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About takair

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    Won't Leave!
  • Birthday 11/04/1968

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    Oxford, CT
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  1. O&N sold the business. The new company is setting up PMA to manufacture them. There is a link from the O&N web site. There is also a thread about the situation here in Mooneyspace. They are the only game in town and I don't think you will find them used AND with paperwork.
  2. Paul i'm feeling pretty ignorant right now reference activating AND cancelling flight plan via iPhone. I understand filing via ForeFlight, but have to admit I've never thought about the opening and closing part. At my old airport, it was almost automatic to have flight following, but at my current airport it is more of a chore. Would you mind pointing me in the right direction...perhaps I'm not the only one unaware of this. Thanks...
  3. Checking with a friend who used to have a complete prop for sale...
  4. Great idea. 26 "E" minutes from me. Would be like 10 minutes in the "R". Would be great to safety in a newer Mooney. It's been a while. Anthony and the NJ guys get together frequently, but sometimes it's a little out of the way for us on the wrong side of NY.
  5. The K type probes require compensation of the cold junction. If there are multiple junctions ( splices, connectors, etc) at various temperatures (cabin, cowl, instrument panel, instrument), especially if they are different metals, they will generate false voltages which shift the accuracy. Ideally, you would have two junctions, the hot junction at the TIT and the cold junction at the processor. That is hard to achieve in practice. It takes time for the circuit board temps and connector temps to stabilize and these can make the voltage shift. Not saying this is it, but it can happen. The fuel density is certainly a valid theory as well. Don, How much does your temperature shift from 1600 over an hour? I guess that would give us a measure of degrees per gallon....
  6. I suspect this may be the result of the cold temperature compensation circuit in the instrument. (I spend too much time staring at temperature instrument behavior in my shop). It takes some time for the engine analyzer temperature to stabilize (power supply, display, etc) and each cold junction (splice or pin) causes a slight error if they are not at the same temperature as the compensation circuit. So, what you may see is a circuit that is not perfectly compensated for some time. When you relean, the thermocouple circuit is stabilized and technically more accurate. I suspect that if you checked peak, it may also have drifted a few degrees, so you may only be at 100 ROP one of the two times...
  7. Don I'm curious, would you normally lean to peak and then go rich to 100ROP or are you setting to 1600 knowing that this is 100ROP? In other words, do you typically see a peak of 1700? Do you ever see red line before reaching peak?
  8. When you have the cowl off, look for telltale signs of a leak. You will typically see a white discoloration. Look at each exhaust stack junction and especially where it is bolted to the cylinders. Also, where the tailpipe connects to the muffler. I am thinking you have a leak in one of those areas.
  9. I would personally be surprised that you would get that much through the rat boot. They are rather outboard of the airflow in flight. You may want to check for an exhaust leak outside of the heat muff. You can get leaks at each joint and at the cylinders. Also check the firewall for leaks around harnesses and other feedthroughs. Also, the nose gear doors not closing could be a source. Not saying not to change the rat boots, but I'm afraid you may have another source of leakage.
  10. I apologize to the moderator. Just noticed the note that businesses should not post here. I had not noticed that previously and thought I was following convention. Will move any future posts to the Vendor forum.
  11. Even though I have been flying with Auto-Lean for a few years now, I still find new benefits. There have been a number of threads regarding aggressive leaning on the ground to prevent spark plug fouling. It just happens that the way the Auto-Lean actuator is rigged, you can slew the mixture to the lean stop (of Auto-Lean) for taxi. It happens to be a setting that allows the engine to continue to run, but will limit your power noticeably if you attempted to take off without setting it rich. In fact, I get a reminder to go rich during the mag check when I can't quite get there. One could even set the HOLD temp feature once leaned and the fault light would blink if you moved the throttle significantly, providing another reminder. Just slew rich prior to takeoff. One might even use the slew feature to find best power from the lean side of peak for high DA TO. I have not tried this, as I am close to sea level and don't notice a huge difference. After landing, another opportunity to use this feature....one could simply slew to the lean stop once clear of the taxiway. This was not an intentional design feature, but I have found it useful lately. So now I have chock to chock utility. Taxi, climb, cruise, descent, and taxi back. Just thought I would share this.
  12. I agree, but it can be difficult to get it back on exactly as it came off. The exhaust and flanges warp slightly and the clamp is trying to pull it back together. If it has the right amount of malleability then it may be ok, but as the clamp becomes embrittled it may be a set up for cracking. Not a metallurgical engineer......so I could have it all wrong.
  13. As I recall, they can start to crack around the inner circumference where they are difficult to detect. Once the crack progresses and the leaking starts, all bets are off. I suspect that the metellurgical characteristics are degraded from optimal due to the constant heating and cooling cycles, this likely affects the ability to get safe torque and seating after some amount of reuse.
  14. Thanks for your note. This system is even more likely to appeal to folks "without fast acting probes or non fancy egt systems". The kit comes with its own probe, which is "nominal acting". The probe is really a compromise between speed of reaction and long life. We use an off the shelf probe from one of the other manufacturers. The new STC, due approval next week, will allow use of faster acting probes, if desired. Our proprietary software is self adapting. The new STC will allow you to tap into the existing probe, if you desire, but I would suggest using the included probe for your install. Most of the 4 cylinder Mooneys would install the probe in cylinder 3 for ROP operations. As far as a video, I am happy to get some more video of anything requested. I probably have some raw footage, but it is much like watching paint dry. The motion of the actuator is very difficult to see without time lapse. The speed of motion mimics the response time of the probe and thus the human who takes the time to wait for the response of the probe. The only time the movement of the actuator is really obvious in video is when it first starts to seek an initial temperature rise and after reaching peak, during ROP operation. I have seen folks lean to peak, but not really wait for the full response time (really temperature saturation time) of the probe. For example, if you were to just pull the mixture back at a rather rapid rate, you would see a peak temperature, but it would not be real. That is the beauty of the Auto-Lean, it is very patient and does not get distracted. This is not a problem for everyone, but I prefer to just watch the system do the work for me. I don't know if you looked at the web site recently, but I did add some photos of the steps to use Auto-Lean. Only one or two steps for any mode. We are also working on an improved, more attractive, Vernier disable. It is already flying and can be installed as a minor, but is not part of the STC yet. As a side note, I only have one of the original kits remaining and I think it will be sold today to somebody who has been calling. I will have our AML-STC next week and I am taking pre-orders for the new AML kits which should be able to ship in February or March. As another side note, if you go to our web site, you can also get a sneak peak at our new Auto-Heat system. It finds and maintains desired cabin temperature. It was a customer request, and I am happy with how it works. Already working with the FAA on that. It looks like they may consider this a minor alteration. If that is the case, we will be taking pre-orders for those as well.