Browncbr1

If you're like me, you spend about $10k per year flying. Sell the plane, save $20k, and then you can purchase a J maybe like polito said. You've probably learned a lot since owning your mooney, so you will know what to look for when you get back. While you're there, join a club and island hop on occasion to keep yourself current.

This thread was good until it sucked

It may be that I've been working on going a little slower over the numbers and this changes things a little and i'm just still getting used to it.. I did notice yesterday that my right yoke phenolic ball is vibrating when pulling the yoke back and forth. Time to break out the graphite powder!

I am not sure about the 430, but to interface the 830 with my Aera 510, it is one blue wire from the garmin harness to #2 pin on the P4 DB plug (FF plug) in the back of the EDM830 unit. The EDM830 records flight locations data and calculates fuel estimated, mpg, etc based on GPS speed.. I would think that the 430 would be no different... just one wire?

I confess, I too haven't had many greasers lately... I wonder if the quick change in temperatures have anything to do with it? Do you think the thicker cold air would feel different for the same IAS? I figured I was just rusty, but I reminded myself recently to be more cognizant of the changing conditions that come so quickly this time of year. Has anyone experienced easier landing in winter vs summer or is it just another golf club rationale?

I had this issue once with another plane.. sent it to Rudy Instruments and I recall it was in the $100 range to overhaul. I've had them overhaul a few instruments, and generally good prices.. He did a DG for me, which came apart after 2 or 3 hours, but warrantied it and has been good ever since.

Here is my theory. Others may have a differing ideas on this, but this is what I have come to believe after similar symptoms. The right side of your prop has higher angle of attack, particularly in take off and climb and slower IAS, which results in more air being pushed through the right side of the cowl and more cooling on that side. It produces more pressure in the cowl than the left side. There is a certain airspeed and rpm when air starts to maybe stop or start to reverse through the oil cooler if in its oem configuration. This difference in pressure from the right and left sides of the cowl generate tons of wind going from right to left under the motor. And oil leaking from or around the case and dripping straight down or even on the right side of the engine will get blown to the left cowl cheek and left gear door. I think this is why many of us have "chafe leaks" that go out the left cheek and down the left side of the fuse. I have noticed that folks who have modified cowls perhaps don't seem to have this issue? I assume mooney knew this and this is why the put the oil cooler on the left side Feel free to tell me I'm totally wrong, but I just thought this was one of the design flaws of the OEM cowls.

Update: so glad I went to 25 degrees timing. Smoother ground ops, smoother in flight, noticeably more power and speed, albeit, I just gave it a nice cleaning and wax though. Temps have risen enough to scavenge lead, but not too hot. I'm really glad folks on here encouraged me to undo si1325a! Thanks!

Congrats. If I were you, I would put your money into autopilot before waas upgrade. The brittain stuff is cheap, and cool! Your insurance premium should also drop a tad if you put in an autopilot. Atleast mine did, before I raised the hull value that is! But, if you do decide to sell your 430, let me know

I had struggled with glare and so on with my iPad mini on the yoke. I've also had frustration with my JPI monitor being blasted by bright sun when flying easterly in the late afternoon. So, just the other day, I bough some 20% static cling window film from advanced auto. They make a 5% also, but I thought I would start with 20 and see how it goes. It comes in a 24" wide 6.5' roll. I figured I would cut clings for each window, label which is which discretely, and keep something that I can roll them up in if I want to remove them. I liked polito's window shade idea, but thought I would try this too. They actually make some clings that have graphics visible to the exterior, such as a beach and palm trees, which might turn some heads on the ramp.

My CFI told me a few times to pick a cow or grass pasture over a corn field because the deep ruts between corn rows.. I tend to take his word for it, as he had been in 17 forced landings over his career and lives to tell about them... When I go over mountains, I try to plan along roads, golf courses, and reservoirs.. As to gear up or down, I think it depends on how well you could determine how smooth and dry the surface is.. I like reading others' posts on their experience/thoughts.. hopefully if the time ever comes, this thread will help someone make the best choice..

Well, I sent the left mag out to get converted to a 4347. The guy did this and tested everything and sent it back for $75. He said the internal timing was at 11 degrees. I guess that explains quite a bit of what was going on. Its going back back together this week and I can't wait to fly it with 25 degree timing! During the course of undoing SI1325a, it was unclear regarding data plate legal requirements. I have written documentation from Lycoming and Nashville FSDO confirming that vibropreen over 20 and stamping 25 next to it with logbook entry is legal if anyone needs it.

Jerry the guy who installs pretty much all of the systems at brittain if anyone takes their plane to Tulsa. Just going on what he advised from our many conversations. Don't shoot the messenger.

Jerry at brittain

It's automotive windshield wiper hose. Jerry himself says so. I also found the same size vacuum hose at pep boys that is a little stiffer.

The JPI 830, as far as I know is not certified for primary cht use. It's actually only certified for primary egt. Stupid, but this is why I use bayonet collar probes. From what I understand, only the edm 900 series will let you get rid of your garwin instrument cluster. About your cht on climb, I find that reducing rpm to 2600 just after take off maybe a few hundred feet agl and 120mph and and sometimes in extreme heat, 26" at TPA keeps temps down. But, my F has never had an issue of running hot.

This is the original style DG that came out of my 67F... At one time, I thought it didn't work because it wasn't holding direction when taxiing. Later, I realized it just needs a few minutes of vacuum to really spoil up. Once it was up to speed, it held pretty good. I pulled this for a panel upgrade. Does anyone have a use for it? message me for photos. mS upload isn't working right now.

I'm glad this topic was brought up because it makes me realize what an a$$ I must have been in the past when riding in the right seat.

Mine is going in soon too. Yea, STC for the F. I'll be installing alt hold, accuflite and accutrak in one shabang. Can't wait to get it dialed in!

can anyone post the part number for the star washers that go on the mags or vacuum pump? edit.. never mind.. STD-475

I had a 270lb back seat passenger who kept leaning forward between me and my other friend to look at the gps... drove me crazy.. up and down.. right when I would just about get it trimmed, he would move again.. this went on for an hour and half.. ...haha.. we were hounding him over that when we got home..

they put the video in fast forward too... no telling how slow it actually is.. like everything else, eventually, they will make it more compact and accessible to more markets like computers and other electronics have done over the years... very cool

Yea, all of my JPI CHT probes are piggy back on the "wells" But, what caught my eye is that there is nearly a 100 degree delta between factory and JPI on #3. JPI claims collars that go on the "wells" are generally 20dF lower than actual reading deep in the well. But, my JPI is telling me it is nearly 100 hotter at the collar. It seems that either my factory gauge is faulty or the AI who installed my JPI mixed up the cylinder numbers.. #3 on the JPI is always the hottest... I'm going to check all leads at annual next month.

I'm using a collar probe that is located on the factory CHT probe and tanis probes on other cylinders. If it were on the spark plug, I wouldn't be wondering what I'm wondering..

After reading this thread recently, I decided to monitor my garwin cluster a little more closely in cross reference to my jpi 830. I found that my factory cht indicated about 280F (#3) while my #3 jpi indicated 370F on takeoff. I am starting to doubt that the numb-nuts who installed my jpi plugged leads into the wrong holes in the DB connectors. I had already found that the oil temp lead was in the wrong spot and had to be moved over one place. You would think that a licensed IA would have atleast noticed something was wrong by the giant red X on the oil temp field when doing the final system checklist.