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Browncbr1

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Everything posted by Browncbr1

  1. After reading about your blow by and valve, it seems to me that the valve issue may be a symptom of the rings moving around and letting loads of oil into the combustion chamber and gobbing up the valve seat and guide... Perhaps excess oil was also fouling your plug. I wouldn't put too much stock in the compression test.
  2. appears to be a shameless commercial post with little or no intent to actually engage customers after spamming us.. boooo
  3. yea, in spite of having 3 gigantic placards exclaiming not to slam the door, people still do it.. one time, the latch was jammed for a few minutes as a result. I'm thinking of adding another red placard on the copilot yoke... they don't seem to see the giant red one next to the door handle.
  4. After seeing yours and reading Dave's comments, I think I should run it harder the next time I go somewhere. I have been running low 300's to high 200's cruise, so it seems there is plenty of margin to run harder to maybe help free up some of that nastiness in there.. Maybe as Dave said, occasional alternation of operation modes may do some good.
  5. There are a lot of chromium shops all over that service hot rod, juke box, and other restoration projects. Here in Knoxville, there are two or three. They will acid bath the parts, and rechrome them to look like new. I had thought about doing that for various projects.
  6. Sometimes it helps to push the door closed slightly while pulling the door handle. It seems to lighten tension on the latch created by the door seal, allowing it to move more freely.
  7. Marauder, have you ever lapped or reamed your valves? Cylinders have never been off? If I were going to run 75%, I would run ROP also. I wish I had this endoscope when I bought the plane so I could know if it looks better or worse after having flown in a couple years. I know some might have a cleaner looking motor... Just looking for guidance on keeping an eye on anything and if something looks like a symptom of running the motor incorrectly, or too easy or what.
  8. I've never run ROP in cruise before. Yes it is the io360-a1a. I will say that my #3 and 4 peak together about .5-.7 gph before #1 and 2. I noticed that the rear two cylinders look a little better than the front two. I usually cruise 65% with #1&2 right at peak, which puts 3&4 around 50LOp or more. Next time I fly, I'll try running a little harder and get chts up a little higher maybe.
  9. Thank you for taking the time to post your feedback Dave. I'm definitely trying my best to care for this motor in operation.. It's my only one! Regarding running it hard to blow it all out, I had thought about that... would you just run it full rich WOT at 2500rpm or so down low where as MAP would put the motor over 75% power? Please help me understand what you mean by Max power.. I can't find anything in my POH talking about that.. I have heard of running TN motors hard to keep them clean, but my F is NA. I have also tried running the Alcor TCP additive as Mike Busch had suggested. It seems to foul less often when using the TCP, especially when I'm doing a lot of low power approach practice, etc.. I will try leaning more aggressively... I had leaned until missing, then enrichen slightly so it is less often missing, but still has enough throttle response to taxi and run up. For the past 100 hours or so, I've been running Tempest fine wire plugs (UREM38S) and my timing is 25 degrees, last adjusted in May..
  10. Andy, thank you for the photos.. they make me feel better.. haha
  11. on the ground, I lean as much as possible until it starts missing...
  12. I got this endoscope from Amazon after seeing someone post it on here. The price keeps changing, but I saw someone got it for $10.. I got it for $16. https://www.amazon.com/gp/product/B016KUGVJC/ref=oh_aui_detailpage_o03_s00?ie=UTF8&psc=1 Anyhow, I scoped each of my cylinders and need help from some experienced eyes. I bought this plane with about 440 hours on it. I've put about 180 hours on it over the past two years. I fly once a week, and generally use 65% power settings and try to run peak or lean of peak. It generally runs good without any problems, but if I'm on the ground for long or doing long approaches, lead balls will appear in the fine wire plugs. The other day, coming back from PDK, I was on the ground running for 15 minutes before cleared for takeoff.. Enroute, I felt what seemed like a few misses in cruise. So, I pulled the bottom plugs only today, dug out a couple of lead balls out of two plugs and used the borescope. I was surprised to see what looks like lead plastered all over the place??? I see some slight pitting on the upper cylinder walls, but not below really below the top... I am assuming they have been there since I've owned the plan because I usually fly every week... But it's has me a little concerned that there too could be pitting on the cam somewhere...Do you think if there is pitting on the cam, then it would have worn the lob away by now after ~180 hours of operating?? I have not seen any rhythmic spikes on any of my JPI data so far either.. Please let me know your comments..
  13. It sounds like you would be more comfortable just renting to him/her by the hour and having an annual fee to cover any extra insurance cost. I would also have a "you broke it, you fix it" agreement. Personally, I wouldn't do any of this because a non-owner pilot probably cares less about engine longevity and it is possible that some would abuse the engine.
  14. Some people leave a rubber band on it and once setup in cruise, we wrap it around the knob and something else to keep it from turning.
  15. It's amazing how much bigger the cabin looks with the long rear windows. I've got to upgrade my F to the long Windows like that!
  16. When you put the gov back on, make sure you install the metal shim together with the gasket. There was a thread on here recently with Piolito and someone else about bad leaks happening otherwise and that it would come from around the studs.
  17. I've had to get SVFR clearances a few times lately and it was pretty straight forward. If KTYS is calling 4-5miles vis, you should expect 2-3 and just ask for SVFR clearance. The worst I have seen it the past month was 1.5mile vis on KTYS metar. As the post above noted, it's not a good idea to do it unless you have had lots of good practice on instruments..
  18. It would be easier to accidentally retract electric gear than the manual jbar. There is a button that you must depress that slides a pin that enables sliding a collar down and out of a big aluminum block at the same time. It is very easy to operate, but I don't see how it can be done unintentionally. It is not a simple lever What you saw was likely when something broke due to a rough runway.
  19. My family had a 182 years ago and I have a 67F now. I picked the F because of the additional useful load, stability, fuel injection, and a larger back seat to accommodate my family of 4. My kids are 3 and 6 now, but I bought the plane keeping in mind 10-15 years down the road. I have said before, if my mission were only 1 or two pax, then I probably would have gotten an E model for the additional speed and climb performance. For me, I sought out manual gear only. Most F models have more useful load than most J models. That was another factor for my decision. I looked at J models hard, but finally could not allow myself to spend twice the amount of money for a J with 1000 hours additional engine time and ~100lbs less useful load in exchange for saving 9-10 minutes a couple times per month on my 320nm mission. Not to mention the extra pocket money for cool gadget fuel, and not letting costs get in the way of maintenance/safety decisions. Compared to the 182, there is really no contest. Mooney wins big time, and I'm only speaking with respect to economics. There are two fewer cylinders to maintain and important ancillary things like a JPI are cheaper for 4cyl... Perhaps if you weigh 300lbs with broad shoulders, a Cessna or Bo would be a little more comfortable, but I'm fine at 6' 170lbs.. I also would argue that mooneys have safety built into the design where others don't.. The steel cage, the burly spar and tail, the direct control linkages, and significantly better glide ratio...
  20. is there something wrong with hooking jumper cables up directly to the battery terminals if a jump start is needed? Is the whole purpose of the plug to eliminate the need to reinstall the battery box top and tail door after starting?
  21. well, one of the big ones is winterization which ends up being about the cost of an annual if you do it properly and shrink wrap... there is also winter storage... This doesn't really apply to small boats... we are just talking about boats that are too big to trailer often.. but, many people, have a truck and trailer just to move the boat.. .otherwise, they wouldn't have them.. Saltwater just destroys everything... There are always anodes, bellows, and other things needing replacement. AC, water heater, toilet, outdrive issues always come up... There always seem to be electrical problems because so many connections become corroded...
  22. before our mooney ownership, I had a 26' rinker cruiser with single small block and outdrive.. My annual cost was the same as the mooney, even when factoring fuel... Most of the cruisers around us with twins, so they had twice the operating costs... so, in fact, a vintage mooney has less costs than a decent twin 30' + cruiser.... and the boat is only useful for a few months of the year... at least that was my experience. marina fuel was about $4 last time we had a boat, and most of the boats have 100-200+ gallon tanks. that's why so many of them sit in the marina ...
  23. Since your formula is being applied to a family trip to megaland, there should be a variable for whining kids because in the car, they are whinging for hours, and int he plane they simply fall asleep.
  24. I haven't looked at this thread in a long time, but thought I would post a photo from a recent trip to South Dakota for the Pheasant hunt season opener at KMHE. We left from KTYS in the morning and picked up my brother in Nashville, then went from there to Mitchell, SD. Weather was actually nice the whole way, and we stayed pretty low out of the stronger head winds. We made about 135-140kts ground speed most of the way out there.. on the way back, I saw 191kts ground speed as we were overtaking a front. It was interesting because the warm air was pushed up to 11k feet and it was 73 degrees F at 11k... the clouds were pushed up to about 10k too and we flew through a bunch of big nasty bugs as we went over clouds.. This picture was taken on the way out there low over Iowa wind farms. Windmills as far as you could see in every direction.
  25. I gave up on numbers a long time ago.. but, I can say, where the n/a mooney really shines is on 300-600nm missions with all seats full. My rule of thumb is that if you can drive in 3 hours, then there is no real time difference, hence it would be just for the fun of it. For me, that is usually worth it.. haha This might be different for people who live in high traffic congestion areas..
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