Bigdaddie

And then there are these: https://shop-us.garrettmotion.com/spare-parts-v-band-clamp-560-gtx47-gtx50-gtx55-gen-i-gen-ii/p?idsku=694&cc=USA&utm_source=google&utm_medium=cpc&gad_source=1&gbraid=0AAAAAClrzvdL2S1vlAxJ98H0rsZwwltu8&gclid=EAIaIQobChMIiO3CxqCKjQMVORFECB2nfzUsEAQYBSABEgIaPvD_BwE

What about a field approval to use replacement clamps. I know, not going to happen...

I'm originally from GA, but what you said about jets is correct. I flew the 737, 757, 767, 727, and MD88. The 757 had pretty large pitch changes with power changes. So much so you really didn't want to leave autothrottles (auto thrust in Airbus, go figure) on too long on approach if you're hand flying. I've had it make lage power changes on short final which can really screw up your stabilized approach. Now fifi (Airbus) autotrims in normal law so you notice no difference. If you're ILS needles centered at the FAF, you can pretty much fly hands off to MDA/DA in calm air. As a matter of fact I've scewed up some approaches by attempting to make that LITTLE correction. BD

It's hard to tell in the video but it seems like you gradually reduced power and went to idle about the time you crossed the runway pavement. In my K, if I start at 75kts and pull the power to idle, it takes maybe 10 seconds to be at stall warning unless you let the rate of descent to increase to an alarming rate. At best glide speed which is 76-87kts depending on weight, with gear and flaps up, the descent rate is 700-800 fpm. I'll have to experiment but I'm guessing I'm like 1,200fpm or more at idle with gear and flaps down. The only way to keep a stabilized approach is to trade airspeed for descent rate and this has to be timed just right. The difference in airframes and engines is very interesting. BD

And I have a three blade prop which exacerbates the sink rate without power.

I am no Don Kay (Mooney flight instructor extraordinaire) and these are just my findings after flying high performance aircraft for over 40 years. Any Mooney Guru feel free to correct me on any of these points. I have over 15k hours with about 2k of that being single engine general aviation airplanes and much of that as a CFI. I bounce (no pun intended) between an Airbus A350 and my M20K, so finding consistency has been tough as I start the flare at 50’ in one aircraft while I feel like I’m landing in a hole in the other. Through experimenting, the old adage of “stabilized approach” is very important. Your numbers are right on (even though you have an Ovation and me a M20K, it’s the same wing) using 75kcas when heavy and 70kcas at lighter weights. Make sure you’re stabilized at these speeds by 500’ with checklist complete; if you’re flying an instrument approach, I highly recommend that this be done by the FAF. Now for the fun part. You can’t fly a Mooney like a 172 and pull the power off when the runway is “made” because (for me anyway) this sets up way too high of a sink rate. You also can’t carry power to touchdown unless you have a 7,000’ runway. The transition from final to flare is very important. This is what I have found sets up a normal sink rate and reasonable energy at touchdown. 1) Be on speed and stable (mixture, prop, throttle, and flaps) set at about 500’ AGL. Sometimes I use the last 10degrees of flaps to adjust my speed or glidepath if not right on. 2) About 500’ from your intended touchdown point (horizontal distance not AGL) quit looking at the airspeed (unless it is way off) and start reducing the power toward idle while starting your round out. 3) At about 10-20’ above the runway the power should be idle. Keep increasing your back pressure and, if done just right, touch down on the mains with the stall warning just going off and when you are using significant nose up elevator pressure. Some people like to trim nose up while in the flare. Be careful, as adding go around power will result in significant forward stick forces to maintain proper go around attitude. Speaking of go arounds: 1) If you bounce, GO AROUND! 2) If you float and start porpoising, GO AROUND! 3) The BIGGIE. If you touchdown nose wheel first, GO AROUND! There is no saving this landing and will likely result in a new prop and engine IRAN. I have attached a couple of references I have found helpful. Take care, fly fast on little gas but do it safely! Steve Wayne Fisher on Landing.pdf Landing Cheat Sheet.pdf

I've been looking at this place. You'd have to take the stance that you don't know how it got fixed. I haven't checked in a while, but arn't the clamps like gold these days? http://www.turbo-power.com/

This is where I place mine.

Yea Continental engines are crazy at hiding oil. I get a reading of about 1/2 quart more after 24 hrs of a flight and about a full quart after several days.

I have two G500txis and a GTN750txi. I rarely have to reference the iPad. I did today to check the MEA on my route but 90% of the time, the info on the G500 is enough.

This is where I mount my iPad Pro. I only use it in cruise. I take it down for takeoff and landing to improve the visability.

I flew 2 hrs and the airplane sat for 3 days. Oil level: 7.5 qts. So after flying about 4 hours, just a little oil on the gear door. I think it's getting back to it's happy place. These engines REALLY don't like to be filled to capacity. I should know that because I taught students that for years, but now I'm old and stupid.

I actually listened to an episode of "Ask the A&Ps" where Paul New stated he never warmed the engine up before changing the oil because you end up retaining much of the dirty oil for reasons you stated above. I just plugged in my Tanis oil pan pre-heater in for maybe 30 minutes and the oil drained quite nicely.

This is from the TSIO360LB Type Certificate Data Sheet: Oil sump capacity, qt.8. 5 usable at 26° noseup and 5 useable at 18° nosedown So I would think that 5qts would be the absolute minimum for normal operations; not to say that less than 5qts would be okay at normal flight attitudes.

5qts is getting a bit low for me. I think they get that number from the engine type certificate data sheet which specifies the minimum amount of oil for operation. I'm flying to work tonight (airline pilot) and it should be about 1.5 hrs. I'll post an update when I get to Sydney, AU tomorrow.

Had the airplane for about 3 years. I like to change the oil about every 200hrs or 3 years. JUST KIDDING! I bought the airplane mid-annual so it was done at the first annual. Then it spent 8 months in the avionics shop where they did an annual and thus, my first time just rolled around. I went a little long @ 45hrs but 20 of that was flying to OSH and back (highway miles). I guess I screwed up the CamGuard too. I don't know why but I was thinking it required slightly more than one 16oz bottle and that I was using a little less than the recommended amount. 3.2oz extra won't hurt anything in the short term (I hope). Thanks for the support everyone! This group is awesome.

I added 8qts because I'm a dumb dumb. I know that it takes a few days of the aircraft sitting before you get an accurate dipstick reading. Just something about seeing only 6qts on the dipstick made me add the extra qt. I usually run at 7qts and add a qt when it reads 6. With that I don't notice much blow by or oil consumption (maybe a qt every 12hrs or so). And yes there is a drip or two coming out of the breather. I just wonder how it gets from the breather to the gear door as it looks like it would have to travel upwind. Mine is a LB engine.

I just did my first oil change myself on my 231. I ran the airplane pretty hard and checked for leaks and found none. After I flew it there was oil on the outside of the left nose gear door. A single paper towel cleaned it up. I added 8qts of oil plus 16oz of Cam Guard. Do you think it is just blowing the oil out the breather due to being over filled or spilled oil I didn't catch and clean up? It seems to me that breather oil would be aft of the cowling. I can't find any leaks in the engine compartment.

Maybe my O2 guage doesn't have a light???????

Yea I guess they work. There's not much lighting any more with the EFIS. Glarsheild lights work. But I just thought of something. The light in the oxygen guage does not work and is on my list of squawks. I bet it is the same circuit.

Completed an avionics upgrade on my M20K last summer. I recently flew at night and discovered the Trim and Flap position indicators were not lit. Should there be a backlight in there somewhere?

Pee bottle, 2-3 qts of oil, spark plug socket, and main tire and tube. Everything else can be obtained locally.

I recently flew with a fellow Mooney pilot (in my day job) who had a most excellent suggestion for totally avoiding a possible baggage door opening. It’s so simple it even slipped by my very simple mind. Leave the key in the baggage door. If you go to start without the baggage door locked, you’re unable. Until recently reading about baggage doors coming open and impacting the tail, I never locked it before flight. Now it’s a ritual. It should be on the before start checklist frankly. Fly safe!

That's my thought also. Shop said they talked to Garmin and the setup was correct and my other option was to install a second magnetometer. I understand that there's always the compass, but who knows how to fly off those things these days? Especially in an no s**t emergency and you're down to that one 275 on battery power, I don't need to be trying to scan up to the compass to fly simple headings.

What did you find out about the magnatrometer installation? I just got my airplane back from the avionics shop last month. I have 2x G500txi + a GI-275 for backup and one magnatrometer. What concerns me is that the G500 powers the magnatrometer, so when in reversionary or standby mode, the backup GI-275 has no heading information. It seems to me that the GI-275 should be primary driver for heading and transmit that info to the G500s. But, I guess the GI-275 could fail just as much as the G500. To me, heading information should be always available from the standby instrument, even on battery power.