802flyer

Agreed. My MVP-50 has a Voice Annunciator that will ping and then tell you “Check RPM” or whatever parameter is out of range. There’s a hardwired switch to turn it on/off and to acknowledge the message to make it quiet. Between that and the auxiliary Caution and Warning lights just above my PFD, it’s hard to miss when the monitor is upset. All of that said, it can be a bit annoying as I too will get yellow-range oil pressure briefly during the first take off of the day, and it warns me when my RPM is in the avoid-continuous range when transitioning to land. So I think my greatest risk in missing something will be due to alarm fatigue rather than lack of engine monitor (literal) bells and whistles. Whenever it lights up, I try my best to scan the whole monitor screen for other anomalies; the voice annunciation is helpful to recognize atypical alarms (I have the EI connectors that like to loosen up occasionally, and have been startled in cruise by a “check cylinder head temperature” alert when one decides to go intermittent). Hopefully if something bad happens I’ll have the presence of mind to look carefully and catch it quickly. Sent from my iPhone using Tapatalk

Any commentary on the circumstances of the flight? I’d like to hope if it were a routine takeoff from my home field, that I’d notice the extra performance in the seat of my pants pretty early, nevermind the auxiliary warning lamps for my engine monitor flashing in my face. But perhaps a stressful scenario and maybe some alarm fatigue (eg oil pressure always a bit high initially) contributed? Interesting case. Thanks for sharing. Sent from my iPhone using Tapatalk

I would definitely check out the prebuy service from https://www.savvyaviation.com/, which can handle the logbook review and help you coordinate a prebuy. Their main Mooney expert is a frequent contributor here. I wish I had looked into it when I was a first-time-buyer. Last I checked, their pricing seemed very reasonable and probably would have paid for itself given that the review and prebuy which I sourced myself resulted in a few missed items that I’m confident they would have caught easily. Sent from my iPhone using Tapatalk

I’ve flown just under some similar-looking (to me anyway) clouds and had a smooth ride, while skirting around some decidedly nasty weather. Sent from my iPhone using Tapatalk

How is your climb performance? Do you have any data points of IAS/fpm/DA for pattern altitude as well as up higher (eg above 6k)? Time-to-climb for a climb to altitude around 10k ft can also be helpful. Understand you’re trying to keep temps down while breaking in cylinders, but people here may be able to compare reasonable cruise-climb profiles. Sent from my iPhone using Tapatalk

It’s a generalization, but I believe the relatively humidity at altitude tends to be a fair amount lower than at the surface (on a nice VFR day, at least). Skew-T plots show this temp/dewpoint spread well. I suspect that the conventional wisdom to “run the engine for an hour in cruise to drive off moisture” might take advantage of getting both the air and oil into a low humidity environment. In theory, this will cycle a good volume of dry air through the engine while the oil is hot, aiding in the related-rates process of pulling moisture out of the oil. If any of this makes a difference, I can see why getting to altitude might be better than a ground run. If moving to Tucson isn’t an option to achieve low humidity, just pick a clear day and climb Sent from my iPhone using Tapatalk

What tends to happen when an engine with existing GAMI injectors gets overhauled? Is it typically necessary to rebalance afterwards ( and presumably GAMI charges something for this service)? Sent from my iPhone using Tapatalk

Let’s not. This is specific to your account and not General Mooney Talk content. Sent from my iPhone using Tapatalk

(g) Required Actions (1) At the next oil change or within 4 months after the effective date of this AD, whichever occurs first, and thereafter at every oil change until the bushing replacement required by either paragraph (g)(3) or (4) of this AD is done, perform a visual inspection of the engine oil filter, oil pressure screen, and oil suction screen (depending on the engine configuration) for bronze metal particulates. The actions required by this paragraph may be performed by the owner/operator (pilot) holding at least a private pilot certificate and must be entered into the aircraft records showing compliance with this AD Looks like logbook entries for oil changes just got a bit more verbose Sent from my iPhone using Tapatalk

Bumping this as I am also interested. Sent from my iPhone using Tapatalk

Really like what you did with the switches Sent from my iPhone using Tapatalk

That’s super cool! Sent from my iPhone using Tapatalk

Agree that direct intense sunlight seems to be the main factor. I keep my iPad mini on a RAM yoke mount, plugged in, screen fairly bright. I’ve gotten a warning message a few times, but swiveling the vent by my left knee to blow at the iPad always brings it back down to normal. I usually point it that way prophylactically if it’s a hot bright day. Sent from my iPhone using Tapatalk

I seem to remember being told they’d sometime around this December, so hadn’t lost hope yet. Sent from my iPhone using Tapatalk

I’m not sure anyone’s individual answer is all that relevant as I’m sure there would be some semblance of a bell curve; a small number of pilots might sell the plane rather than deal with it, a small number might shell out exorbitant money now to have one on their own shelf just in case, and everyone else will fall somewhere in the middle. FWIW I completely share your outrage that a spring can cost this much but we’re kinda stuck. As others have said, there’s always a chance someone wants to PMA it and take the business away from LASAR at a lower price but I’m not holding my breath. Unfortunately $3k is comparatively small in the grand scheme of flying one’s forever plane for years and years. Certainly on par or less than the cost of acquiring a different plane and working through squawks. Even though it’s a ridiculous number, I’m guessing the gears for my actuator will eventually cost more new. And I’d rather know there was an option on LASAR’s shelf. Sent from my iPhone using Tapatalk