Cruiser

All the more reason you should know your avionics shop and their reputation. This shop was trying to correct some else's work, they did not have the benefit of involvement in the original installation.

ChrisV, Consider that you started with the benefit of someone else's 15 hours of work. Work that they did NOT have ahead of them. Intermittent problems are very difficult. You found it preparing for the work by pulling the avionics out of the panel. (not troubleshooting) Glad you got the problem fixed.

Scott W, You know you want a Mooney. so just go buy one................... They fly like all airplanes do, you pull back they go up, you push forward they go down, etc. But in a Mooney, you look soooooo, coooool doing it. Plus, when you are hangar flying you get to say, "I own a Mooney". as the rest of the pilots around the table have that look of envy in their eyes.

like this..........

While Nick Pilotte's comments were constructive in advice and consideration, yours added nothing to the discussion.

Peter, you are being very childish with this persistence to bash Aspen all the time. I feel sorry for you.

what "risk" are you talking about ? How does that "risk" change with/without insurance ?

Since the indicator works, i.e. it shows RPM after the engine warms up ? It would seem that part is working. Since the mags were worked, i.e. they were removed and serviced then reinstalled. It would be the most likely place to look for a problem. The pickup sensor is not part of the mag. It screws into a port and "picks up" magnetic signals from the rotation of the mag parts. It should be easy enough to remove this pickup and have it checked. These are third party parts purchased by Mooney. There should be a part number replacement in the parts manual for your air frame.

is it the indicator gauge or the pickup sensor on the mag.

In general the horsepower is determined by the the engine. It maybe limited externally by the governor and accessories. The only purpose of propeller change is for optimizing performance in specific sectors of the flight. i.e. take-off, climb, cruise etc. the original two blade M20S was optimized for in flight cruise and it set the NA speed record for certified AC at the time it was introduced. Unfortunately, it had a severe limitation in take-off and climb performance. Changing to the three-blade prop was a significant improvement on take-off and climb but did impact the cruise performance somewhat. McCauley STC# SA00956WI was issued to CAV Ice Protection and offers no change to HP. The propeller STC -- SA02988AT changes the RPM limitation to 2500 and increases the HP to 280 (same as the M20R) https://rgl.faa.gov/Regulatory_and_Guidance_Library/rgstc.nsf/0/a758a46bd17ea47a86257014005440aa/$FILE/SA02988AT.pdf

check the configuration on the Aspen Main ARINC 429 config page. Set IN1 to LOW - Honeywell EFIS Set OUT to LOW - GAMA 429 Graphics w/INT Set VNAV - Enable Labels (this is probably what needs to be changed) edit add............. if speed is already set to HI it is working, don't change it to LOW.

seems Garmin has a strategy of internal integration. That is Garmin works with Garmin ................ If you want compatibility with many different manufacturer's equipment go with Aspen.

Flightaware shows him inside the Class B southwest of V105 but he might have had more communications by that point. Don't know.

very likely the pilot was returning from a protest event .................... attitude.

you can sue, but I don't know how that works in Canada. You can be quiet, pay the bill and chock it up to lessons learned. You can threaten the business with bad publicity You could arrange a completion date with performance penalties for each day over that the plane is not in completely working condition. Determined by a third party. One thing for certain, please, please, please have the plane thoroughly checked out to be certain EVERYTHING works before accepting/paying the bill.

the most important fact is that there are 84 Cirrus airplanes in flight and only 11 Mooneys. Sad.

so your survey is as flawed as a national poll. All Cirrus have IO-550 Continental engines. Most Mooneys have Lycoming 360s only the long body would compare to the Cirrus. What are you trying to prove ? What is the point of your comparison?

I would be interested in the rudder trim complete with all hardware.

If you are thinking of mixing and matching different manufacturers in the future, Garmin is NOT your best choice. There are a lot of innovative avionics products and your best choice for compatibility (of different sources) is Aspen. They encourage and work with the little guys to give you the opportunity to install and make them work together.

I have a JPI 830 connected to the front port on the pilot side of the case. It reads about 10°F higher than the OEM. It is stable and the response is the same as the panel gauge. It reads 170 - 180 during normal operation. Long climbs to 8 or 9k altitude during the summer heat and the oil will get to 205°F but quickly comes down to 180 in level flight. Something is wrong.

"too hot" is a relative value but I agree that heat is the culprit. The wear and alignment are the failures and the heat is the accelerate. The more heat the faster it happens.

The failure is always the same. yours is classic. A hot spot because ................... On one hand, it is incredible that the internal combustion engine even works On the other hand, why just the #5 cylinder and not any others? They all were exposed to the same operating conditions. Let's rule out operator error. The most likely reason is the slow wear of the valve guide combined with poor manufacturing. The valve must fit in the guide and the angled surface must seat evenly all the way around. When the valve guide begins to wear (why?) it allows side loading on the valve stem from the rocker arm to push the valve a little to the side as it is opening. This side load put more pressure at a point somewhere on the seat and less pressure elsewhere. At some point the valve stops rotating. The lack of contact in the seat because of this mismatch reduces the transfer of heat from the valve face to the seat at that point. At 2500 RPM this is happening a whole bunch of times (you can do the math) Repeated cycles of less and less heat transfer from the valve face to the valve seat results in the what happened to #5 in the picture above.

it is behind the left covering in the passenger foot well under the center stack.

the annunciator is fed from the relays.

what you want is a fast, capable, U-haul. The Cessna T-210 is the ticket for you.............. 6 seats, roomy, two doors, lots of UL. My hangar neighbor has an absolutely perfect, very nice one for sale You should look at it.