Awful_Charlie

Fixed it for you!

Neither of those green adapters look like original equipment - I believe they should be these (and as per the POH, with a green band) If you are using an "Oxysaver" or similar cannula, then you will need their adapter with a flow meter and flow control

Not quite - the differential controller is there to limit the difference between upper deck and induction pressure - no point in compressing to say 34" and then the throttle only letting 27" into the engine - the differential controller should limit the turbo output to around 2" above the MP. Unless you install a second gauge between the turbo and throttle, you won't know how well this is working. I fully agree that the exhaust is rather fragile though, and this alone makes it worth being conservative with EGT/TITs. FWIW I'm a staunch LOP runner, but then usually cruise at 30" and 2200 to boost efficiency (interestingly the engine POH has figures for 2000RPM, but the Mooney POH is moot about that, and I'm reluctant to try that for the cruise in case it is a prop/engine harmonics limitation). For the climb I shoot for 34", 2400RPM, 120KIAS, TIT max 1500, cowl flaps full open, CHT max 400, and for that 20-22GPH usually fits. My #1 cylinder is the hottest by far, substantially so in the climb, so if often the limiting factor. (my #2 used to be the coolest by far, so I added a bit of speed tape to blank off quarter of an inch of fins to bring it in line with the others) At 30"/2200 I'm normally in the high 12 to low 14 GPH area for about 165-185 KTAS depending on altitude (I prefer FL100-190) and don't have a problem keeping TITs sub 1650 and CHTs in the 350-380 area with the cowl flaps closed in up to ISA+20: when it's much warmer than that I may need to open the cowl flaps half an inch or more to keep the CHTs down. Moving up to 32" MP is more difficult for me to keep under 1650TIT/400CHT without going ROP, and then jumping to 17+GPH for a few more knots, so only do that when there's a stonking headwind or I'm desperate to make up a few minutes. 2100 hours on this engine so far, hoping to make it 2200! (and around 900hrs on the fine wire plugs)

I did the 10.2 upgrades with my A&P on both my 440 and 540. The 440 was first and went through fine, then we did exactly the same with the 540 and it wasn't fine - the unit worked as a navcom, the GPS got a position fix, but the navdata wouldn't be recognised. Initially we thought the unit was going to have to go back the the US, but we got a fix in the form of SB 601-00182-040. Glad to say that fixed it, but did required getting the user options dsf file which I have still yet to apply. As to using a battery minder "that never tripped" then the owner of the battery minder obviously failed to read the instructions of the battery minder, or was indeed exaggerating. The current draw on my aircraft with the master and avionics on and all other non-essential services is in the region of 8 amps, so a standard 10 a/h battery is going to struggle to do an hour, adding back 4A with a battery minder is still only going to get me to around the 2 hours mark, so we hooked up another 4A charger to the external port too - even with that the battery voltage had dropped to 25V at the end of the upgrade. Doing the two upgrades as recommended took a little under 4 hours. If you don't understand this stuff, then thoroughly recommend getting your shop to do it

Hope the winds are in you favour Bryan! Did an 1100nm leg last week (crossing a low pressure system, so headwinds all the way) : 7.5 hours airborne - really enjoyed getting out at the end

1100nm yesterday with up to 35knot headwinds - 30" and 2200RPM just about all the way - needed the help of Jose for that!

Been doing a bunch of flights recently at ISA+25 or +30 and at MTOW, although not often above 1000AMSL - performance seems to be close to book, although keeping engine (and pilot) temps under control has been a challenge

Well, we made it, albeit two days late due to permit problems. Amazing here, but very hampered by the firewall :-( Maybe Google with Zhengzhou or Shangjie will find something (that's blocked here too so no idea what's there, and no email either!) A couple of days more here, then time to start on the way home

Still heading east - vac pump seems to have recovered (was just the engine pump, horizon recovered with the standby), just lots of apologies to Bahrain for the botched landing and go around, and then a substantial mistake on the outbound flight plan.. Quick bite to eat now and then some zeds for an 0500Z departure in the morning for a very long leg

SO far, so good - still on schedule. Might have to replace the VAC pump as it might just have died tonight on arrival - if it has will be on the standby pump for a few days until we get the chance to replace it, but have the Aspen and castleberry too, so only loss is the autopilot if both the main and standby die https://www.flightradar24.com/data/aircraft/n2125k/#d129930 Next couple of days are going to be long ones - probably no update or photos for a few days

Your kid eh? Hmmm....

LRT = Long Range Tanks - not a lot of point in having the ability to load 780lbs of fuel if you only have 800lbs left between MTOW and basic empty weight (BEW ) IPC=Illustrated Parts Catalog - has the parts for each serial number, so you can work out the differences, MM=Maintenance Manual - similarly you can see if there are procedures required on your proposed s/n that you might want to address A MSC can get you the manuals on a USB stick for less than the price of a tank of fuel, and a wise investment I would suggest

It looks like an early one - check for the MTOW conversion (or what it will cost to get it installed) - LRT without that will be limiting Check the engine does have the oil cooled head mod (I would expect so, but expensive to add if not there) Might be well worth getting an IPC/MM to see what has changed in the intervening years and if there is anything there that you particularly dislike. Not sure what the transponder offers - you may need to upgrade for Mode S/ADSB (or accept a ceiling cap maybe?)

Very interested in how you cope with the attitude change for different IAS (and presumably weight/CofG) - I notice a change in indicated quantity between cruising at 110KIAS (normally in the flight levels) and playing the hooligan at 170KIAS (can only do that low down!), and I guess that is going to be more significant having recently added the long range tanks aft of the main spar

Is there not a thermostat for the oil cooler circuit in this model? I'm pretty sure there is on mine (the vernatherm), and it bypasses the oil cooler until ~160 or so

I set the Avidynes up for a 600fpm descent, and when it chimes then dial in 700fpm without touching the throttle - the increased speed more or less cancels out the difference. Still takes 20 odd minutes and ~100nm to get down from FL200! For mental planning without the GPS I use 200ft/nm, or 5nm per 1000'

Why did Boeing put the bulge on the top of a 747? So the pilot can sit on his wallet

Its just a Floscan transducer (on my Bravo anyway, and what comes with a JPI)- they come in a few flavours, but a 201 rings a bell. About 200USD

Don't go anywhere near it with a magnetic screwdriver! (unless you want to swing it again) A small syringe or eye-dropper for getting the last bit of fluid in I repaired one in an earlier aircraft and it performed fine afterwards. IIRC it needs an A&P signoff

I'm impressed - well done Andrew I know that four and a half months without my bird will drive me crackers! Good luck with the Wx tomorrow - looks like you'll have some headwind and low cloud to appreciate the interior!

Do job, 15 minutes Do job, write up that you have done job in government speak = 1 hour Do job, write up that you have done job in government speak, take evidence before and after that you have done job = 2 hours Will you work for a dollar an hour?

FIKI TKS, no A/C, tail cone vac pump and 13lb charlies (max is 19lbs btw) leaves me 991. Next diet (not this year, unlikely to be next year too!) will include getting rid of all the vacuum systems for about 20lbs, and then an MT prop for 10lbs off the nose

From "Prince of Darkness" Lucas Industries...

From one of the manuals, all pumps are 2000hrs TBO, filter every two years If the seals are currently good, leave them alone! If one starts leak you will soon see it Pipes are teflon, so on condition. I think just about all twins are noisy when the ice starts coming off the props - and I never like sitting in the prop arc line - icing conditions or not!

I've got the TKS prop, and had just had an IRAN on it after 10 years and 700hours (previous O/H done by a previous owner). The boots were starting to look a little tired after that time, and were €125 each inc fitting with the IRAN (3 blader on a Bravo). I don't do anything special with them, but guess some ICEX (as used by the folks with de-ice boots) or similar might help stop them degrading