Brandt

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.

I’m just impressed at you working in a Triumph reference…

I would be deeply concerned about using full flaps in this situation, not only from the impact on airflow over the tail in the slip, but also because of the impact of a gust on landing. I’d use T/O flaps and add a gust factor to the landing speed.

Don and Paul Maxwell are a trusted resource for me. They have been gracious with their time, have done great work, met their promised schedules and know more about Mooneys than anyone I have ever met. I’m sure there are other great shops out there, but I am also certain there are none better.

Typically LOP 28’/2400 at 17,000 14.8-15.1 gph at 1580 TIT. Around 200 kts

Sorry. I am man enough to admit I’ve never changed it myself so I don’t know.

Don’t know what it is, but seems that vapor lock would be unlikely after a full power runup.

Have had the same issue. As said low boost will keep it running. Had the fuel setup checked by Mooney and Maxwell. Needed some adjustment but biggest issue was simply fuel loading during idle descent. Leaning out a little on descent solved the issue.

Well, first of all 1600 seems pretty quick to start. I suggest some rose petals on the hangar floor and asking the Mooney about its day before going that fast.

Speed brakes have no impact on landing attitude or stall speed and they become less effective as you slow down to short final speeds so their impact on Sink rate become less as you slow. Landing with them extended is a non-event.

There is no restriction in the M20V POH. I have done so many times. No issue.