Shiroyuki

As G100UL becomes more readily avalible, more report of such incident will occur if this fuel indeed strip paints and cause damage to tank sealant. Honestly even if it does, that's fine. If G100UL is indeed damaging to old tank sealent or paint, it could be mitigated in the future with compatible paint and sealant. Eventually lead need to go away. What's not good is claiming the fuel is 100% compatible with current aircraft and no effect or damage on exist fleet, when the fuel actually is. There should be a warning in the STC or at fuel distributor alerting owners such fuel MIGHT cause paint issue and tank leak. Then the owners can decide for their own good if they want to risk it or not. It's like a medicine, when you get the med pharmacy will tell you all the possible side effect the drug will cause, and you accepts such risk when taking the med. It only become problematic when some drugs claim they have no effect on health then people get sick or die because of it. It's also similar to the cancerogenic group published by IARC. Group 2 is probably and possibly cancerogenic, but they are still listed their even though more reserach is needed. It would be a good warning. I'm not saying G100UL actually caused these issue, obviously more investigation is needed, but it would be a good start telling mooney owners this fuel could potentially cause issue. After all a 10k strip and reseal and 30k for a paint job is a lot of money comparing the value of some short body mooneys.

Can it be installed as a stand alone autopilot and wired to Garmin G5? Or is it only compatible with Dynon’d own instrument?

Those pictures are not same kind of deposit 100LL will leave, it literally act like a paint stripper. I will stick with my 100LL until all the issue with G100UL is sorted out. I used to be a firm supporter for unleaded avgas, but there is so many debacle going on with G100UL many no one know if it is true. I'm not very eager to test them out with my money. Also not a fan on how GAMI dodge those questions and avoid critical issue their fuel have, feels scummy.

That's a big yikes... I'm not a fan of gami selling 600$ STC to buy their fuel. Now they are potentially causing leaks and definitely stripping paint when leaking, I will stick with 100LL...

how is my mechanic suppose to install that? Does the wing need to be removed? and that the price would be for a tail kit? thanks

No I don’t think so, there’s a tiny gap and paint on the tail cone is intact

I was digging my plane out of snow today and noticed a small piece of trim is missing at the root of my horizontal stablizer. I couldn't figure out what that piece is. Does anyone know the part number and what purpose does it serve? I suppose this would be safe to fly with for a while?

When I recently had dual Garmin G5 installed I asked my avionic shop about this question, they say genesys will want 13k ish USD for the units and hardware, so in the ballpark of what you mentioned. They are a genesys dealer so I'm sure they know what they are talking about. Beyond that, they also says labour is about 40-60 hours, so 20k all in, which isn't all that cheap. I also wonder how well does a 55x work though, is it a siginificant difference from GFC500...

Does that mean we have no stec ap to pick? Even the 55x is analog rate based if I'm remembering it correctly. The new 3100 isn't STC'd for mooney. This is such a shame as I believe all S-tec autopilot uses the same servo, it would save a lot of installation cost if I can go from stec 30 with alt hold to stec 55x, or 3100 if it is stc'd, comparing to installing a whole new system of GFC500...

For someone who flies IFR a lot, what's the point of LIDAR? Isn't it going to shout non sense number at you all time? And isn't the the whole purpose of having a radar altimeter? to prevent cfit in imc?

That would explaining why cylinder 3 reads lower than all other cylinders i suppose

I dont quite remember the exact temperature, but at ten thousand feet with isa -5 that’s around -5c. ISA +15 would be around 10C. -30 is freezing at 16k ft. That’s ISA-15. my factory gauge is on cylinder 3 and i somehow have 2 temp prop on that cylinder. It does agree with my engine monitor though. My factory gauge mostly set pretty low in the green arc. That’s at 75% power. I recently had the oil cooler flushed and oil temp prop calibrated which is why there is another red marking to the right of the original red marking. I was getting high oil temp this summer, but now it seems to be pretty cool.

I have an old EI engine monitor in my plane and I usually see 300-350F on temperature in cruise with cowl flap fully closed. Temperature is around ISA-5 ish. This summer I did see some high temp when it's ISA+15 outside and highest I've got was 390 ish. It is my first year owning a mooney and I'm quite surprised by how cool the cylinders are. However due to the age of the engine monitor I won't put in too much faith in the absolute reading. My cylinder 4 always reads 50F highers and cylinder 3, and cylinder 1 and 2 are usually somewhere between #3 and #4. Not sure where this differences comes from.

As a new 77J owner I’ve never flown with TKS system before, and it is my ultimate goal to own a FIKI late model K. For my job I fly a dash 8 100 with boot. There’s a total of 6 sections of boots and each blows for six seconds. In fast mode, after each boot is cycled, it was take a 24 seconds down time. So it’s a one minute cycle. I also fly in the area that’s possibly have the worst icing, northern Ontario. From what I heard TKS works really well for slower airplane like caravan, so I suppose it can handle a reasonable amount of ice. Most icing don’t build very fast and many forecasted moderate icing on Canadian GFA is barely even trace ice. Worst icing layer is usually not very thick and I imagine for a turbocharged Mooney you would have no problem getting over it. As long as you don’t fly into any SLD or freezing rain forecast, top of active TCU, or a heavily precipiting cold front, my experience it the ice is usually light and very manageable. Most of the time when ice is accumulating fast, you can hear and see water droplets hitting your windshield, even without SLD or FZRA forecast. For us we usually check the accumulation again and punch through, but I imagine that would be a great sign for smaller airplane to decide to turn around. Be fearful of freezing rain though, I’ve flown into some crap that I picked up 2 inch of ice (shown on windshield wiper’s ice detection post) in one approach, roughly four minutes. That would not end very well for any smaller planes. keep your speed fast and be vigilant, that’s all.

I’ve got another update. My mechanic sent me this picture earlier today, showing the two gasket are mounted together without the spacer PN LW12347, which is exactly what Mooney SB 120 was talking about, and that previous thread mentioned. This is outrageously incompetent from the mechanic that installed this engine. It could’ve very well caused a crash, and it had happened before (N11385). I’m going to report this occurrence to transport canada, and meanwhile I’ve order the spacer and hopefully it will arrive soon.

About a quart ish. The shop that last touched the prop governor was the shop that installed the engine after it was overhauled. It has since went out of business as far as I know. I've never worked with them personally but the previous owner seems to like them.

So here's an update. Flew the plane to Toronto on Thursday and my mechanic had a good look at it. He cleaned the engine bay then sprayed some developer on the rear. It's not apparent that the leak is coming from the prop governor. As seen in the picture. The leak doesn't occur unless the power is above 20 inch manifold pressure and prop is pulled back slightly, so that's why the previous ground run did not identify any leaks. I read on this thread and it seems it is a common occurance on dual mag engines. But it seems in my case the spacer is there, but the second gasket is missing. The first gasket between the spacer and the engine is clearly visible but it seems the spacer is in direct contact with the prop governor and we can't see any gasket in between. Has anyone seen this before? My mechanic tried to tightened the bolt but the space it too tight back there. So i have to leave the plane with him and he's going to remove the governor and reinstall it properly.

Rather than putting in old turbine engine with more horsepower into piston planes which already have big bore cylinders, it’s probably more realistic to expect a mid body or even short body Mooney with a PBS TP100 conversion. 241 hp weighing only 135 lbs, that’s 150-200 lbs extra useful load comparing a IO360, also comparing to a naturally aspirated engine it will come with better high altitude performance. Imagine a 20J at 120000ft cruising at 180 knots… fuel burn also isn’t bad according to the manufactures number, .86lbs/hp/hr, that comes out to 18.4 gallon at 150hp (75% of 200hp). By going higher it can burn even less fuel. It is indeed double the fuel burn of a IO360, but with a future where avgas supply will likely decline, it might be a plausible mod. Also in Europe and canada jet fuel price is significantly cheaper than avgas so the total fuel cost will be much closer. If it is used to replace the tsio550 in the acclaims, the fuel economy might looks better. Cost for the engine is unknown, but a similarly sized turbojet, the PBS TJ100, used by Sonex Subsonex jet is $75000, considering there will be more components like gears box, 100K would be my guess?

I'm also not saying RMA is bad. They did an excellent job with the avionic install without going over the quote, and turned the plane around in only 2 weeks with a very extensive annual and avionic installation. They got a lot of things fixed and found some problems that I've long been suspecting, which some mechanic told me it is ok to leave it as is. I previously had a bad experience with a avionic shop in Toronto which charge me with 100 hour in extra labour and a full extra month for basically the same installation. So I was looking for a different, more experienced shop to avoid something like that.

Because I was planning to have a pair of garmin G5 installed and not much avionic shop can do both annual and avionic work. I usually visit Oasis Aero in Minnesota which is much much closer to me (two hour comparing to a six hour flight) but they can't do annual on Canadian plane. I also have a mechanic that I used to work with when I still live in Toronto, he is very knowledgable about many different type of airplane. But his shop is pretty busy and turn around time can be longer than what I hoped.

I will confirm with the mechanics tomorrow how they tightened that crush washer, when canadian thanksgiving is over. Both shops mostly works on PT6 equipped aircraft like Air Tractors and Twin Otters. So they might not know.

Can you elaborate on how it is suppose to tightened a bit more? Non of these mechanic I worked with are mooney mechanics, and they mostly works on turbine aircraft. I wouldn't be surprised if they didn't tighten it properly. Is it supposed to be torqued to a specific torque, then add another 135 degree after that? I will confirm with those mechanic on how they tightened the crush washer.

The dipstick was re-tightened with a new gasket during my recent annual in september. I don't see any oil at the bottom of the dipstick tube so I suppose it isn't leaking.

That crush washer is our first suspect. We’ve tighten it twice so far with another attempt to replace it with a new crush washer, and it still leaks. Either these mechanic I’m dealing with away from home is incompetent, or that’s not where the leak is from… My own mechanic is now telling me to check the vernathrm valve which is just below the oil filter, but I’ve gave up already. Flew the plane home on a three hour flight with a stop halfway yesterday and lost about hall a quart of oil. Whatever is leaking, isn't actually leaking a huge amount of oil. It just makes a huge mess. I’m going to call the engine shop that did an field overhaul on it only 80 hours ago and see what they think on Tuesday, when Canadian thanksgiving is over, and then decide if I want to fly the plane to Toronto or Montreal to get this leak fixed.

Yorkton SK. I actually started my trip in Springbank with Rocky Mountain aircraft. They were doing some clean up after an avionic installation and did my last annual inspection last month. The noticed the oil leak and they also thought it comes from the oil pick up screen. They tightened it and did a ground run with no leak found, and sent me on my way…