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Dieselsnplanes

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About Dieselsnplanes

  • Birthday 11/10/1991

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    Male
  • Reg #
    N9567M
  • Model
    M20F

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  1. That’s it! Thanks!! it appears to be an AN bolt someone just drilled
  2. Where do I find the bolt that holds the cable for the power boost door? It broke when I was putting the lower cowling back on and I can’t find anything listed for it. I have to leave on the 23rd and I’m a little worried. I attached a picture
  3. I never understand the values of anything. Insurance just came back and said the top value of my M20F model is $105k, with the avionics, shape and mechanical condition, you couldn’t replace it, find one or copy it for that. Send me one please, dieselsnplanes91@icloud.com Would like a perspective from someone other than an insurance company or VREF that has values no plane is being sold close to.
  4. A stall warning is a warning, it does not mean you’re in a stall. Primary training has us look for the stall warning, buffet, then the break. If it’s gusty with a cross wind you will get a stall warning all the time, gusts of wind will flip the indicator around. Remember you can stall at any airspeed, exceeding the AOA causes the stall. Ask a CFI to show and guide you through accelerated stalls. On cross wind landings it’s usually good practice to allow the plane to crab into the wind on a stabilized approach to develop maximum lift, then straighten the plane with rudder on short final. This is covered in the PHAK chapter 8 for reference. i can tell you coming in to KEYW you learn this well. Always a crosswind and in the summer with afternoon T storms you’ll get a crosswind pretty close to max acceptable. Stall warning horn will blare its head off at 8* nose up the whole way on the approach.
  5. 90ish days, none of this stuff is an easy task so any shop that cranks it out in 2 weeks or says 2 weeks I’d wonder about quality. I had a connector on an EGT gauge fall apart 15hrs after install, no big deal. Have 36hrs on it so far with 10 IMC and it’s the best money I’ve ever spent on anything other than the plane!!
  6. I just turned 30, made about the same as you when I bought my M20F in December 2019 when I was 28 and finished my PPL in Florida. Engine is from 2003 and had 950ish hours on it. Airframe was 4500. As of today I’ve ran 257hrs through it, did my instrument & commercial in it. Flown from Florida to Vermont. Most of the 257hrs are in excess of 350NM. Right now The prop is leaking grease and I needed to put a set of plugs in it due to age, not oil fouling. Had carbon get stuck in an injector and that’s all other than standard maintenance. I did replace the prop governor due to it being laggy, it was within spec but it bothered me during flight how much of a delay it had. Mine was flown 11hrs a year for 2 years before I bought it. I had all the hoses replaced and any time sensitive parts when I bought it which was around $1k. I’m in Florida by the coast so corrosion is an issue and had the paint fixed for $7k. I don’t know how many planes you’ve flown while doing your PPL but I bounced between a BE24 and PA28. I do not like Pipers, people like them because you can be pretty vanilla towards paying attention to landings and take offs and they’ll require almost not attention to detail. I have about 50hrs in various Piper models. Everyone here that owns them and maintains them like I do(which is well, I own a diesel performance and repair shop by trade so that mechanical mindset follows) always has some cheaply made, very expensive Piper part break off the airplane. Flying a Mooney or any airframe that’s slick like a Mooney when you just get your PPL will mold you into a excellent pilot. I know a pilot that uses an E model to commute from Florida to Puerto Rico to work as a pilot that’s our age as well. For single engine airplanes you’ll actually use for you and a small family, I don’t see why you’d buy the others if speed and efficiency are what you’re after. After all that is the idea behind planes, to save time, but no one said that time is cheap! For a good plane I read to budget about 13% of the purchase price to repair it within the first two years and I’m about there with the need to do items. I’m going for CFI and then commercial as I’m burnt out on my business and I went a little nuts with an avionics upgrade because I don’t plan on getting rid of it. hope my long drawn out reply is somewhat helpful!
  7. I did a mag check on the ground and it ran perfect, no EGT drop, all rise. Home was mostly IMC so didn’t think doing a mag check was wise to do so. The gauge worked well for most of the trip, flickered a few times so I’m at the belief it’s a loose connection between the probe leads and the wiring to the panel. #3 is my hottest cylinder so it was tough to lean. I just used my fuel flow and also set cylinder 1 to where it normally is compared to cylinder 3. The rapid change in EGT during flight, 30-50* flickering has me relaxed it is mostly just the probe connection. I’m going to check it tonight after work and report back. The 3hr ride home was fine other than the plane hiccuping on water from the line guy filling the tanks and not clearing the water off the caps. Tried to sump as much as I could but ended up sucking it up a few times.
  8. It was wet in Atlanta, it’s from taking the cowling off. The clamps block off the hole for the old vacuum standby port.
  9. I think it’s a loose connection on the EGT probe. Checked it this morning and had a red ❌ on cylinder 3, wiggled the wires and it came back to OAT. Intake gaskets seem to be ok, no bluing from fuel and the probes in place
  10. I called for clearance while taxiing, got it got released immediately, did a run up and left. I actually had to wait on the ground at the hanger for the engine to warm up a bit, leaned aggressively. I’ll see if I can pull the data from the Garmin EIS, my AP suggested an intake leak. I’m going to check it today. I can pull the injector and check it too but I don’t have a spark plug socket and I don’t think tool stores carry them around here. The problem started after I went rich for the climb and then tried to lean again so carbon could be the issue. Just figured if it was that it should burn off in flight.
  11. I do try and lean aggressively, I’ve had a clogged injector on cylinder 1 before and it shook the plane and popped really bad out of the exhaust from a hugely lean condition. I was worried about that but the running didn’t change while in the air and I ran it to full power after landing with no issues. I will do a mag check tomorrow, just no AP here till Monday
  12. No, still new to running tests during flight ops and diag on aircraft engines. I own a diesel repair business but the old technology on these is just a different learning curve.
  13. Searched for an hour and came up with nothing related to what I had happened today. I left FHB to head to ATL and got to 7k, leaned engine to 100 ROP. Cylinder 3 is always my hottest but noticed it kept flicking between 1450-1405*. ATC pushed me to 8k, rolled the mixture in and added MP to climb. Once at 8k I reduced the MP back to cruise and started to find peak to reset. This time I couldn’t get EGT to come back down. No change in engine running resulted. No rough running no issues. Tried boost pump, came down for a second and went back up I believe(heavy load in IMC and gave me a STAR to follow during this). Finally pushed the mixture to full rich and the remaining cylinders came down to 1250*. 3 stayed at 1500. Added power to expedite the approach and it came down a little. Remained this way for the remainder of the flight, about 45 min Engine ran fine other than noticing the high EGT on 3. The whole system has 12hrs on it and has worked perfect every flight. Even the 2hr flight from Southwest Florida to FHB. below are the pictures I snapped @ 6K, full rich 24/2500rpm
  14. I pick it up tomorrow, went with the autopilot, I like the KX155 so I kept it. I’m going to powder coat the depressing yokes when I get it back, just need to find the co pilot yoke emblem if anyone knows where to get them. It’s been a few month process but I plan on doing some test flying over the airport before the hour and half flight back. Price is exactly what I was quoted along the way with no hidden surprises.
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