0TreeLemur

In all fairness to my A&P/IA, I looked over the old harness tonight while at the hangar. It was in need of replacement.

It's a pretty long play list, but all play lists repeat at some time. I think this suggests that MS has "jumped the shark". No wonder attendance is way down over the past few years.

You forgot the parallel axis theorem, needed because the rotation of the gear is happening around a different axis than the wheel axis is rotating. Just sayin'.

That's a really good way to put it. When on occasion I have to use an algebraic calculator, I feel like a fast bicycle racer having to get on a Schwinn with training wheels...

Now that's funny!

My wife and I used to run a small web-based business selling HP scientific calculators to an elite global clientele. Nerds with money who can't go without a replacement when they drop their calculator into the North Sea or some such mishap. We gave it up as our sales declined due to effective emulators on cell phones and retirement of folks who grew up with them. We were left with a significant inventory. Sold it for enough to buy a 430W for our C! I didn't sell all of them though...

I'd be tempted to put a block of cut styrofoam into the NACA duct, and cover it with a bit of duct tape.

Hey- thanks for the recommendation. I ordered from them and canceled my Spruce order.

It was sold by Aviall, a Boeing® Company! I need to get more details.

Not helpful to me now. The person doing the annual told me that the wires are an integral part of the dual mag cap and if one goes bad it requires a complete set. I don't know the condition of the other wires, he only sent me photos of one that was frayed. He's 100 miles from me and I have to rely on his judgment and expertise.

Wow. <bitchmode> What a great profit margin. Spruce wants $260 for it. One of the major avionics suppliers wants $340. I don't like where all this is heading. During my recent annual the A&P/IA found a frayed spark plug cable. Given that I have a dual mag, that meant buying a complete set, which comes with the distributor cap or whatever its called. That came from Aviall, which is now owned by Boeing, and they charged almost $1500 for it. That's an expensive ass set of spark plug cables. </bitchmode>

Hmmm. The dimensions of the 83J seem exactly the same as our '67C did. Same distance between the seats, same distance between the cabin liner and the seats, and I assume same seat width. I'm skeptical of what you wrote.

Not yet. I learned of this after close of business today.

Despite being replaced in 2021, the backup battery in my Aspen EDM Pro 1000 has failed it's test during annual. Spruce sells them, but are back-ordered until mid-February or so they say. Anybody know of another source where it doesn't cost $arm+$leg? P/N 409-00003-001.

@Hank?

That's good to hear. My J is just coming out of annual. Whomever worked on its dual mag last somehow installed both condensers so that the washers on the retainer fastener had broken, resulting in potentially intermittent contact on them. The A&P/IA who did the annual told me how that is a really bad thing, and represents a link in the failure chain for that magneto. I'd feel good about getting into a more robust system.

Some percent of M20s don't have ADS-B out capability. Untangling that will take some effort too, as it adds uncertainty to fleet annual flight time.

Agree. I read an article recently (forgot where) in which the author wrote that the majority of piston GA flights happen between 1500 and 2500 AGL, which for most of the world is below 5000 ft. The author concluded that most flights happen down low because it (a) isn't far enough to justify higher, or (b) the pilot doesn't want to climb to the proper VFR altitude for their direction of flight. This is exactly where we have the opportunity to harm our engine because of all that damn oxygen available to the engine in an NA aircraft. This piece of information suggests that pilots would do well to keep the red box in mind for most flights, unless they pull the throttle back to below 65% power, which I don't think many do.

This doesn't disagree with what Mike Busch thinks either. From his presentation posted to Savvy's web site, slide 44, this is how he conceptualizes the red box, it extends from just slightly LOP to about 75F ROP. Its existence is of course contingent upon running the engine at more than ~65% power.

According to the attached figure (from the Lycoming engine operator's manual, which assumes ROP ops), at 6000 ft and 24"/2400 rpm you are running at about 73% power. Based on my experience, I think at 9.2 gph you are running richer than you need to, possibly near to or in the dreaded "red box". Here's why I say that: At TOC, I level out, reduce to 2400 rpm and mp to where I want, close the cowl flaps, and let it speed up. Above 5000 ft, WOT, else 24" MP typ. At or below about 7000 ft, I quickly pull the mixture back to a ff of about 7.5 gph, then richen to 8.3 gph. That's a good place to start the LF function LOP. Richen to peak, then lean it back to about -15F LOP on the richest cylinder. It will typically be right at about 8.2-8.5 gph. That minimizes time spent in the "red box". Higher than 7,000 you can lean a bit more than 7.5 gph, and start LF from there. How well this works depends on your GAMI spread.

A failing vacuum pump can discharge chunks of graphite back into the vacuum system. I had this damage an AI once. Seems unlikely though given that you didn't indicate a reduction in vacuum. Most likely the replacement they sent you was defective.

Posted on 27 Dec. '23. These two instruments were removed from our M20J this year. The EI R-1-4 digital tach has redline at 2700 rpm and yellow arc for the McCauley prop with the limitation "Avoid continuous operations between 1500 and 1950 rpm below 15" Hg manifold pressure" with the IO-360-A1B6D engine. Asking 200 for the tach and 100 for the MP gauge.

A while back I worked with an attorney who called those "scare quotes".

People are getting rid of "old" Uniden scanners that can receive aviation band VHF on e-Bay that can be had for $30-$40. That's what I did. I'm based at a controlled field and I've programmed it to scan three frequencies, Tower, Ground, and Approach. Works great.

Oil temperature is controlled by the Vernatherm. Cowl flaps have no control over oil temperature unless mostly closed.