Sandman993

California voters...they could wake up someday couldn’t they? Or just go the way they’re going and pile on that. Pun intended.

It’s just amazing how many places I go, and try to brief the line guys before they tow... it’s pointless because every time they respond with yes yes! We know how to tow... and then you get this dent they won’t take credit for... of course not! I hate going places that insist on towing my ship. We all know how easy it is to over rotate the nose wheel!

I would think heads are gonna roll after this... people are pissed!

Be careful if there are field mice about... they will crawl up the cord and have a great time crapping in the airplane and possibly chewing on wires. I recommend using a shop rag to be stuffed in the opening of the access door. it’s almost time to start using those Engine oil heaters again, winter is approaching. Need something for that cord too. they do offer a spearmint rodent deterrent for inside the fuselage that’s supposed to be a good way to keep em out. Supposedly rodents cannot tolerate the smell of spearmint. Look to your local feed stores for that solution. Am a big fan of battery tenders... a properly maintained lead acid battery should last 5 years... while some go longer, everything past 5 is a bonus.

Ok, after two short flights yesterday, I didn’t see any major differences in performance except as I mentioned before, it starts easier with the fine wires. It’s running good... the gami’s made a nice difference in that the hottest #3 is now a few degrees below the new hottest #2 and the coolest cylinders 1&4 are all much closer. What really has me confused is, while the chts are closer now and hottest down to better match the others, the egts are dramatically lower... in the mid to high 12’s. I’m normally in the mid 13’s. I tried jetdriven’s hot start process after a thirty minute shutdown... happy to report, it’s works better than the usual run for three seconds and die. Thanks jetdriven for your insight. my son in law has a nice j that just had a top overhaul... after he gets to break in, I’m hopeful that he will humor me and allow us to have a matched flight to see how the high compression pistons and the power flow muffler perform next to a stock, fresh, good running j.

A quick preliminary report on what I have so far... Been thinking this ship was at max potential up to this point, or close to it. New plugs at overhaul along with new wires and fresh mags (dual). I'm about 155 smoh and wanted gami's because the #3 on this A3B6D engine runs 30 degrees hotter. Gami say's that's typical. Simply wanted it to be more inline with the others. So, yesterday afternoon and everything back together, did the traditional leak check and mag check. Feeling emboldened, I took her to the runway for a takeoff run (at our little country airport) with a plan to abort of course. With the new setup, I saw a 50 rpm over redline. I'll have to re adjust the prop gov, but think I'm gonna like this. Hopefully, I'll get her in the air today so I can look at the temps across the board as I'm sure there will be some changes. More power, more heat to manage. Only wish the components were changed one at a time so I'd know where the wholesale change came from. Ps...I lost a mag back at 75hrs because of lock tight on the cap threads...there's an SB on that. It states using thread locking substance can cause loss of grounding to the distributor cap...that can cause the condensers to fail (one or both) which causes the points to get hot and melt the plastic follower. So, I had one side fail and now have another mag overhaul at the princely sum of 1300 bones. Yay! It came back from overhaul at 28 btdc...I have it at 25 now because that's legal and easier to start. My plan is to cowl her up and fly today, if I can escape my normal duties. Will report in when I see what's changed aloft.

Just not a big fan of waking up an engine at high rpm. A lot of bare metal rubbing going on until the oil gets flowing. installed fine wires I’ve been looking at for a month today... hopefully that will help, but I’ll definitely play with what jetdriven suggested. btw, we did the leak down check for annual today... at 160hrs smoh... Horse power plus stc’d 10:1 pistons were 3) 79’s/80 and one 78. Gami’s go in tomorrow.

Jetdriven splained it pretty good...

It’s called derating... they do it for a myriad of reasons... tbo increases sometimes, transmission weakness, rotor issues, airframe. but mostly to keep those helicopter pilots humble. Kidding... that’ll be the day.

I was like, 150kts and then shift to second.

You had me going high hp! Now what?

That’s bs! Pie aren’t square... they are round!

Humor time... I have a hat that says "Mooney, Prepare to go fast"... we need to get him a hat that says "don't look at my airspeed indicator"

That ship must be fun to land if the IAS is reading that slow...

Thanks men, I appreciate you taking a minute to help out. My problem is, ...the cowl flaps are in good condition and have always worked fine until recently. On the ground, they work as advertised, but in flight, there's just enough side load that they get a little bound up and only close to half. While that's fine and they stay in that position 70% of the time anyway, at cold higher altitudes, it's hard on the oil temps ( a little too cool), not to mention the 1 to 2kts added drag component. I tried to tweak them last two times the cowl was removed and while they seemed free enough...flying the ship turned out to be a different duck. Think one bushing is gone altogether for whatever reason...lost perhaps, who knows. Does the spring on the linkage have any effect I wonder? I've looked at it, but can't seem to figure out why it's there or what it actually does. Thanks again for your time

78 J Think I'm on to something hopefully

Hard to make myself pony up $500 for 4 little bolt thru bushings.

I get that...just sayin, sometimes you gotta give the throttle a good push if you get a hostile Jap on your tail! Way back when I started flying lessons...there was a guy that Taxied up to the ramp in a 414A Ram IV conversion...that plane was awesome sexy. When he opened the door, a couple beer bottles and one Vodka bottle tumbled down the stairs to the concrete ramp (they didn't even break). I immediately asked if there was any chance he was a CFI. His response was yep. And that's who mentored my tender fledgling time. Ever done a 220kt low pass over a house in a 414? It vibrates the windows if you get low enough...or so I'm told. I was too busy to look at the MP.

I used to have a chick that would shoot, throw knives and then call the cops just because I came in late from the mens club...sometimes you just need 60" MP!

Wasn't clear on one point...I consider it a hot start up to an hour or so after shutdown...but I have to amend my post, if I shut down for a few minutes, like dropping off a passenger, it'll start right back up using the hot start method...if I have lunch and do the hot start procedure that's when it dies after starting up just fine. So, Jetdriven's comment makes perfect sense about what happens to the fuel shortly after engine shut down.

So lemme get this straight...and by the way, what you say makes sense. Often with this new engine, my hot starts want to die after start up...doesn't matter how good it works, it usually runs for a couple seconds then runs out of gas...by the time I get back on the key, it starts right up. The old engine never did that, a hot start was easy and it didn't seem to ever falter. So, where does the fuel pinch point occur? I'm always afraid of the boost pump because I don't want to flood the engine when hot. I don't have to tell you how embarrassing that can get.

Did it sit outside in the wind and rain? Drain your PS system in case you picked up some water. I've heard of this before.

60" is fine if you have a jap on your 6 shootin at you

Nothing exceeds like excess. Thanks Carusoam

Anyone know where to get or what a fella can use for cowl flap bushings. Sorry if this has been covered on another thread, but a search didn't find anything.