Earl

Quote: seebruce A few more question. I'm having trouble applying the brakes, especially when turning. The pedals rotate so far back that I can hardly bend my ankles far enough to engage the brakes. Is this normal? The log books indicate that both disks and pads were replaced 2 annuals ago and only have a few hours on them. Does anyone know if there is any way to adjust the brake linkage to lessen the travel at the pedal? Also I'm noticing that one of my speed brakes doesn't completely retract into the wing. It sticks up about 1/2 of an inch. It pushes down easily by hand and doesn't seem to have any binding. These are Precision brakes. Has anyone had this problem? Bruce

Quote: Piloto Keep in mind that the paper 2900 pounds gross weight increase does nothing for the performance of the M20J. If anything it makes the plane letargic above 10,000 feet. If you want real gross weight increase with increased performance you need to do the Missile conversion http://www.rocketengineering.com/missile/conversion.html. The 2900 paper increase gives you 14.5 ponds/HP while the Missile gives you 10.6pounds/HP. This translate to a 50% increase in climb performance over 10,000 feet for the Missile. In aviation power is everything. José

1) Flying is hours of tedium and boredom interspersed with moments of sheer terror. 2) Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect. 3) from my Dad: It's not the fall that hurts you, its the sudden stop at the bottom. Apply that to flying.....

It seems like a good price but it is very, very weird to be selling an airplane with the engine removed. Wonder why this is the case. This one would deserve some serious scrutiny of the logbooks and a really good explanation. Lots of information missing from the advertisement.

Quote: DaV8or What would you do now?

Quote: FlyingAggie Today we experimented with operating my "new" Mooney 262 LOP. My instructor was impressed with how smooth the engine ran LOP. It seemed to run smoother LOP than ROP. The a/c is equipped with GAMI's. At 50 degress ROP the fuel flow is about 11 gph, but at 50 degrees LOP the ff drops to about 8.5 gph. I know for the Lyc IO360, the formula for amount of power is P(hp) = 14.9*FF(gph). Does anyone know the power formula for the TCM TSIO360? I am now 8 hrs into my Mooney transition training, but feel I have only scratched the surface.

Quote: KSMooniac If you find a candidate plane away from home and it passes your initial screening, then you can ask someone from here (or AOPA board) if they would be willing to put eyes on it and see if it meets your expectations. Then you can move forward with a plane ticket and pre-buy inspection. Some folks have purchased planes sight-unseen after a successful pre-buy, but I wouldn't want to do that, especially the first time

Quote: jmills China has good anti-tort laws... I'm just saying, careful what we wish for...

Quote: skyking Hey!!!! I work for an Oil Comany! How did we get dragged into this?

Quote: docket Good thing I am an oil and gas lawyer. All I ever have to convice a jury about is that the oil companies are evil.

Quote: rgaines If Lycoming actually concealed known defects do you really want tort reform? First, tHe article did not state that the plane was overloaded. It stated the plane was near its maximum weight. Second, the jury found that the crash was caused by a faulty carberator - therefore even if the plane was overloaded that possible fact did not cause the crash. Third, the jury apparenty found that Lycoming concealed a known defect. For the moment assume that Lycoming did conceal the defect. If this is true why ask for "tort reform" to protect Lycoming? Finally, the court may reduce the jury award depending on the circumstances.

If you wonder why everything in aviation costs way more than it should look at the following article. http://www.philly.com/philly/business/homepage/20100407_Phila__jury_awards__89_million_in_plane_crash.html This was an 18 year old plane that was overloaded, probably out of CG that crashed. So the engine was fine for 18 years and who knows how many thousands of hours and suddenly Lycoming is responsible for the accident. This is just one of many reasons we need tort reform in this country.

Quote: KSMooniac What is the nominal max MP supposed to be? It sure sounds like an induction leak to me, and perhaps one on the exhaust/turbo side as well. Has the shop tried to pressurize the system and use soapy water to look for leaks? Good luck with the troubleshooting! Remember that you'll need a leak-free system for GAMIs to work too. Another small consolation...GAMIs aren't that expensive, at least compared to most things in aviation...

Scott: I spent the day at the MSC in Rome troubleshooting and we fixed the fuel flow problem and tightened a few items. I will check with him on the JPI install to see if that's the problem with the CHT fluctuation. Thanks for the insight. After all that it seems I am still stuck figuring out why my max MP is only 34" even with 24 gph fuel flow. Also discovered that the magnet that holds the alternate air door closed wasn't connected but after fixing it I still have the lower MP issue (was hoping that was the issue). We pulled the cover off the turbo and it looked fine. May be induction or exhaust leaks although I understood those would only show up at altitude and lower power settings. Maybe a wastegate issue. We did find one leak around a coupling that was a little worse than what you would expect but nothing major. Still a bit of a mystery. Otherwise seems to be working well except the fuel/air balance letting me run LOP. Will try to get the injectors serviced first and if that doesn't work I will need to go with the GAMI injectors. Hope not! Thanks for the help.

Quote: Immelman Yes. I currently have a KX165 & KX155, both with glide slope receivers for some reason (its actually kind of nice to get that '2nd opinion' when shooting an ILS). The 165 drives a King (mechanical) HSI. As I understand it, the 430 can drive this, so I would not need to buy a garmin CDI, further reducing the upgrae cost.

Quote: Immelman That's where I thought of this thread: Jimmy suggests that a Garmin 430 is worth about $5K extra when pricing a used airplane. WAAS, 2500 more. Now my mind starts doing arithmetic: 7500 in value, install cost around 11K, and I'd get *some* money from selling off one or two radios that came out (good radios, KX165 etc). Suddenly writing a big check to get an IFR GPS makes financial sense -- not in the sense that I'd come out money ahead (I'm not delusional), but that I'd only be putting a couple thousand into it that I would not get back if I sold the airplane in a few years.

Quote: carusoam For comparison, I opened the EZ trends software today that I downloaded from JPI. It has some sample data, one of a 6 cylinder engine. The same phenomena appears, EGTs are shown to run consistently (at least within their scale factor). Some cyllinder head temperatures appear to vibrate up and down. Some cylinders show steady temperature (again, within their scale factor). I was looking for trends, such as all cyllinders on one side, or the front or back two.... Unfortunately, I have not learned to save and attach the JPI file. The file name is SixCylSample.dat from JPI and it contains two flights #10 and #11. Both indicate the same phenomena. Things to check when the cowling is off. Tightness of the sensors on the cylinders, Tightness of the baffeling around the cylinders. There is quite a windstorm around the cylinder sensors, a mixture of hot and cold air blowing around.

Here's the return flight. Same issue with the CHT's.

Attached is the plot of my flight to Orlando. As you can see I had several altitude assignments through the Class Bravo airspace. Once I finally got to altitude I flew at 11,000 feet at 65% (2,400 rpm and 25" MP). Since I can't run smoothly LOP I ran 100dF ROP burning about 13 gph. My engine has around 400 hours since a Mattituck OH. I have a few questions about the plot, especially from other 252 owners. Forgive me if my questions are dumb but before I had the EDM I just didn't have the sense to pay much attention to some of these engine parameters: 1. Is it normal for the CHT to be so erratic? I don't recall that from the APS course. The EGT values were much more consistent. If you look at the coolest cylinder #2 it is much more consistent than the others and the hottest is the most inconsistent. Of course I am compressing a 3 hour flight on a single graph so that may be part of the apparent problem. But I am curious if this indicates a problem or is normal. 2. The difference in EGT between the hottest cylinder (#6) and the coolest (#2) ranged from 60 to 70 dF. The CHT range was from around 300dF in # 2 to between 360 and 370dF in #6. The increase just past 14:30 was due to leaning. Do these numbers seem normal and am I still running the CHT on the hottest cylinder too high? 4. On climbout I showed max fuel flow to be 20.7 gph and it dropped to below 20gph above 7,000 feet. I was told by the MSC that fuel flow should be closer to 24gph at max power and he is going to increase it on my next visit to his facility. I also noticed MP dropped to 33" above 7,000 feet and assume that is normal even with a turbocharged plane. I guess I never paid that much attention before to my MP on climbout so maybe this is a normal drop. 5. Is there anything in this that gives you anxiety about the management of the engine or its health? Thanks!

Quote: Buster1 Wow, it's really dark, half as much as the GPS sitting to the left. Is that normal?

Quote: KLRDMD I am curious about the use of speed brakes on gusty days. Can you expand on how you do that as I have never used that technique. I usually just do a no-flap or half-flap approach depending on the winds, the gusts and the crosswind factor.

Just a short flight from KRMG where the MSC installed to KRYY (less than 30 minutes). My flirst long trip is tomorrow to Orlando to pick my son up from college (between 2-3 hours each way). Will definitely run a GAMI test and play with LOP operations. Based on my first use I am doubtful I can run LOP right now because there is too much of a spread in fuel flow between cylinders. We shall see when I have more time and am at altitude.

Here's what it looked like before the EDM.

Here it is. Not the greatest picture as I took it with my Crackberry.

Quote: Jeff_S Gentlemen, please check your calendar for today's date and re-read my post with that in mind!