zehutiman

I wonder what the thickness is of the outer skin…

Do you mean that he fixed the existing (damaged) door?

That’s a good point. It held together…somehow. I was surprised at how much drag the open door was creating. I didn’t know each door was slightly different size!

I don’t think so

Yep, my baggage door on my 1980 M20J Missile popped open during climb out. No doubt it was due to me not closing it properly, but I’m wondering if anybody else has had that happen and what they did repair-wise. Mine still closes surprisingly easily, but there’s an unmistakable crease in the door, near the hinges.

Gents, thanks for the insight and info!

So, if ATC won’t let me fly through the TFR, they’ll probably just push me over to the DC SFRA, you think? Easy peasy on an IFR flight plan?

I’m planning a flight from NC to Boston, which will take me through a TFR (over Delaware), which sits right next to the DCA airspace. So, a lot of restricted airspace. Does anybody have experience with transiting this TFR in particular, or TFR’s in general? The notam for the TFR states that ATC will allow transiting aircraft to proceed through the 30 mile ring (but not the inner 10 mile ring) based on ATC’s workload. I’m wondering what the reality might be. TIA.

I’ve got a GDL50 mounted on the baggage shelf of my 1980 M20J, and I’m wondering if I might be able to swap it for a GDL52. Anybody know if that’s possible with the existing wiring?

No, it’s definitely new behavior.

I’ll try that tomorrow.

I tried number 2. yesterday, but didn’t notice a change. However, I wasn’t sure how long to let the engine run on each mag, so i only ran it that way for about 10 seconds — not much time for the temp to change. How long should I run the engine on each mag?

I’ve been flying my airplane (Missile) with a new GI275 for about 1 1/2 months and during the last couple flights, the #4 cylinder EGT has been running about 130 deg hotter than the rest. The CHT is a bit higher, too. I can’t find an actual EGT limitation listed for my IO550A, but obviously the 130 deg difference shows something isn’t right. My research shows that if it was a valve problem, the CHT would probably be lower? Any thoughts? PS: during descent, the EGT increased quite a bit — high 1500’s — so I increased the mixture to keep the temps down. I’ve never paid a lot of attention to the EGT’s and CHT’s during descent, but I’m reminded of Mike Bush’s comments that he leaves the mixture alone after he’s finished leaning at cruise, so it stays the same all the way to landing.

Can I change the limitation from 28 to 36, or does that have to be done by the avionics installer?

So, the avionics shop said the Continental IO 550A manual states a maximum fuel pressure of 36psi at 2700 rpm. He’s not sure if the Missile STC changed that. I wrote in my notes that the max was 28psi, but I can’t remember where I got that from, and I’m away from home, so I can’t double check. I think I got it from the POH’s STC addendum . The POH is in the airplane. Any Missile owners out there who could comment on the max fuel pressure?