Mac80

I spoke to Air Power to a very considerate representative. He provided a quote for an IO-360-A3B6. Led time is estimated at 18-22 months for this engi I am considering making a deposit.

I’ve been looking at VREF from AOPA for a long time. I have missed it already. They seem to have had good reference points for the makes and models and very interesting recent changes. Prices appeared to have peaked and were strongly inverting back towards the past. The more affordable cheaper without newer avionics or options seem to go or get locked up in contract before you can ask. I really wish AOPA would work out a deal to bring it back. Individual membership pricey.

I found this in previous post and would like to know if it might be feasible to swap left with right ailerons so that very minor hail blemishes would be less noticeable facing down. "As another avenue to save costs, I was told you can swap your left and right elevators (flipping them) so the minor dings were facing down and basically not seen."

This fellow and his son were both pilots and his son still work on planes, not mine I trust the other FBO mechanics manager. The other one I trust likes 50 degree rich of peak. I have no idea what caused the deformed piston but it scared the heck out of me. I do not want to get into lean of peak vs rich of peak debate. If “I try to keep cylinder and oil temps up and descend slowly but always try to keep the mixture on rich side while descending.” is incorrect help me understand. If I let it go without enriching in the descent then the engine stumbles so I enrich the mixture till it stops. I am not defending him like I said I use the other guys. So are you explaining that the mechanic/pilot was incorrect and running to lean and resulting overheating was not probable cause of the loss of the cylinder as he was illustrating to group? Can you explain how you monitor you exhaust temperature in descent if slightly enriching is incorrect? Thanks Steve

An airplane mechanic showed me the results of what he said was failure to enrich on descent from cruise. Burnt exhaust valve that fell into piston. According to him bad things happen by overheating cylinders and values on descent by not enriching. I enrich my IO360 to keep cylinder head temperatures lower than cruise in descent or climb. I try to keep cylinder and oil temps up and descend slowly but always try to keep the mixture on rich side while descending.

Plan to go to Kentucky.

This is fact. You must use motorcycle oil designed for wet clutches or oil designed for Honda side by side engines or you will need to rebuild the Honda transmission. As I understand what the Honda tech told me it is the oil from engine that also lubricates the transmission and clutches and never use extended use or normal engine oil in the crankcase. If an oil reduces friction then a clutch that must have friction will not work well if at all. I use camguard in my planes especially in winter as I have a lycoming cam lobe failure in the past. Like to see wear results on piston rings and cylinders and oil consumption changes with and without camguard.

Seems dumb to post things that could harm Mooney pilots. Frequently posting or jokes over age problems that may or may not impact others and numerous accidents descriptions are not helping your future insurance rates or eligibility. I just had several no we don’t want him because of age. No accidents, gear ups, runway excursions, or taxi incidents in over 20 years.

After my engine had an extensive IRAN I had engine installed and dual magneto overhauled and put back on the engine. When the dual magneto was set it was set to a different engine so it was not firing correctly for my IO360. It was hard to start and missed and I knew something was not right. Changing the setting corrected the timing problem.

I have tried it. Seems to cause a little variation in climb. Maybe because I am not even with pressure and rudder causes that. Where I heard it can be important is to get slush off brakes that may have accumulated during taxi or takeoff. Would avoid frozen brakes when landing. Also heard you do not want to retract while the wheels are still spinning so I wait and don’t retract immediately . Seems like I can till when they stopped spinning.

I have not seen that error code?

Appears I did get the print and digital versions so Toto is correct. I have not got print versions yet so I may ask to delete them if the printed versions come later. https://www.flyingmag.com/subscribe-to-flying/?_gl=1*1mtsc87*_ga*NjgwMTQwMjMzLjE3MDM2MjA0MTk.*_ga_539K6FFJWT*MTcwMzg2MzY5My4yLjEuMTcwMzg2MzcyMy4zMC4wLjA. https://emagazines.com/library?plid=58

Aviation safety has some good scary stories.

I got the offer by email. It is digital only.