bradp

Yes needle is always slight negative when the battery is not charging. Voltage on the bus is 13.4 or 13.5. It's been like that since the first day I've had it and always accepted it. You should see what happened when I almost ran down the battery... the alternator was definitely charging the battery properly then. Thoughts? I'm scared of electrons in general. Sent from my iPhone using Tapatalk

First night flight with the Nulites. I like them. They are wired to the glareshield Dimmer and come on just before light from the glareshield is noticeable. I usually like dim dim dim, so they work well for me. I noticed one issue is my ball is not quite centered. I didn't notice it on the ground, but am going to double check tomorrow. It's either needing an adjustment or more likely my panel shock mounts have gone and need to be replaced. Half way done fixing the glareshield although no pic for that. I fiberglassed the back. Then made a cut for the center post. I'm going to bondo some imperfections, prep and repaint the whole thing. Then, I'm actually going to make a negative mold (hopefully high quality with a gel tooling coat) for future use. Finally, I'll have it leather wrapped or do it myself if I feel up to it. As long as it comes out better that I started I'll be happy. Good winter basement project. :-)

Last night 50 ROP at 9500. Amazingly, somehow inside the DC class B. The ASI seems accurate. However the little card there to calculate TAS is off... it was indicating180 MPH = 160 ktas. Nope ...

It kind of looks like the rear is more flush than the front, but there isn't a side on picture. Is that so? Sent from my iPhone using Tapatalk

I'll take a look tomorrow when I'm out at the hangar. It could be that they're already adjusted maximally. Sent from my iPhone using Tapatalk

I know that my right gear door hangs down 1/4 inch or so. Every AP I've asked about this has not wanted to go fishing. Including MSC. Say it's not worth starting from the beginning re rigging the gear. I've gone along so far and just left it be. Sent from my iPhone using Tapatalk

Zombie thread alert. This came up in the current discussion of J speeds. I was just wondering if the original poster ever had a resolution to his problem Sent from my iPhone using Tapatalk

Bingo. Sent from my iPhone using Tapatalk

What Bob said- tubes are important. I have airstops on and filled with nitrogen three annuals ago. I've needed to add air to the tires mostly with seasonal changes. They work well.

The inner gear door takes about 3 min to remove with like a 7/16" IIRC. I'd take it off and position the dolly so it's away from the outer gear door. Sent from my iPhone using Tapatalk

I was trying to figure out why - for a plane with a nearly identical engine, fuel servo etc., how it could be getting a TAS that seemed quite high while supposedly running LOP. Gsrxpilot is absolutely right that LOP or ROP doesn't determine an absolute CHT number. Also right that you can't infer where you are on the mixture curve based on CHT alone. However since I run the same engine and presumably have a similar airframe I can infer that those CHTs are not typical for LOP (meaning, say -10 F for the richest cylinder) or even peak mixtures at that altitude and RPM/MP combination. They seem high and in this case they are due to inadequate air cooling. I'd have to actually try hard running maybe 25-50 ROP to get those CHTs at that alt MP and RRM combination. That's why I was questioning where he was on the mixture curve. I think, based on whatever data we've consumed, that most of us will subscribe to the idea that the cylinder pressure and CHT will be lower for a given value LOP as for the same value ROP. Sent from my iPhone using Tapatalk

Mike I wonder - at 9500 I'd expect to be running LOP at 8.5 GPH and 2450 rpm. But but but those CHTs seem rather high for anything LOP even though it seems like a summer Florida day at that altitude. Other possibilities are the K-factor on the FF transducer is inaccurate. My bet would be that based on the CHTs this is peak or a bit on the rich side Sent from my iPhone using Tapatalk

Marauders pictures are making my visits to Mooneyspace pretty much NSFW and me more productive. Sad. Sent from my iPhone using Tapatalk

There is some tasty Cuban food in Key West too Mike Sent from my iPhone using Tapatalk

As winter rears its ugly head... and as hanging out and fiddling with airplane stuff is my form of mental Yoga, I'm trying to think of a good way to heat the hangar so I can continue to fuddle. I am going to be moving in 6 months and this is a rented T-hangar, so I don't really want to spend a lot of time or money properly insulating it. I really am just hoping to have some warmth when I want to work on something. For those who live in the cold climates, what do you use for hangar heat? I currently have a little red dragon engine preheater, which is not unlike a torpedo heater you find at many construction sites. Flame in an enclosed environment that contains flammable vapors of various sorts is a concern. Fumes of course are a concern in any enclosed space as well. My hangar neigbor has a torpedo heater that he uses with the door ajar and sits in a lawn chair under his high wing and drinks beer :-) I was thinking about those patio gas heaters. Ceramic heaters would be the preferred method, but I think they'd be relatively ineffective. What I think would be the best method would be a couple of those infrared french fry lights strategically placed. What do you guys think? Brad

I believe historically on 4-cylinder Lycomings #3 ran richer so that's why the single EGT gauge was attached to #3. Or so I've heard. It may just be that was the cylinder with the shortest and most simple wiring run. -B

I may have the best Drive Tome / Mooney Time ratio. My usual calculation is driving is three times slower once you actually takeoff (not counting preflight, etc). I go from Pittsburgh to central VA as my milk run. Not many roads in WVa over the mountains so a giant detour is required and 221 SM trip is 6.1 hrs on google. By converse it's 175 nm straight line and 1.1 hrs. Let's add another hour on for driving to the airport, preflight, engine warm up, and buttoning up at destination, make the Mooney is 2.2 hrs. With a toddler and a dog, the 6 HR car ride easily becomes 8 hrs. So realistically the fly drive ratio is 3.6:1. Raw numbers wise the ratio is 5.1:1. In my wife's jeep, we will spend $30 in gas each way (12 gal x $2.50/gal). In the mooney I spend $65 in gas (about 13 gal x 4.75). I'll take flying any time I can. Sent from my iPhone using Tapatalk

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One comment. The landing. Your co-pilot has the appropriate lip pursing that should be done by the Pilot Flying during the landing. You need to work on your lip pursing. Welcome to the forum. Great video.

This is last weeks flight to visit a family member in the hospital. Certain NJ Mailing List Mooniacs may recognize the quarry. Great fall flight. Unfortunately we just arrived into the dismal FIKI-party of Pittsburgh winters. Sent from my iPhone using Tapatalk

I plan 150 LOP at 5500 or 6500 2500 RPM 9.2-9.5 GPH. . 148 ktas at 8.5 GPH. ROP 11.2 GPH at same altitude I'm 156 ktas I have my gear door fairings off now so that loses me 2-3kts @mike_elliot what's your configuration- you may have the most efficient J I've seen. Sent from my iPhone using Tapatalk

Thanks Anthony - I can see what you're talking about if I turn the screen brightness all the way up. I'm a battery CB. :-). @m20doc Clarence what's the giveaway for a solder line crack? Sent from my iPhone using Tapatalk

Certainty the stinky pants are still part of the embargo Sent from my iPhone using Tapatalk

Would someone mind putting an arrow on the solder line crack that Clarence pointed to and the fuel stains that Anthony pointed to. My eyes must be bad. Im just not seeing it.

I ordered various size stainless screws from McMaster Carr. I think it looks so much better but I may be about the only one to look down there. Congratulations and welcome to the forum. Sent from my iPhone using Tapatalk