Pinecone

I don't know about vintage models, but I know the counterweights can be changed on the 252 and Encore. The upgrade from 252 to Encore requires replacing the 252 counterweights in installing Encore ones.

https://en.wikipedia.org/wiki/Dynamometer Scroll down to real engine dynos. https://powertestdyno.com/products/engine-dynamometers/ https://superflow.com/products/engine-dynamometers/

Because you can double check Flight Aware or 1-800 WXBRIEF to see what your clearance is.

A real dyno measures torque at a static RPM. But typically you need to have the engine out and and mounted to the dyno. A typical one basically has the engine drive a pump and restricting the outflow to provide the load. If you want to dyno you car, they use a chassis dyno, that current ones use acceleration of a known weight cylinder. Using F=MA, then converting the force to a torque taking into account rolling radius of the wheel/tire, and gear ratios.

Cool

You are not filing two flight plans, you are amending the one you already filed.

They have that, but only a few (BIG) airports.

Thanks for posting this. Might want to mention that it only applies to Smooth Skin Elevator aircraft.

Power varies with torque and RPM. By the definition of HP. Torque is affected by the amount of air the engine can get into the cylinders at the given RPM. One reason torque falls off as RPM increases. The torque peak is generally the point of the lowest BSFC. That is, the least amount of fuel burned per HP generated. And some engines do no vary torque by much over the entire RPM range.

This BT, DT, NOT fun.

What is that control lock setup?

We need to get a Mooney Space corporate rate with FBO delivery negotiated in.

It seems he had his expected clearance from some source, and had loaded it, but did not amend his flight plan, so it would be Cleared As Filed. AND, he did not realize that Garmin parses airways into every fix along that airway. They do that to help if you get a Cleared Direct to some fix further down the airway. ANd, he had his head up his posterior.

Saavy Analysis is why I changed out my JPI 700 (no logging) to an 830.

Agreed My gut feeling is, at the low RPM of aircraft engines, we will not see significant torque reductions with reasonable RPM increases. I know the serious aerobatic people run their engines a very high (for aircraft) RPM. 3000 - 3400 Take a Lycoming 180 HP (at 2700 rpm) and run it at 3400 RPM and you are around 226 HP (assume no torque reduction). Yes, a lot of TCDS RPM limits are to limit HP. My TSIO-360-SB is limited to 2600 RPM. The -MB is 2700 RPM, and the engines are identical internally. And same prop.

I use flow for pre-flight. Checklist for first few, then flow once you know what to check. I use flow for pre-start, with confirm using checklist. So left to right across the upper instrument panel, down the CB panel, across the lower pane, then the center. Then run down the checklist to see if I missed anything. Pre-take off, I use the one on the center console, along with a mnemonic one. GUMPS on downwind and final. With an additional gear check on base and short final.

There are two sides to a top quality lock. 1) You make it a bit harder to defeat, so they go somewhere else. 2) You are telling them there is something worth stealing inside.

Is the grass runway Mooney safe?

I agree. I was taught that the beacon went on as soon as the master was one. That was a warning to people around that engine start was eminent and watch out. Also, I like the idea of leaving the beacon switch on at all times. It makes it pretty obvious if you forget to turn off the master. Mine has been removed, with an internal plate (not flush) to cover the hole. I will probably put the Whelan (or maybe that Aveo) back.

The problem is, I have a hot prop. And that interferes with the location.

The great thing about Halon, other than it does not leave a mess is, that the amount needed to suppress a fire it well below the level of immediate issues for the people. I did not know about the hang upside down thing, and it is a good thing to know. But looking online, I do not see any mention of this. Do you have an actual source other that the medic (what qualifications) said so? [quote]This is because exposures to concentrations of 7% for more than 15 minutes can be very dangerous. The risk is minor when exposed to Halon in the 5-7% range as no noticeable effect can occur. However, at levels between 7% to 10%, the likelihood of toxicity increases significantly. That’s why, in places where Halon is still used and needed to be used, it is highly recommended that operators evacuate the space before proceeding.[/quote]

I am in the camp that if you end up with the molecules you want, from some other molecules, it is a synthetic. The rest is angels dancing on the head of a pin. And if you REALLY want to get picking nits, check out the forum Bob is the Oil Guy.

I did not look, do they have a per hour rate? I don't typically need a car for a day or more, but just a lunch run.

Just a plug here for MiraChek app. I did my checklists on the app, and it actually tells you each step, and with ear buds or such (also Bluetooth to device from headset), you can actually respond Check to each item and it will check it off. I have changed the order of a few things. Like check Gear Switch Down as the FIRST thing in the Pre-Start Checklist.

Unlikely that there were will be several Turo at a field to use for several days. And what is the cost for a basic car from Turo? I would not expect an airport courtesy car to be available for several days, but I have been able to use one overnight several times. Sometimes for a small fee, sometimes free. Heck, last time, I overnighted at KMNV and the courtesy car was local government tagged. So a county vehicle. EDIT--- I just checked for Knoxville airport. $54 a day for a Ford Focus. $64 for a Camry. I will rent from Hertz or Enterprise.