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gevertex

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  • Model
    1992 M20J MSE

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  1. Thank you Don. I'll let you know how it goes.
  2. Just catching up to all the replies. I've been traveling by Mooney (the best way to travel). I'd love to take them off your hands. I'll send you a PM and see if we can come to an arrangement. Thanks!
  3. Your name is not in the email address at all, which was the dead give away for me. Also the user that PMed me had 0 posts.
  4. Please do let me know when you have some available. I am not in a rush. I greatly appreciate your help. On another note: a new user PMed me and suggested I send an email to you. The email they provided is obviously not your email address. They wanted immediate payment and a shipping address. I've tagged this as a scam. Just a heads up for anyone else this happens to. They didn't get any money from me.
  5. @DonMuncy Are you still making these? I'd love to buy a set. My factory visors are past their service life, not wanting to spend $600+ on a pair of Rosens. If not I'd love to understand what parts you used so I can make my own.
  6. I wonder if anyone can help me with this. I am having trouble getting my AOA calibrated properly. When I finish calibrating it, I get a high AOA warning on climb and no indication on landing which I find odd. I pulled the data from the engine monitor (yes it logs AOA and IAS!!!), and the AOA reading doesn't look accurate to me, I would expect AOA to be higher during landing than during climb (but it doesn't appear to be!). Any thoughts?
  7. Compressions came back great 80,79,79,74. However I do appear to have an intake valve guide oil leak on #1 as evidenced by oil on intake header. I'll address at annual. Really appreciate John from AGL helping me out on this. Now to keep an eye on my oil consumption and get results from oil analysis. Also had the pleasure of meeting @CJ today at KMRN. Hello @CJ!
  8. Realized I neglected to reply. I really appreciate this. The borescope / check is more for my peace of mind than anything else. All signs at this stage point to things being ok. No excessive blow by (over 20 hours to oil turning black) Oil consumption seemed to be satisfactory prior to the oil leak Valve tube seepage seems to be resolved after retaining clips were properly seated All in all things are looking ok in terms of what I can verify at the moment.
  9. That is another thing I should mention. I got to just over 20 hours on my last oil change before the oil started turning black. Hopefully a good sign (I have no data for how long that should take as I was renting before this). AGL is going to do a compression check, change the oil, oil analysis, borescope, etc. Hopefully it all comes back good. Last annual compressions came back varied (some low 60's some as high as 78), but the engine had only 17 hours on it at the time. So hopefully things have dramatically improved with more break-in time.
  10. That's just my estimate based upon when I last added a qt before the leak seemed to start. I'll get a more precise measurement now that the leaks are resolved. I did the run up, de-cowled to ensure leaks were gone, then test flight today. Everything looks good so far.
  11. AGL inspected the engine externally today, fixed the oil leaks (one required additional sealant to fix), and cleaned everything down. I'll be flying it over to AGL to get the internal bore scope, etc to see how things are doing.
  12. Update on the topic. AGL agreed to come down to Monroe on Saturday and take a look at the oil leaks. Really appreciate John's willingness to work with me on it. There are no A&Ps that work on field at KEQY. No idea how that can work for an airport of this size, but it's the reality we are in. Talking to Savvy, they believe the cylinder seepage is normal and not to worry about it. They were focused on the oil pressure transducer leak and loose oil return line leak.
  13. It's been quite a while since I did this, but there was some legitimate reason CHTs were high. Top cowl off or an extended run up or something similar. They don't normally get that high except in flight .
  14. Appears to be right mag #3 based upon the EGT being a lot lower in the picture. Right is always lower RPM than left in my plane.
  15. This is my first M20. I have since learned to lean enough that the engine won't throttle up to start taxiing. I then have to add some mixture to get moving. Run up with leaning has cleared the issue every time. I have not had it happen since winter started. A&P was convinced it was a fowled plug. I did manage to snap a photo of the engine monitor at run-up on each mag when it was marginal.
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