N201MKTurbo

If the pads wear to the point that the o-ring in the wheel cylinder gets to the corroded part of the bore, it is possible that all the fluid suddenly dumped overboard. I've seen it happen. This makes a big puddle on the ground after you re-fill it and pump a few times. The older master cylinders would make pressure no matter what, the newer ones need to force two pistons together to make pressure. if there is the slightest amount of air in the master cylinder this won't work. You may have not bled it enough.

I find that if you peak the cylinders one at a time and then record the fuel flow it is easier. I know some people recommend recording it as you slowly lean it or richen it through peak and then look at the recorded data. I don't trust that as much because of settling time. There is no way to tell how much the readings are lagging the real temperatures. About all you can hope for is that they are all lagging the same amount. The one advantage to recorded data is you can filter out the noise in the readings by just drawing a line through the center of the noise and use that. If you recorded it in both directions you could find the phase shift caused by the lag and average it out. As far as running LOP, I used to set the mixture by fuel flow, but my fuel flow gauge is a bit unstable too and I have been using TIT lately and I get much better results.

I would be happy to help You with it.

What happens in the cockpit, stays in the cockpit.

Nothing is safe these days. Everytime I go to a software security seminar, I’m amazed by what people have come up with. Not to mention that our government spends vast resources to find new hacks to spy and affect the computers in other countries. Kind of like the pot calling the kettle black....

I went to the AOPA fly in yesterday and talked to TruTrack. They said the Mooney install will be ready just after the first of the year. They also said they will allow and support non-dealer installs. I forget the exact price, but I think it was $5600

It doesn't look like there is anything wrong with the fiberglass on the cowl. It looks like the paint failed. It looks like the Krylon they used to touch it up is doing better.

I rode first class on the Eurostar from Paris to London through the Chunnel. It was WAY more comfortable then any airliner I've ever been on. And we got like two meals in the hour or so it took!

Did you read the attachment? or is it broke?

It seems like a good thing. HQ-16-14R1.pdf

Get in the plane and have someone run a garden hose over it and see where it is leaking from. Im betting on the door seal. Most of the other leaks will drain into the belly and run out the drain holes. Except for the old avionics bays, which are easy to seal.

Cool, maybe I’ll bring it over....

You are welcome to use mine at my hangar. I learned my lesson about loaning them out.

Your engine already makes less than rated power. Even at the low elevation you live at you are still above sea level. The point I’m trying to make is with proper electronic control of spark advance, full power can be restored after the manifold pressure is reduced to where the detonation margins are sufficient. This probably means that your sea level performance would be slightly less, but above say 4000 ft (a wild guess) your performance would be the same as it is now if not better. And it would not affect your gross weight, it would just increase your takeoff distance a little at low elevation airports.

You are correct, we would lose some peak horse power. But we almost never run it at peak horse power. By the time you climb a few thousand feet you are well below peak horse power. After the manifold pressure reduces some, the electronic controls can advance the timeing to the original value or more without worrying about detonation. The loss of power would be insignificant and have no effect on cruise speeds.

No, they just have less advance at full power to get the detonation margins we need. It will reduce takeoff and climb power a bit, but there is no reason to reduce cruise power. If it was a 200 HP engine and you ran it at 150 HP in cruise, you can still run it at 150 HP. The engine is more than capable of making that much power without detonation on 94UL which is 100LL without the TEL.

I predict that electronic engine controls will eventually be available for retrofit. They will become affordable and widely used. They will negate the need for 100LL and it will eventually fade away.

But who wants to pay $19/gal.

How much is a gallon of C20?

How did you grease the guide blocks? I rub grease into the rod and the guide block. Lift the rod off the guide block so you can work the grease into the phenolic. Have someone run the ailerons back and forth while you are looking and listening to see that it is running smoothly.

I wasn’t talking about pilot technique. I’m talking about approaching the stall perfectly coordinated and having the plane roll inverted violently with no warning. That shouldn’t happen. That same plane now gently stalls straight ahead with a pre-stall buffet like it should.

If they are rigged right they will stall straight ahead. If not they can snap roll. Unfortunately I know this for a fact.

What are you using for your air/ground indication? I'm using the output from the Avidyne and it is displayed on the transponder. Do you have any way of displaying its state?

Strangely, I never looked at the tail whale I was spinning it. There is a lot going on to turn around and check out the tail. The last time I flew a Tomahawk was in 2001 when I found the exact plane I used for my check ride and convinced the owner to let me fly it on the anniversary.

When I was getting my private back in ‘81 my instructor wouldn’t let me solo until I could demonstrate a spin recovery in the Tamahawk.