redbaron1982

Aside of the 1980's market downturn, that most likely killed the PFM 3200, does anyone have first hand or reliable information on how well (or bad) the engine would perform? I mean performance, maintainability, dispatch rate, etc.

I had some surface rust in my steel cage in the belly, and used Zinc Chromate Primer. I know is nasty from health / environment, but also I think is one of the best rust preventing primers.

What I feel is like a sudden, short, desceleration. The airplane doesn't shake much. It something that last 1 second. If I have to describe is like if the engine would shutdown for 1 second and then relight again. I've never seen water in the fuel, the airport where I fuel has a pretty good record of not having water in the fuel. The airplane is hangared all the time. As far as I can remember, it never missed a beat running ROP. This time for instance, the leanest cylinder was 75F LOP, while the rest were all around were between 30F and 50F LOP. If it is a random thing result of running LOP I would be ok, my main concern is if there is something else going on that might end up with a loss of power in flight. One additional peace of information, not sure if it is relevant, I'm a relatively "new" Mooney driver, the mixture control "lags", what I mean is if lean the mixture, say 1/2 turn, it would take maybe 10s for the fuel flow to stabilize in the new value. This happens either leaning or enriching the mixture. Not sure if this is normal or not. Some times I would make a full turn without seeing any change in FF, and then after several seconds the flow would start moving to the new setting.

It does not. I haven't noticed any backfire ever.

I don't see anything really telling by looking at the EGTs. Around on of the misfires there is some change in the #3 EGT, but I'm not sure. Can a nozzle act up like this? The engine runs fine just except this stumbles every now and then. The GAMI spread is 0.4GPH. Would there be other symptons for a sticking valve? The magneto was IRAN 100 hours or so ago, and 20 hours ago it was taken to Aero Accessories at Van Nuys, they bench tested and said it was perfect and was not worth tearing it appart.

Hi, I have a recurring issue (say 1 out of every 3 flights) when in cruise the engine stumbles (misses a beat). It is noticeable. Maybe in a 1hr flight it happens 1 o 2 times. Always while in cruise. My last flight, yesterday, it did it 3 times. This is my flight data from yesterday: https://apps.savvyaviation.com/flights/shared/flight/10152924/66425963-23ae-401f-8ad9-abe3f3d3e8c0 One of the stumbles happened while I was leaning the mixture to get a new measure of my GAMI spread. I did a mag check while still LOP and the engine run smoothly on each mag. I asked Savvy a couple of times, and nothing conclusive yet. I opened a new ticket today, but I'd like to see if you guys have any thought.

As I read this post, two thoughts came to my mind: Why would a relative large company like Lasar use ChatGPT (or a similar LLM) to craft the post? Don't they have people that can write a genuine letter to its customers? You can tell that this was generated by AI because of the "—" or the " instead of the ”. When I had the corrosion issue on my first annual inspection, Maxwell ordered a new aft stub spar from Mooney. What Maxwell charged me for the spar was ~4.6k, and labor was ~20k. I assume that Maxwell adds a markup to the parts, so most likely Mooney price was lower. It surprised me how "cheap" the part was, even more considering that it was backorderd and Mooney had to manufacture a new one. Talking with Patty from Mooney I know that they did a batch and they had a few bad parts that they had to scrap. So I'm quite sure the spar was priced below cost.

I wonder if an "advisory" FADEC would be a first easy step based on NORSEE, monitoring all variables (rpm, crankshaft position, knocking sensor, cht, eht, fuel flow, mp, etc) and provide, for the current power requirement, ideal FF, RPM, MP. It would be up to the pilot to move the knobs, and for sure ignition advance would not be part of this... but maybe is a way to get the ball rolling...

Does anyone know what's the blend they are using? G100UL high aromatic has compar issues, 100R cannot get the 130 rich mon rating with just ETBE.

You're doing a great contribution to general aviation @mluvara My biggest concern with 100R is that it seems that Mr Braly is right about it not being able to achieve 100/130 (specifically the 130 rich mixture rating). I don't like how GAMI and specifically Mr Braly approach to all the documented compatibility issues, and how deceptive their are in regards of G100UL material compatibility issues, but I think in this case, sadly, he is right about 100R. I'm quite convinced at this point that there will be no "drop-in" replacement for 100LL.

Sorry to hear this. What part of the engine the first picture shows? I can't tell. I mean I do see the nut backed off, but I can tell where that is.

I wonder how many "active" consumers are vs one or two times consumers. I haven't heard anyone using it on a regular basis.

Aren't all airliners wet wing designs? Are those flawed designs as well?

Not a Mooney, but quite concerning. I hope there is a formal investigation and probable cause.

So by your logic, if I sell you a permit to build on land I don't actually own, and you later discover you can't build anything there, there's no damage? Nothing broke, yet you still paid for something you can't use. That's the same situation here. Damage isn't limited to something physically breaking. Financial harm, like paying for a right you can't meaningfully exercise, is also damage. In this case, the issue isn't whether the STC exists. It's that GAMI sold approval for a product that isn't available at scale, leaving buyers unable to use what they paid for. That is, by definition, financial damage.