Brandt

I’m just taking pride in the fact that Cirrus pilots can’t have this argument….

Sounds like a business opportunity for FlyRPM. Just saying…

I assume all temps were equal before the cylinder change? So my first thought would be the probe since that’s easy to swap. Second thing I’d do is borescope to check the cylinder wall condition and the plugs. Not a mechanic. Just spitballing…

Hard to put out an AD on thinking….

Who was the underwriter?

Nope, my fault. Didn’t notice the original subject line. All good.

If you’re asking me, I didn’t say twin mag. I said two mags. Bendix S6RSC- 25P

At overhaul shop $550 labor $336 parts each for two pressurized mags. Couple of weeks.

Might be worth calling Mooney or Don Maxwell and asking what modifications they made for later aircraft. I can use my a/c in taxi and climb. Zero CO.

Mooneypros.com @mike_elliott

This would be a really bad idea. I’m sure many others will weigh in, so I’ll be relatively brief. Fill the crank case with break in oil, start the engine and idle for as short a time as possible, get the airplane in the air at full power, cruise climb over the airport somewhere between five and 8000 feet, and since you’re in congested airspace in Florida, I would do VFR circles over the airport varying between 75 and 100% power until the cylinder head temperatures show a significant drop. I’d say 20-30°. Mine usually take a little over two hours. I know some say it takes them longer. You don’t want to be out of gliding distance of an airport. Change the oil to your usual, cut open the filter and look for metal, and then think about your long flight when you’ve got another 20 hours on the airplane. https://www.aopa.org/news-and-media/all-news/2019/january/pilot/savvy-maintenance-breaking-good

I have about 500 hours on my engine using Camguard. No issues.

Well, it clearly wouldn’t have happened if the Hindenburg had a BRS….

Do you have any idea what the difference is between the two batteries that require a different charger? Just curious.

I use two battery minders. Depending on where you are located, I’d consider an engine dehydrator or a whole hangar dehumidifier. I don’t think that’s long enough to need to pickle the engine. Suggest you change the oil before you park it and put in w100 w camguard. Wouldn’t hurt to put it on jacks if you have them to relive stress on the donuts and the tires.

Thanks

I’m curious as to the mechanics behind the crankshaft counterweight issue. How does that happen?

Right back at you. The TSIO-550-G is not included in the bulletin.

Maybe the IO-550 but the TSIO-550 is 2200

The FAA is accelerating the modernization of its Notice to Airmen safety system, implementing an update earlier than originally planned, the agency said in an emailed statement. Modernization to provide near-real-time data exchange, enabling efficient data flows and better stakeholder collaboration Security system to be hosted in the cloud; to have “scalable and resilient” architecture FAA selected CGI Federal to work on NOTAM modernization CGI on pace to deliver NOTAM Modernization Service by July FAA targeting deployment of operational service by September NOTAMs communicate temporary changes such as runway closures, airspace restirctions and obstructions to pilots and flight planners

https://www.travelandleisure.com/style/best-heated-socks In all seriousness, I find mine to be lacking as well, particularly on descent since there’s no hot bleed air available. Haven’t found a good solution other than a coat.

I suspect failing a ramp check on a ply rating is an old wives tale.

Not so much repeat as finish it. I have always been told if you don’t finish it you can glaze the cylinders, which you don’t want.

My view is 20 degrees high is still breaking in. But it usually only takes about 2 hours for the temps to drop.