skykrawler

I was given this bent baggage door from a K model. If someone needs door latch parts, your welcome to them for the shipping. Will disassemble.

One should indicate how many hours are on this 2008 gyro.

Something else seems to have changed. On airplanes with two mags I have seen the connection for the Garmin EIS connected right at the magneto screw with the P-lead. The dual mags have a knurled nut that connects the P-lead directly to the capacitor. So the EIS must be connected to the mag switch or some other thing (read bigmo above). So what he says makes sense. I think these systems just sense the induction from the capacitor since there is no real voltage involved when the mag is not grounded by the switch.

A go-around is not a take-off. If it was a landing then the airplane was likely configured with full flaps. A go-around is prior to touch down. A go around, baulked or rejected landing sequence should be full power, flaps to take-off, positive rate - trim, gear up. Clear of obstacles, raise flaps. If you practice gear up before flaps you leave open the very distinct possibility of sinking back to the runway, particularly in the worst case of accidently raising the flaps all the way. Choosing to raise the gear later and concentrating on the aircraft flight path is never a bad idea. Go ask your flight instructor. This is the M20J poh.....

Respectfully disagree with that order. The flaps should be changed BEFORE the gear is raised.

The are a number of OTS actuators that would probably work. The trick is having the manual extension ability if the power to the motor or the motor fails.

Those would be internal lock washers. As apposed to external lock washers. internal external Teeth washer

This is my understanding of running too rich: it washes the oil off the cylinder walls and fouls the plugs. (and it wastes fuel and pollutes the air more) I lazily copied this off the web: Key points about fuel wash: How it happens: When a combustion mixture is too rich, unburned fuel can pass the piston rings and into the crankcase, mixing with the engine oil, effectively diluting it and reducing its lubricating properties. Negative effects: Cylinder wall wear: Without a proper oil film, the piston rings can start to wear down the cylinder walls due to increased friction. Reduced engine performance: The diluted oil can lead to decreased lubrication, impacting engine efficiency and power. Increased oil consumption: The diluted oil can be more easily burned in the combustion chamber, leading to higher oil consumption

My airplane had the original rod ends on the throttle and mixture cable until experienced the throttle not reducing the RPM to below about 1000rpm. Replaced both with the alternate spherical joint (Heim joint). So its a thing. Not sure the airplane will actually land with 1500 RPM.

There is not a lot cadmium plated stuff in the fuel system of a Mooney or even a Cessna that I can think of. The drains are brass alloy. Hard lines are aluminum. Hoses are hoses. Not sure I get it.

Beef jerky and granola to go with a bottle of water.

From NASA Callback Part 91 – Mechanically Speaking This FBO repair facility Aviation Maintenance Technician reported a serious safety issue. The investigation and level of concern clearly indicate superior professional dedication to the safety of flight and aviation itself. ■ Increased frequency of maintenance [is] required on carburetors and fuel injector systems due to suspected cadmium particulate matter being found in float bowls, fuel injector nozzles, fuel screens, and fuel jets. This impacts fuel flow and metering, impacting engine performance due to restriction of fuel flow. This phenomenon was observed on aircraft during unscheduled maintenance due to complaints of loss of power and also during routine scheduled maintenance. Particulate accumulation [was] also found in check valves, auxiliary fuel pumps and mechanical engine pumps. Clumps and screen obstruction [were] observed. This has been observed over the past four months, since aircraft started using Unleaded 94 Octane (UL94). The exact source of the cadmium is not definitively determined at this time. We suspect the cadmium is held in suspension in the fuel, and in addition to accumulating and clogging the fuel system, some particles are entering the combustion chamber with unknown impacts on cylinders, valves, and exhaust systems. A simple experiment was conducted. Aviation cadmium bolts were placed in [100 Octane Low Lead] 100LL and UL94 for a few hours. The bolts in 100LL remained intact with no change. The bolts in UL94 showed flaking with particles suspended in the fuel, sparkling. Cleaning of all fuel parts in the fuel systems clears the problem, but it reappears. We are concerned since we have limited experience with UL94 and have not seen anything like this in our careers, which total over 50 years together as A&P and IA [Inspection Authority Mechanics].

A secondary feature is called the control column which can also be used to control speed.

So he didn't 'keep us posted.'

Tree - vs - airplane - tree wins.

https://www.aircraftspruce.com/catalog/avpages/microkit_landinggear.php But I think this sort of thing is a crutch.

Damn lucky to hit the fire hydrant. Was heading straight for the tree.

I think the following reasons: Expense, added complexity, and weight. Governors are different. Restarting a engine with a feathered prop is challenging without an unfeathering accumulator.

I don't know what this means - the units are missing.

Not possible it's de-ice fluid is it?

Never good to 'use all your might' on airplane pieces.

OK everybody, go get your low speed pass video and find those missing knots.

Pooled oil seems quite common with Lycoming's. My theory is it accumulates on the taxi back to the hanger. I had a high time engine that did it - but when I landed from a 2 hour cruise and stopped the engine after a brief taxi, the lower plug was clean and a nice color. My advice for getting a plug miss-fire from pooled oil during run up is to change the order of your checklist. Move the mag check to the latest item. Set the idle to 1200 rpm while performing the checklist. And, do the propeller cycle check before the mag check. Lastly, use the Lycoming documented procedure to perform the magneto check at less than full rich. Its worth understanding that detecting plug miss firing is only part of what the mag check is about. The normal 'drop' is a function of only running on one magneto. The spread between the two can be a shift in the timing of the magneto or in the worst case some other real problem with the magneto (leaking coil- whatever). I operate at an airport where on rare occasion there is the dreaded two mile taxi. A good reason to lean as much as possible.

Looks to me like there was a repair. The shop heads on those unpainted rivets look 'uneven.' Does the log book have an entry for a repair or is there a 337 for major repair?

I've never seen that service letter...but it seems a little hinky. The time interval for change is still 4 months which, for me, means the oil will be changed before reaching 100hrs. The 'transition' from leaded to unleaded must be made each time the fuel type changes. Hmmmm. For some reason I have been lead (see the pun) to believe that others believe lack of lead will cause problems (an old argument). I agree with all the points about eliminating lead. I just don't believe my engine maintenance expenses will substantially change. I don't accumulate a lot of lead on the belly from my IO360 but those Bravo and TLS machines accumulate a stunning amount.