Boilermonkey

We are in the process of breaking in our new engine. The TIT seems quite low given the EGTs. https://apps.savvyaviation.com/my-flights/39032/49ef0b48-acd5-4ef9-a233-9569ded028ab The flight on July 13th as an example. The TIT is about 200 deg lower than the EGTs. We installed a new JPI 930, could the probe be reading too low? Or is this real? Part of break-in? FYI, we had the cowls off last week as a part of the prop issue (different thread). The engine, turbo, exhaust, etc. all look normal. Thoughts?

We just got ours back and have ~15hrs on the reman. I hope we can get those numbers soon.

Great job handling that issue. ANY issue can be an emergency if you aren't prepared or loose your cool. Mechanical. Passenger. Pilot. They all can be a bigger deal than they need to be if you don't slow down and work the problem. Your issue is perfect...abnormal, but you and the airplane are nearly 100% functional...sure you'd need to manage the engine temps and possibly not have optimal power, but handled they way you did...perfect. In IMC that distraction if not handled well....

Everyone gets a trophy. Anything else to be said about UAS airspace? In a few years we will see a decline in the UAS NOTAMs as commercial BVLOS are integrated into the NAS. ...just make sure you've got ADS-B so they can stay far away.

The model airplane guys are typically very aware and compliant to the rules. The challenge is the drone hobbyist who is unaware or doesn't care about the rules. Which has nothing to do with NOTAMs, UAS in the NOTAMS are the people follow the exact letter of the law, mostly commercial or govt's operators, and are typically very safe and stay clear of crewed aircraft. (FYI, UAS/AAM/UTM is what I do for a living)

The waiver and exemption process needed to fly BVLOS and/or at the altitudes mentioned will require the drone operator to prove how they will detect and avoid other aircraft. I'd be on alert in those areas, like a MOA, but I wouldn't say it is unsafe..,.the FAA sets a high standard for operators who are following the rules and NOTAMd in those areas. It's the recreational drone pilots that don't follow the rules that I'm concerned about ...and they could be anywhere. RemoteID should start cutting down on those activities.

Returning from OSH I bet. Hope they all have nice tailwinds ;-)

Despite the poor workmanship, the shop took immediate ownership of it, and is working to repair at their cost. Glad they stand by their work, even when it's bad.

Here at the Mooney session at Airventure Tuesday morning. If anyone wants more details, I'm in a blue work shirt with a pirate symbol on the back.

...see you at OSH. For those going, feel free to stop by Tuesday night at the "pirates" party....wherever they park us. I'll be hitching a ride with N20PW.

Yeah there's more, but probably best that the shop and I resolve the issues rather than continue the discussion online at this point. Right? They are surprised and apologetic. I'm disappointed and angry. They said they are going to make it right, as long as that happens in a timely and fair way then we'll close the chapter of this book.

Yeah, I guess there isn't anonymity in the world anymore. They've said they are going to do right by me to address the issues (there's more). I'll let everyone know how it goes.

That's what I thought happens too....but it didn't! Made for fewer options...it meant that this was going to be the one shot...RIGHT NOW.

Yeah, so the MS service center (not named) and the prop shop would have had it less than 5 hours ago...so either they missed it, or it onset rapidly ???

I recently got N9149P back from getting an engine reman and other work done. Today I was on a short trip from KBAK to KPTK to put some time on her. On final to 27L at KPTK I pull the power back from around 50% power to slow down and no engine response. I push pull and the throttle has clearly come disconnected. At this point I don't have enough energy at 50% power to go around (or fly back home, yes that entered my mind for split second), so I judged the distance, pulled the mixture, and performed a dead stick landing. I did quickly make a call to tower "engine out, should make the field, 49P." Tower came came back and said, "say again?" I didn't, I focused on the landing as this all transpired in less than two minutes. Once I touched down I said, "49P my throttle broke and I had to land without the engine, I can roll off the runway wherever you want." They came came back gave instructions, we talked a bit, and they called a tug. So, they tow me to Michigan Aviation. As I wait for the mechanic I can clearly see that the throttle came came detached at the throttle body. Even though it was just assembled 5 tach hours ago it had come loose and while working out stripped a few threads on the connector. Good news is they had a part, put it on, and 90 minutes later (on a Friday afternoon) I was back in action. Way to go Michigan Aviation!! So, I flew back to KBAK celebrating the fact that I could continue my plan to break in the engine prior to OSH with a trip to ND and CO this coming week. While putting the aircraft way I noticed a bit of paint chipped off at the root of a prop blade (which had just be overhauled too). I investigate and find the spinner can move...then remove the cowl to find the spinner bulkhead cracked around 70% of the circumference. What a day ;-( I bummed that my plans to take my 83 year old Dad to his first OSH will not happen. I might be able to get a ride with a friend or drive. In search of a spinner bulkhead for a McCauley B3D32C417-D with an electric boots. My shop is on the hunt too.

Just picked up N9149P from Eric at Oasis yesterday. (well done Eric!) He had put ~3hours on her already. I put another 2hours on her flying home keeping the power up and alternating the RPM +/- 100 every 10 minutes. At 11K with OAT 4C and cowl open the CHTs ranged from 380 to 425 which I've been told is normal during break in. The EGTs leaned ROP were 1390-1450. The TIT was 1200-1250. On the prior engine we didn't have a good engine monitor so we kept TIT low and leaned to ~1350. Now that we have a JPI and new engine I am curious how people lean to TIT. I tried that on the way home and the EGTs peaked first, so I enrichened to 100 ROP. What should I expect when the engine is broke in? Do you lean to the TIT in the POH, or to EGTs?

Hoping to have Bravo Betty, N9149P, back and continue the reman break-in that the shop started already. We were so near to completion and then on the Eric's third flight at shutdown the left voltage regulator failed. Glad it happened while he had it and Don Maxwell has the expertise to fix it. In fact he found that the left and right had issues. Anyway, hope to get flying soon so I can get her in shape for OSH. A trip from Indiana to North Dakota and Colorado should put some needed time on her. For those that have had a reman, not OH, how long did it take for temps to come down and oil consumption to stabilize?

We had a similar issue and it turned out to be the carburetor. It apparently was so old the OH shop said they sent it to a museum and gave us a reman'd one. There's a lot that can get messed up that can lead to a rough running engine. For ours, it had some similar behavior and it could sometimes stumble when going to full power.

Unofficial 2 cents. The TC certifies the aircraft with two, but that does not mean that both are required for operation unless the POH says that. Common sense would of course tell us that two should be working. My M20M POH (what I have on hand) does not list two alternators in the minimum equipment list. However, it does state that if one fails the pilot should "Land when practical to correct the malfunction." It does not say land immediately. It also states both are 70amp, but you may need to shed load. So, would I fly with one failed? Sure, to finish a flight, or fly somewhere VMC to get it fixed. I would be sure not to make it a SOP.

Both alts were sent for OH. The shop swapped the wires between the regulators and the problem followed, so it makes us think that it is the regulator, not the alts. I don't know if there is anything else in the chain besides the regulators that follows the swap. The swap should rule out the alts, some of the wiring, the CB, etc. Oasis is doing the work, while the project has had a few delays, I've been very happy with their work and communication so far. I know they are really trying to get it wrapped up, I'll write a full PIREP once done. This issue might be serendipity rather than miss fortune. I'd rather have this issue prior to picking it up from Oasis, than on the road or at home with a less familiar shop. Nonetheless, I want Bravo Betty back ASAP.

Yeah, the right circuit breaker pops, even with engine off. When we swap the wires the left fails following the failed one of two in the pair.

So close...but so far. Been down for four months getting a reman engine. A day before I'm suppose to pick her up, one of the voltage regulators failed. In search of a Electrodelta VR-802 (Mooney 800270-503) or (retrofit 940170-503)

I would say that is too high of a fuel burn. Others might be able to speculate better on cause.

The M20C I had for years burned 10gph consistently. EGTs were typically in the 1300s. Are you getting your 13 gph number from a gauge? When was the last time it was calibrated? Have you correlated with how much you are putting in the tanks? If you are indeed burning 13gph, at 100deg ROP, then something should be investigated.

I'm not sure restless is the right term. For me it's a mixture of excitement, anticipation, and caution. For example if I need to be somewhere at a specific time or there's weather, I tend to think about it more. What's the situation, what information do I have, what are my options, what are the limits to call it off, etc. I tend to overthink it.