Fly Boomer

I'm not the OP, and I can't say I understand how it works, but it's just another example of what an engineering marvel these airplanes are.

I would probably vote for a congressperson with aviation experience, regardless of their political affiliation.

No definitive answer. Or, the answer is whenever you want. They have no speed restrictions so you can use them anywhere from cruise to landing. Some use them to establish a 500 fpm descent at TOD, some use them to adjust altitude in the pattern, some say their landings are better with them deployed, and some don't use them at all.

Mike Busch does not like using EGT as a leaning reference. A corollary to that rule is don't use "lean find". Here is a video explaining why. The most salient point is made starting at 18:20. https://youtu.be/X-tKyiUZ3ts

OP said he was looking for AN 3057 4A. I typed it into a search engine. I think you are saying that's not the part he needs?

First hit on DDG https://www.digikey.com/en/products/detail/amphenol-pcd/MS3057-4A/5623987

And, at least for the 252, the cowling was just a modified factory part to accommodate a different induction air path, and a small bump to provide a little clearance for cylinder #6.

I have not seen that specific behavior yet, but I do notice that the entire site is running substantially slower for the last week or two. When I click for "next unread post" it is now taking 5 to 10 seconds.

I don't have the numbers, but some of the sockets (and maybe lamps) have been discontinued, and replacement requires a different socket and lamp combination. Someone with the details will be along shortly.

I wonder if that experience helped Darwin with his decision to use the bulletproof TSIO-520 on the Rocket?

That was fun. Thanks!

One potential issue with cheaper LEDs is that their controller or power supply can blast out significant RF interference, and negatively impact your COM and maybe NAV radios. Many or most on this forum go with Whelen, and it's made easier by one of our members who is a distributor for Whelen and other aviation-related equipment. Let's see if @OSUAV8TER can advise you.

You may have already gleaned that the measured cabin width is about the same as the B, C, and P brands. Your size means that it would be difficult to sit shoulder-to-shoulder with a right-seater, but it's typical for the B, C, and P brands I have flown to adjust seats so that you are not shoulder-to-shoulder, and you normally have to do the same in a Mooney. Usually the pilot in command gets to pick his seat position, and the other person adjusts accordingly. One reason the Mooney has a reputation for being cramped is that the fuselage is "shorter" than many other airplanes. I suspect that it's one of the reasons why Mooneys also have a reputation for being fast and slippery. The big difference between a Mooney and many other airplanes is that the seating position is more like a sports car. Others have a more upright seating position like sitting at the dining room table with your feet flat on the floor. Fortunately, Al Mooney was a tall guy (rumored to be 6'5") so there is tons of leg room to compensate for less head room. In fact, there is so much leg room that a shorter person will have to adjust their seat up in order to reach the rudder pedals. Failing that, there are rudder pedal extensions that move the pedals aft by 1.5 or 3.0 inches. I can't speak for others but I'm pretty tall, and I find that once I'm in with my seat adjusted, I'm pretty comfortable. That said, the only way to know for sure how it will fit is to sit in one.

Knots. But it raises a lot of questions. All the Ks are lumped together, and the chart shows that the K poops out at about 21,000. My 252 is certificated up to 28, and a couple of the Rocket people have been up to 30 just for fun. About all you can take away is that the Acclaims are faster than anything else, the Rocket is right behind them, and the Bravo is close. It also shows that the normally aspirated models take a nose dive starting at around 8 or 9 thousand, while the turbos just keep getting faster as you gain altitude. For @qwerty1, if you need to get over any significant hills, or you want to get above most of the weather, get a turbocharged airplane.

Not sure if this helps, but gives you an idea. Take the numbers with a grain of salt.

How did you move it around?

One of our members flys a Mooney and operates a prop shop -- get in touch with @Cody Stallings.

This thread goes back years but, if they are still doing it, Globe would be a good choice -- they likely manufactured the motor.

The club would save you some money until you get a better idea what your total cost of ownership will be. The TCO will likely be more than you think. Better to sneak up on it, rather than the "sink or swim" approach.

Great article. Thank you!

Are you using Flitelite, and are you replacing with a different model Flitelite?

That is some impressive damage -- worst I have seen. Good Luck.

Nice!

I think the aft plunger drains static system; forward plunger drains pitot system.

Joey Cole. Someone else will tell you how to get in touch.