toto

Aviation Consumer has compared Camguard against premix alternatives like Exxon Elite (which is no longer made), and Camguard performed impressively on corrosion resistance.

Understood, but my main concern here is about the plane sitting for a period of time in the avionics shop where it can’t be flown.

I’m breaking in a new cylinder.. I’ve now crossed the 10-hour mark running at high power using plain Phillips XC. I’m planning to do an oil change, and I’m not sure how long after the cylinder break-in starts before adding Camguard is a good idea. The plane will be in the avionics shop for a while starting soon, and I don’t like the idea of an extended period sitting without Camguard, but I don’t want to harm the break-in by adding Camguard prematurely. Is 10 hours long enough? Or should I keep running plain XC?

Yeah that seems to be the general feeling - better to have one that you know works than to tear your actuator apart to put in a replacement of unknown quality.

These are unobtanium at the moment. The factory has produced a few of them, but nothing recently. There are lots of recent threads on MS about NBS availability, including some in the past couple of years with Jonny noting that this was a parts priority.

Next time I do this, I think I’m going to send my mag to Don Downs.

Is this a particular brand?

I ended up ordering one of these, just to have it. For three bucks, it seemed worth having. https://bullerent.com/product/fuel-cap-opener/

Interesting, thanks both. This happens so regularly that I just assumed it was par for the course, and I had to accept a few months of very tight caps after annual.

Every 1-2 years at annual, my shop replaces the O-rings on my fuel caps. They’re always functioning perfectly before they’re replaced, and after they’re replaced they’re very tight and nearly impossible to open. This means that line crew are often using things like metal screwdrivers to pry the flange up so they can open them. I sometimes try to find a plastic- or wood-handled tool to open them, but I certainly can’t do it with my fingers. Anyway… is there a fuel cap opening tool out there that works for this sort of thing? My paint is in good shape, and I get chills every time I think about a giant metal screwdriver being stuck in the fuel cap and braced on the wing paint during fueling.

Anyone have any 201 ads from 1989? Asking for a friend

I’m not sure what I’m going to do if I can’t find out what’s on page 96

@PJClark was able to fit a G3X with a JPI next to it. It's a little bit tight but it looks beautiful.

I’ve got roughly 80 hours on a dual mag that was IRANed by Kelly, and everything seems to be running well.

Similar thing just happened to me, but I was burning a quart every 15 minutes. The cylinders had just been compression tested, with a 78/80 reading on what turned out to be the problem child. Compression rings were in perfect shape but the oil control ring had broken. You could pour oil out of the bottom plug after just a few minutes of running. Anyway, based on my very recent experience, you might be looking at an oil control ring. ETA: In my case, the belly was clean and the exhaust showed no significant oily residue either.

Totally normal for my 89J

For whatever it's worth, my one experience with stuck trim was a mechanical issue - the trim jackscrew was frozen in a cruise setting. My first indication of a problem was the AP disconnecting (presumably because the trim servo exceeded the force limit). Neither electric trim nor manual trim worked, and my landing required a lot of back pressure on the yoke. In my case, the issue did not resolve after landing, but the away-from-home shop was familiar with Mooneys and had it resolved in about an hour of shop time by regreasing the jackscrew.

Jimmy Garrison is very well regarded here on MS. I believe his handle is @jgarrison https://www.gmaxamericanaircraft.com/

Out of curiosity, how long does that separate backup battery last if the alternator goes south?

Yes. On my J, a red and white barber pole means "up" and a green "Gear Down" indicator means down.

Electroair is the only company with an STC for the single drive dual mag.

If you order the airworthiness records from FAA, they will send you a PDF with every completed 337 form that was filed. This is essentially a scan of each original 337.

I would choose #3 every day of the week and twice on Sunday

They can be recharged. If it’s a halon extinguisher, the recharge is pretty expensive, since halon is unobtanium. I really wanted to keep my halon extinguisher, since it still seems to be the most effective option for aircraft cockpit use. So I paid the money to get it recharged - but the recharge from a sliver below the top of the green to the top of the green cost as much as a new extinguisher with the fake stuff

Sounds like plug fouling to me. I had ongoing problems with plug fouling for a long time despite very aggressive ground leaning, and I ended up investing in a set of fine wire plugs - I’ve had zero problems since then. I was skeptical of the fine wires, but they turned a frequent occurrence into a non-event.