in the way.
  4. The 201 has fairly serious endurance...while I have flown long stretches in the past, I usually like a leg stretch every few hours, especially if not trying to outrun rotton conditions or loss of daylight (single engine night ops gives me some pause). And some destinations are simply out of reach even if I'm willing to sit thru a long leg. I'm pretty sure stronger headwinds and LOP don't do well as effective fuel management. Suffice it to say, rarely are two missions the same. When I get into LOP, there's usually more like a 10kt loss...you gotta feed the ponies if you want em to gallop. Kids, don't try this at home...these unusual attitudes, botched landings and peeing enroute stunts should be left to the experts.
  5. I lose way more than 3kts LOP... and rarely go that way. Certain conditions make LOP a good option, like 30kt tailwinds for instance. i don’t know if it’s because of the increased cr, the tuned power flow exhaust system, gami’s or simply being a fresh, properly broken in engine, but I’m not having issues with high egt’s or cht’s. Case in point, two days ago, flying to and from Dallas at 7,000 msl give or take, the ship was using 10gph at 2500rpm, 22/23” and 5C the egt’s were 1240’s and the cht’s were 330’s. The tas was 163 and That’s about where my math ends. Per phone tas app and gtn 750. For the climb out, I pitch for 120 and she gets along pretty good... full fuel, two grown men, bags and it’s not a surprise to see 1100fpm climbs...I do need to underscore the importance of good airspeed in climbs in case there are new guys...the 120 speeds at climb power usually allow me to stay near under 370 degrees while let’s say 80mph climbs, I would expect 400 or slightly higher. The baffling is in good condition. last year at Oshkosh I asked a bravo driver that was staying with us if he ever flew his ship lop... his response was, hell no! “I bought this race horse to go fast”! I said dang, don’t bite me! Lol... he didn’t seem to care about copious amounts of gas.
  6. Drives me nuts when folks weigh in on businesses they’ve never done nor will do business with. Not the first time I’ve read that here. When folks here get done doggin every shop out there... won’t be one left standing. “Lower prices”, it simply means you’re guaranteeing most or all internal engine components are reusable...if not, there will most certainly be change orders. personally, I likey new parts, but that’s up to the guy that’s paying. So there I was under the overpass with my cardboard sign... Funny how no passerby had sympathy for an aircraft engine rebuild.
  7. You gotta be s**tting me! It takes another 90 days to get the autopilot delivered after you order??
  8. After about a dozen studies and at least one set of core samples, the FAA wants get paid 1.5m for re-topping our 3400’ X50 runway. The private sector would be less than $300,000! What a racket! i shoulda gone into poly ticks...
  9. Anyone hear an update on the TT coming online for the Mooney? They mentioned it would be shipping in late 4th quarter if memory serves.
  10. I just can't let this go without adding how important it is to operate the engine frequently and properly based my previous statement on the centrilube stc. Taking for granted, operating the engine regularly as a given. Also, the notion that all cams are created equally may not be accurate. Now and then, there can will be a dink in a bunch of new ones in terms of hardness. At some point I was told that putting trust in a cam that has made it to TBO once and can be used again is a viable option over purchasing new. Just looked at some serious degradation on a couple lifters inside a big continental last week viewing through a bore scope inserted into the oil filler tube. So, while the cam placement is lower in the Conty, they aren't immune to corrosion either. There was one extended period in the mid time engine where it was dormant for an extended period. This is a long way from the intended subject of the OP...sorry for the hijack. I'll go back to sleep now.
  11. I concur... after reading myself to sleep on the subject more than once, watch those oil samples closely for corrosive contamination, water etc, run the engine in flight minimum once a week to operating oil temp 175 degrees or better for at least 15 min. Change oil and filter 25-30hrs... And pray... that should go a long way towards cam and lifter longevity in what seems to be one of the top weakest links in the chain. Certainly one of the most expensive, but preventable issues.
  12. They finally contacted me with directions to buy another sim card. Now I have to look inside to see if I have a 2g, 3g or 4g sim... actually they want me to send a picture of the circuit board so they can identify. Then it’s $25 every three months. I’m no electronics guy so all this is another language.
  13. Ok let's... In my view, the lions share of the market is certainly with the Cirrus...folks love the notion of the parachute in a single engine platform. Imagine the extra sense of well-being while traveling at night, or over crummy topography and forests. It's the next best thing to a second engine in certain conditions. Those are things that nag me while wondering where I would go if the fan motor quit. Also, the gear is down and welded on a cirrus and surely that must help with insurance cost. But, like driving a jeep is for girls ( this should piss someone off), most accomplished pilots might appreciate the retract gear, the complexity and the sporty, masculine, if not down right sexy looks of the Mooney. While the Cirrus looks ok, I'm not getting that wow when I see one. Sheeple do go where sheeple go and translates to sales momentum. I still don't have a clue how some can justify the $800,000 plus for either brand...That's getting close to turbine territory.
  14. I would also like to add, at previous engine overhaul by the former owner...NEY Nozzles were installed. For those unfamiliar, NEY nozzles are oiler nozzles aimed at the cam lobes to facilitate lubrication. Both the intake lobes had substantial wear and for those that don't already know, two intake lobes are double tapped as they carry intake valves of all four cylinders. Ney nozzles in my engine didn't do the trick. The FWF people maintained the centrilube system would afford me the luxury of never having to buy another cam for this engine. I'm hopeful.
  15. My attempt at avoiding future cam spalling was to add the centrilube stc to the new cam at overhaul. Although the old chewed up cam didn’t really become unreliable, it did send metal fragments through the prop governor (ruined that housing $) and oil pump damage $. Those are parts you guarantee at overhaul and mine wouldn’t pass standards. Rollers are probably a good way to go, but can’t weigh in on those since didn’t go that way. Wish I could’ve talked myself into doing a dual mag setup instead of keeping the Siamese twins...research at the time seems like it would be around another 9k and I was already getting my clock cleaned pretty good with the 10.1’s and the new cam stc’s. Been dialing back a bit on the manifold pressure lately as the da in this colder weather has been substantially in the minus and the placards are staring at me. It’s kinda cool to reduce mp back to 28” and it still scooby do’s. IMO, one would probably be pleased with the 390 as long as he or she can live with the cost... I suspect a lot of wholesale changes and hidden costs to make that work where a 360 is supposed to go.
  16. Am I crazy or did I read you’re not supposed to use this type of cleaning process on fine wires.
  17. Does anyone know which inspection plate the roll servo is on the century IIB? How to clean? asking for a friend...hehe
  18. I know you’re not the one in the market... just quoting your wisdom.
  19. Find an accomplished, knowledgeable Mooney guy to help you understand what to look for. Better yet, hire him to look for and with you. Be passionate about searching...you’ll be learning a thing or two on the fly, pun. There are many strengths and weaknesses to look for. Not knowing can cost a bundle... no guesses. The art is in the buy, and can be a real fun part of the journey. I see folks try to buy the best price deal possible and while that may work for some, it turns into alligator tears for others. And a huge consideration might be, buy from someone who can afford to own an airplane... stay away from those guys that buy a ship, park it outside and wear everything down to a nub. Look for the best cream puff your budget will allow. Right now you don’t know much, most here have been in your shoes... well, not your shoes, but shoes like yours, me included. Enjoy the Chinese arithmetic.
  20. Your bird doing good... I simply pitch for 120-125Indicated asap after rotate. Every time I take off, conditions are different sometimes I see 1300 fpm and sometimes less. Maybe someday, We’ll meet up somewhere and do a comparison. One of the cool things about 10.1 cr is, it keeps trying above 5,000’ msl.
  21. FWF claims up to 25hp increase with their 10.1 cr pistons stc. Volumetric Cylinder match when new cylinders are used as in my case. I don’t have any provable science to back up my explanation... and my only previous experience with the a3b6d was about 400hrs running around with intake valves that were not opening all the way. I bought this ship with a new cylinder recently installed... I suspect the previous owners got a look at the cam while the cylinder was removed and hung a for sale sign on it. Oh, they conveniently forgot to disclose... And at the time, I had not yet become wise to cams. Whatever, I’m pleased with the cruise and climb numbers... also added a power flow exhaust to diminish the hp loss of a stock muffler. She’s a grin maker now! Just received Blackstone oil analysis at 155hrs smoh and they say everything looks great and engine is healthy. Was asked a week ago to deliver a pilot back to his home town 130nm away and while he was drooling about several things, among others, he mentioned how smooth the engine ran. FWF rocks!
  22. I’m with you brother! I tease my real brother about living in the city... heck, if you run out of toilet paper, just pound on the neighbors bathroom window to mooch a roll. Love those zero lot lines!
  23. Pretty easy fix... stop listening to the tree hugging liberals and clear the easements, then take steps to use spacers and airfoils to keep the lines from touching during high wind events. Or just build it right the first time. Their retail power cost is 2 or 3x more than where I live. Where does does all the money go?
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