skykrawler

One case I have personally seen is after an engine installation the angle of the throttle lever on the fuel injector was not set correctly. This resulted in the throttle cable position being further out for a given manifold pressure. This was on a K model, but I suppose it can happen on a Lycoming installation in a J.

HTG. So you must of missed the point that it was the hose feeding fluid from the reservoir - which is gravity fed. Also, in my case the 'gland' o ring which is against the rod is also on the low pressure reservoir feed end of business. In the process I discovered the stat-o-seal was missing in one of the masters. There were tool marks on the retaining collar so I assume it wasn't like that from the factory. I also replaced the o rings in the calipers which allowed a proper flush of all old fluid in the system. Also a good time to paint them.

If the shop ran the battery down a bit the system will have to charge. What was the bus voltage before starting the engine. The Garmin 275 pilots guide is not informative as to the meaning of the battery amp indication. If the alternator is working correctly there should be no current pulled from the battery except during load transients. If the alternator is not working the battery will be providing the current - but the bus voltage would go down fairly rapidly. You can pull the alternator field breaker and watch the battery amp indicator to see what happens. If the battery amp go higher it tells you something.

Marginally more performance than a K. Porsche didn't want the liability and was paying people to sell them back then engine.

Just land softly and you won't have a problem The pucks are there for those few times one doesn't get it quite right.

I have replaced a leaking (steel braided) hose from the tee fitting to the input of the master cylinder. Amazing, virtually no pressure on that hose. Red fluid appeared again this year - deferred until annual. The right master cylinder seems to be leaking around the rod. The J models had several different parts numbers for master cylinders each with a different internal parts. My airplane as Cleveland 10-49 master cylinders - Lasar sells a kit, or you can just buy the o-rings. In the picture the small o-ring seals the shaft.

Whoever did the engine install is responsible for those baffle seals unless somebody messed with it afterwards. That's awful. Also, when reinstalling the cowl the seals must be checked or proper positioning - every time. The (metal) baffles also wrap around the bottom of the cylinder and are held tight to the fins with springs. Check that those are intact and doing their job.

It could be the nose steering on takeoff is more sensitive than what you are used to. The pressure and movements are small. It more like leaning on it rather than steering. You get the same affect on many airplanes if you are two aggressive with nosewheel steering. Clumsy feet can make a King Air dart around.

https://www.ebay.com/itm/145627163740?_skw=Mooney+elevator+bungee&itmmeta=01K816TY9AQCMB5A6Y67T863QP&hash=item21e80e2c5c:g:IEYAAOSw6mVlz6iW&itmprp=enc%3AAQAKAAAA8FkggFvd1GGDu0w3yXCmi1dLbFasi9WirHNRViH8d9NWsaQgHfsYpKZFB0SSac9Bx1PXxgiVoZ%2BOD1HMPO0IcIkxlKFWI1RYl0TDQLc0%2BApAD%2F1VRgnT6n81MFR3GnA%2FdCgFhKwLLtEXT%2BWb35THqoo%2FlmSXt8avX9D%2BWFxD7cH7smgYFrD78mrY81neKp%2FVvANI7rM1r2HkXqvqJEatJQBkxY97dKCvLHbQtmwH5mZhM7AQNJIF1VG3OrNbIBZ8qSB5MRJcBXj4WyOKXKICGBlotiWJQ0fajEmD96%2FIHFEaoIVXbwp7Te5Z39u2p6CKiw%3D%3D|tkp%3ABk9SR-7k66bAZg

I know somebody who might buy that for a reasonable price. A Bravo owner with a tango uniform transducer. PM me.

What is a USB breaker? A panel mounted USB charger? Did it ever work correctly? The way these analog gauges typically work is the power goes through the gauge to the transducer which provides variable resistance to ground. This then changes the voltage level the gauge sees. So disconnect the transducer. If a circuit breaker pops you have a short from power to ground somewhere else - possibly within that gauge.

The accidents cited by the NTSB in this document are hardly insidious. https://www.ntsb.gov/Advocacy/safety-alerts/Documents/SA-070.pdf

No reason to get derogatory. "A derogatory comment is one that expresses a low opinion, showing a lack of respect by being insulting, demeaning, or disparaging. It can be a word, remark, or comment intended to belittle or diminish a person or thing, with synonyms including insulting, uncomplimentary, and pejorative. Examples include slurs related to race or sex, and insults that suggest someone is stupid or crazy." We don't need legislation. That will result in a required CO monitor with a complicated TSO spec that costs $2000 somewhat like ELTs.

If one is using oil with additive like Aeroshell W100 or Philips AW20W-50 adding Camguard is redundant. Some say use Camguard only with oil without the additive.

It might be worth getting a different device for a second opinion.

Also, on the ground landing light on implies aircraft movement.

I am not an ageist. I have flown with a 80+ CFII (started flying at the end of WWII). Loved the guy. So much wisdom to impart. On occasions he flew in a questionable manner - no point in providing examples. It happens. Of course I see that in younger pilots - but not so much CFII.

Did you buy the airplane from a person with no name or phone number?

So the suggestion is "other diseases such as colorectal cancer" would only have been detected by the AME and not regular health care? Also, it would have to be presented externally since "excluding a digital exam." My understanding is the finger wave is about prostate not colorectal cancer. Likewise for body marks, scars and tattoos. Apparently this is strictly for body identification purposes. With DNA being available seems of little value. I also doubt that for most GA accidents people don't reach out to the FAA Aeromedical for body identification information.

I currently operate under basic med. My class II med recently expired. The form for Basic Med is essentially identical to the form for a FAA medical. In either case, what I would like to know is why on God's Earth is #9 (Anus - not including digital examination) required for a medical examination?

I might be useful to provide information regarding the model and year of your airplane.

The mods are good. But the airplane is a project - interior is spent, virtually no panel updates, no autopilot. There could be history. I see it has one of those electric aileron trim tabs. So the price seems reasonable as a starting point.

The hypothesis seemed to be .... IF the master relay is in fact off then the system is being back-fed via one of the attached components. But they would not have power if the relay was off without power supplied from somewhere before the master relay (because its open, right?). If true, pull each breaker in turn until voltage source is cut off.

The AUX and Avionics bus gets power from the Battery Bus which gets power from the Master (Battery) Relay. Do you have a problem with mice?

The solenoid in the master relay could be internally shorted to ground. I would remove the wire from the master relay that provides the ground path that energizes the relay (re: to master switch). If the relay opens it implies there is a a ground being applied through that wire from something other than the master switch. If it stays energized, it's probably an internal short to ground.