jackn

You have some nice toys!

Congratulations on a great job! You obviously are a cool head. The TSIO360 cylinders are tough, I was told they are beefier than the big bores. I remember seeing a video from TCM showing a big guy manually screwing the head onto the barrel, yikes. I don't think they do that anymore. As an aside, unless i'm in mountainous region or have to get up fast for some reason, I'll reduce power from 39" to 32" after about 700 agl. Just sounds better and I lose about 200 ft/min.

Really nothing more to add.

I have LoPresti Boom Beams. The cable is attached to the inside of my cowling and near the turbo. I’ve never had an issue with these lights and have never had to change a bulb in 8 years.

The 3(4) bladed props look great! The scimitars look really sexy & fast. But, I can remove/replace my cowling by myself, and (to me) the paddle prop of the mid-body just looks right for a Mooney.

It can be welded. Much cheaper solution. But, you still have to remove it. Good time to do a lot of other maintenance back there. Mags, #1 alternator, etc. Is there is any slipping on the starter adapter, good time to pull that as well.

Unfortunately, I’m not there, but I was watching AOPA Live. There is a segment where a couple of warbirds are on the arrival. They are told they’re following a flight of 60! Mooney’s.

Saw this announced at Oshkosh. Looks like a nice product. http://dynonavionics.com/pocket-panel.php

Savvy has a nice tool. Free upload & hit the ‘M’. In my case it was clear it was the lower #5 was a little weak. Not to state the obvious, but when you turn the switch all to the left it’s selecting the right mag. Anyway, it looks like your upper #1&3 plugs may be fouled?

A lot of nice features added to the GTX650/750 as well.

I had the cowling off today, so I thought I’d give a look. Big is the breather, one of the black tubes is the shutdown fuel condensate from both sides of the engine, but the third comes from the bottom of the wastegate actuator. When I looked it up, it said it was the power cylinder port drain. I guess some oil can get behind the piston, and this lets it drain out.

I’ve read a lot of how a NA can accomplish ‘almost ‘ as much as a turbo In mountainous reagions. This is a good video of a flight that could be accomplished in a 231 in about 1 1/2 hours that an IO550 took 6 plus fuel stop.

Big one is the breather. Crankcase breather goes to a very simple oil recirculator, then moisture and a little left over oil comes out here. Two small tubes are for condesating fuel for the right and left side of the engine that’s left after shutdown. Both normal.

It’s very unsettling when it happens to someone close to you. We have to think on it as a learning opportunity.

I understand what you’re saying and I happen to agree. Just sucks when the good people are taken away. Benny Krupinski & his wife Bonnie where members of the good people group and also great friends to our airport. They will be missed.

Need to vent. Yesterday, my good friend Jon Dollard, along with three passengers died in a plane crash. Jon was a very experienced pilot for East Hampton Airlines. EHA is a charter company. Yesterday, He was flying the owner, the owners wife and their grandchild in the Navajo when it crashed into the Atlantic just offshore. Judging from where the wreckage was found, it looks as though they were on the final approach for the RNAV28 approach into HTO. My wife & I were in the backyard under a blue sky, it was very warm and humid with haze and scud. We heard a series of thunderclaps, Is that Thunder?? When I looked at my weather app, you could see a lot of large thunderstorms developing all around us. It was happening fast. Jon & I flew many time together. In my Mooney, as well as the company Bonanza, the Navajo, and the Falcon 900. I posted here on MS a video of landing the Falcon, Jon is the copilot on that flight. Jon took his profession seriously, he loved to recite the FARs, the more obscure, the better. He believed in checklists(checklist, checklist, checklist). He had a wonderful sense of humor, he would tell a joke to a rock, Andrea & I enjoyed having him and his wife Ana over for dinner. The conversation never slowed. After the accident, Andrea reminded me that I told her many times that I could never do what Jon did for a living. He wasn't the kind of guy to take chances, but if you never flew on anything but 'perfect' days, you couldn't be a charter pilot out here. We have a lot of low visibility, low ceilings and fog days. I have to go now, but I wanted to get this out. Ill finish this later.

The ailerons are indeed referenced to the wingtips.

The airspeed switch is attached to the back of the airspeed indicator. There is a procedure in the maintenance manual to check it. Essentially, you put a piece of surgical tubing on the pitot tube and roll it closed until the switch opens. I think it opens when The asi gets to about 65kts.

I drew a simplified schematic of this circuit just to understand what is going on. It’s at my hanger right now though. As I remember, there are 2 switches that control the buzzer. One is the throttle micro-switch, the other is from the airspeed switch. Maybe I misread, but you have the plane up on jacks with the gear up. The buzzer will sound because the airspeed switch is closed. This is regardless of the throttle position.

I thought that might be the case, but both flaps are symmetrical and it doesn’t show up on the ground. I agree about not screwing with it, but was just curious.

My right aileron seems to lift slightly in flight. The left one stays flush. I can’t reproduce this on the ground. I thought I might have a worn rod-end, but all pushrods and bearings seem tight. The interesting thing is that the plane flys hands/feet off just fine. Just checking to see if anyone has experienced this.

HPN, Westchester is the easiest airport to get to. Lots of trains on the metro north line stop there. There are buses & cabs, and some fbo will send a car. Don’t know the hanger situation though. I’m sure that’s a tall order.