Will.iam

Thanks for the pictures now i got to go check mine for burned off center post as well.

Do you have a picture of what a center probe burned off looks like?

Thanks Paul for the engine data analysis and pictures of charts showing what we need to look for and what symptoms the tends are telling us from the charts.

Well shoot didn’t think there would be training today or i would have zipped over there. Will see yall in the AM. Getting up at 6 and flying over. Got the one wheel in the back to get to the hotel. Shoukd be there by 6:45 or so.

Egt doesn’t matter it all about CHT. Any setting that keeps all CHT at or below 380 degrees continental 400 degrees lycoming will last longer than engines ran with their CHT above these limits. And the further above these limits you go the more you are shorting the life of that cylinder.

You answered your own question best power is at exactly best speed. In your case 100-150ROP.

You are not flying long enough. Push up the hours in the air and you will get thirsty and even hungry.

Also to comment i have had my m20k to 230 and no misfires that i am aware of. How Would a misfire sound / feel like? Is it like a stumble or hesitation or is it more auditory like an after fire since that cylinder just dumped the raw fuel into the exhaust pipe? How would it show up on your engine monitor graphs? Would there be a drop in cht or egt noticeable with only one miss fire?

If he is just starting and he wants to get CB award right off the bat, Go glider for first 30 hours then 10 hours airplane to get your 40 hours for private license as time in glider counts and thermal soaring building time is way cheaper than avgas burning. Also you can get your glider license a year earlier than airplane so he is already almost a year ahead in the game building those hours compared to his peers and just as soon as he gets his privates get his commercial and he can turn around and fly the tow plane to launch other glider pilots and get paid to get hours thus getting off the parents funding as early as possible for ultimate CB award status.

They don’t cost 100k but the bill from the lawyers and litigation cases that they have to pay out amortized over time is added to our bill.

Mine happened to die when we had the first cold snap from summer temperatures. Seems that can set off the demise and i had no warning. In fact had flown just the week before and had done multiple stops. something i had noticed but could be just antidotal was that when i plugged in my battery minder it would go from 3/4 indicator to full in about 10 mins after plugging in the charger. With the new battery it takes longer than 20 mins before it goes to 100% maybe the new battery capacity just takes longer than a worn out battery but don’t know how that could be quantified into when the old battery will fail.

Well i left my battery minder on my battery any time i parked it in the hanger as that is what the previous owner did and suggested that i get a battery minder as he wasn’t giving up his with the sell of the airplane well one day last month my battery just died on starting. I first thought there might be a loose ground or corrosion on the battery connectors as i figured i would get an early warning like slower cranking before the battery died but after looking in the logbook at when the previous owner installed the new battery it lasted 13 + years. I ordered the exact same model and hope to get another long life span of use. RG24-16 even though concord list the RG24-15 they also say there can be fit problems with the RG24-15 and to call them about options. Probably to suggest the RG24-16 but if that original 16 battery worked that well and fit perfectly in the battery box who am i to argue with success.

Brand new restaurant opened up on Dallas Executive airport (Red Bird field for those old enough to remember before they changed the name) hince the identifier KRBD finally a restaurant opening up instead of all the closers.

Count me as one of the unlucky window users but on called garmin found out unlike the newer systems, that tie the card to the device, the older GNS (read FNS530W) like mine garmin can not tie the card to the GNS so to keep people from “sharing” a database, they lockout 2 different cards updating to the same database cycle. You can alternate i. E. Have one card this month and used the second card when a new database cycle comes out. So that saves you making an extra trip back to the airport but you can not update both cards to the same database cycle for garmin’s fear two pilots could share one subscription because the gns does not check so the garmin aviation database manager has to “manage” the cards. I was hoping to have a backup card in case one fails to update or fails to read in the gns. Morel of this story update your card early so if there is a problem you have time to fix it before your IFR trip starts. Guess good to know if you happen to have two different airplanes and both had GNS boxes you could just get one database subscription for both. This would not work for the later garmin navigators.

How did the A&P isolate the second battery and keep it charging? The surefly run off the alternator which is also charging the battery only when you have an alternator failure would the surefly then run off the battery. Maybe the second surefly wasn’t running off the alternator and only the battery, don’t see how that would be legal. Some one had a chart from surefly that showed when the surefly starts advancing the timing based on MP i can find that chart anywhere now but iirc the advance starts at 25” and advances farther as the MP goes down. Point being for takeoff or when you can get above 25” there is no advancing and the surefly fires at the fixed timing setting. Course as you climb, the MP will reduce to below 25 and you will see that in rising cht’s.

Doesn’t MT make a 2 blade prop (STC) for the E model airplane?

The trail dust used to cut off your tie and staple it up on the wall their walls were solid ties then one year the safety nazis came and said it’s a fire hazard and they could not put them up on the wall anymore. Such is the price to pay for safety now a days.

But you don’t get the full articulating visor arms and mooney’s visor was too small Don’s much bigger like rosen but without the sticker shock. Took less than 5mins total to swap out too.

Wow and i thought Rosen visors were stupid expensive i can’t imagine what original visors cost. Having said that, Don’s visors are a great set of visors that he makes at CB prices what’s not to like?

No i haven’t which day does the cleburne breakfast flyin occur?

I live in DFW area we should get together sometime. SWTA is an excellent shop as well unfortunately because they are good they are hard to get into. were are you based out of?

solar I just put in last year 25.5AMU for the panels inverter and install labor. 16AMU for the battery storage so that my panels can work when the grid is down. they cover a decent amount of time with the A/C on. If I don't run the A/C then batteries can supply until the next day when the panels can power the house and charge the batteries. If I wanted to completely get off the grid I would double the batteries so I could run every thing through the night but that only works if there is sun again. My system is 20k of batteries. If you get an electric Ford GM or BMW they have bi-directional charging so that you can power your house off of the vehicle when the grid is down. And they have much bigger batteries like 100K so I could power my house for like 4 days with no sun and then just drive my car to a power station that did have power recharge the car and have another 3 plus days of juice. Tesla has not allowed bi-directional charging yet but might have to in the future as I see more and more people with solar panels getting cars other than tesla. P.s. until 2026 you also get a 30% of the total value of your solar system back in taxes so that's nice.

Don Maxwell has one in his hanger that I got to see as they were doing a restore project on it. If anybody can keep a mustang flying it would be the Maxwells. Give him a call he might have even done an annual on that very plane. I was surprised at how big that turbo is on it and with the oleo struts it's a tall mooney in person.

Poor guy at the fuel pump after filling up gave a shot of primer and then tried to start engine would fire on one or 2 cylinders then quit he would then repeat the process with the exact same thing happening. This went on for 8 or 9 tries. I finally went over there and said skip the priming you are too rich. Next try the engine started to fire on one then 2 then finally 3 and 4 started firing tones of black smoke out the exhaust pipe as the engine slowly cleared itself. If after 2 tries keep the mixture closed and no boost open up the throttle and crank I. E. Try to clear the flooded engine if it starts and dies at least you now know it’s not flooded and can go from there. This guy just keep his engine so flooded it was never going to run.

You bought a rocket to go fast what are you doing pulling back the throttle on descent? Get that time back you lost during the climb to 18,000ft. J/K but lowering your RPM’s to 2200 will slow you down a little compared to running at 2500 or so and at 2200 the engine is torquing more with the air than pulling you forward. Think of a 10 speed bicycle when you go down a hill you can peddle like mad with very little resistance in a low gear (2700 rpm) and maybe not even be able to peddle fast enough to even keep up with the speed or you can peddle with more resistance in the highest gear (2200 rpm) this still keeps a load on the engine and prop so you don’t have to worry about the “prop driving the engine” when you have the governor set at a low RPM.