Will.iam

I have one that is hazed pretty bad too. Anybody have any luck with polishing compound that will remove the haze like they have for old oxidized car headlights?

Is that adjustment for nav only or does it effect heading too?

41 years since last OH!?! What type of oil or location was this engine at to where the cam survived 41 years with the last 18 years getting 5 hours per year use and not rusting out?

Yes i thought (incorrectly i found out) that the slip stream air pushing on the outside would keep the cowl flaps close but the air pressure from the air that comes into the engine compartment is stronger and therefore pushes the cowl flaps open or to put it another way the air pressure inside the engine compartment is greater than the air pressure outside the cowl.

My indicator is like what is shown above. When i was testing the theory of fully closed vs open a 1/2 inch for better speed i found out there is some slop from the cowl flap and the linkages to the motor. The indicator followed the cowl flap itself so it would be a little maddening to have the motor run for a second and have the indicator show one thing on the ground and something else in the air as before i never really looked at the indicator except to fully open or fully close the cowl flap. Once i got out and at an intermediary position i just moved the cowl flap by hand and noticed that it would move about a 1/2 inch in play but the indicator inside followed that play. Then i noticed more closely when i start to close the cowl flaps the indicator does not move for the first second or so as the motor takes up all the slack in the linkage and play in the cable as the indicator jyst stayed where it was at then it started to move. Hope this helps in your understanding of the indicator vs the actual cowl flaps position. .

Or which ones have a limp tail verses an erect tail.

Because that would be another embarrassment of the faa. The boeing fiasco is still too fresh.

Thanks for the pirep on aerovalley. I was just talking to them about an avionics upgrade for my aircraft as well. Nice to know you were satisfied with their work and price.

That’s not surprising as the patriot missile system when it was first deployed had to be manually fired as the automatic part kept targeting friendly aircraft and left on automatic would have been ugly.

That worked for my prop since FL has no sales or labor taxes so more than paid for the fuel and hotel stay compared to getting it installed in Texas, with California taxes I think it would be in reverse sad to say.

New Pirep on seat of the pants takeoff performance. In the past with our 50 ft drop in elevation at about midway down the runway at max gross takeoff weight my abort decision was visually easy to acquire as I needed to be airborne before the aircraft reached the bottom of the hill and with temperature differences sometimes I would be airborne as I was coming down the hill. Well today with max gross weight takeoff I was airborne before I even started down the hill and climbing at a full 1000ft per min after airborne made for a much bigger performance cushion than what I had in the past.

Dang why do y’all have to be so far away, Wish you were in Texas, your logic and craftsmanship seems more than fair.

The composite top prop from Hartzell is not STC for my M20K or i would have to really sit down and weigh the advantage of better acceleration over cowl removal for maintenance issues. that 2 blade vs 3 blade would represent. my MT 3 blade is much more prone to scuffing the prop with the cowl when removing and installing the cowl when the blades are lower than horizontal which would not be the case with 2 blades. My top speed inefficiency of having an additional blade was offset by the 13 pounds lighter nose thus moving the CG aft in cruise. The top prop would be even more speed gain with the further aft cg lighter weight, and one less blade drag and maybe with the smitar blade design not that much loss on takeoff roll but alas with no STC for my M20K i stopped researching the top prop.

$700 is a hard pill to swallow for shades. My home depot $49 cling film works well enough.

If you really want to geek out run AI on propeller charts for optimum rpm and altitude efficiency. my McCauley 2 blade had a narrower 90% or better RPM with sweet spot altitude of 18k. My MT-12/188-53 propeller has a 90% over 200rpm band with sweet spot altitude of 20k. But i got mine because of the 5% increased performance for ground roll and climb out as i live on a short airfield with trees and that has paid off in spades for me.

https://bevanaviation.com especially if you can fly to their shop. @Jake@BevanAviation is extremely knowledgeable on KFC-150 autopilots.

If the CAF can keep flying G100UL can be a success and a failure which oddly might not be that far from the real truth.

Wow thank you so much for your time and effort into this data testing! It sure seems like G100UL does not work well with bladder fuel or fuel hoses.

Oooh techcedures the act of someone trying to pass (usually their) techniques as procedures. The antidote to someone infected with techcedures is to ask them to show me where that procedure is written?

One of the reasons I slow to below 80 kias before I lower the gear so as to put as minimal air resistance wear as I can on the gear components that move when lowering or raising the gear. Taking off easy to be below 80 kias, —landing not so much.

@LANCECASPER our resident Mooney history expert should know this (probably off the top of his head).

For me it’s the inefficiency of leaving the gear out that would bug me. Hell might as well go jogging with my shorts down at my ankles. About the same inefficiency.

Well Hank i guess you are putting one in tomorrow?

You will love it. Especially if you fly any commercial aircraft that has spoken radio altimeter call outs. Supper easy start flaring at 5ft hold at 1ft as the airspeed bleeds off and the mains touch down. So easy a caveman could do it.(borrowed from an advertisement)

Awesome list. To add 12. how to clean oil check valves especially from to the turbo. 13. how to clean and lube speed brakes as they are supposed to be lubed annually but how many A&P’s actually do this? 14. how to clean/ lube the jackscrew. 15. how to write a proper logbook entry as an owner. 16. How to pressure test upper deck intake to test for boost leaks 17. how to pressure test for exhaust leaks. 18. ring flush demo. What does a normal cylinder sound like and fluid passing through vs. a cylinder with a gummed up ring. I have heard it will not move at first but then as the crud gets washed away it becomes easier to pull the prop through. A video demonstrating this would be great as a video is worth a thousand words and would portray what is normal and what is not.