kortopates

But if you ordered it right after this was published it wasn’t very far off. Sent from my iPhone using Tapatalk

I looked it up on my copy of the AFMS and I'll just paste in the Limitations section and highlight the answer to your question in bolded text: POWER PLANT LIMITATIONS Propeller Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hartzell Propeller Hub/Blade Model Number . . . . . . . . . . . . . . . . . . . . . PHC-J3YF-1RF/F7693DF(B)-2 Number of Blades . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Propeller Diameter: Hartzell Min . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 in. Max . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 in. Engine Operating Limits for Takeoff and Continuous Operations: Green Arc - Normal Operating Range . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2200 - 2699 RPM Red Line - Maximum Limit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700 RPM Maximum Continuous Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 BHP Also, in the prior Section 1 under Descriptive, it shows the following for the engine, again in bolded concerning recommended max cruise, and again this isn't a limitation but a recommendation but what "max cruise power" really means is where you can start leaning the engine to best power. But the the TCM IO-550 Maintenance and Operators manual will give much better and more detailed guidance on RPM and Leaning curves in addition to what has already be posted on the power chart. Notice in subsequent pages they say Cruise power should be 2550 rpm and 24" MAP which is actually substantially less than 262 BHP and very close to 75% power - which is a reasonable. DESCRIPTIVE DATA ENGINE Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continental Motors Incorporated Model Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IO-550-G modified per STCSE02930AT Optional Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IO-550-N Number of Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Displacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 550 Cu. In. (9014 cc) Maximum Continuous Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 BHP Maximum Continuous RPM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2700 Maximum Recommended Cruise Power / RPM . . . . . . . . . . . . . . . . . . . . . 262 BHP / 2550 RPM

And unless it’s listed in a FAA Approved Limitations section it’s not a limitation but a suggestion. Sent from my iPhone using Tapatalk

No these aren't just case bolts. Surely you've heard of a danger of bearing slipping when when the torque is relaxed after all or multiple cylinders are removed? This is because each cylinder is secured not only by 7 studs in the case but also by 2 thru bolts that help secure a cylinder on as well as a opposite side cylinder AND the crankcase bearing between the cylinders! When you relax the torque on end of these 2 thru bolts to removed a cylinder, as part of the re-torquing process you need to be dissemble the other side enough to get a cylinder wrench on the opposite side of these thru-bolt nuts and make sure they are torqued from both sides. Since your doing a Top, the process requires that as each cylinder is removed that they retorque in particular those 2 thru bolt 1/2" nuts (along with the 7 stud nuts just to keep the pressure even) so that the crankcase bearings can't possibly loosen up as the prop is rotated. Its necessary to rotate the prop to get each cylinder off since each piston has to be moved to top dead center in order to get the clearance to push the piston through to get the piston off. Its not a guarantee that a bearing will slip or the thru bolts will lose torque by not following this procedure but it has happened many times, including by good shops. If you look at the cylinder securing nuts around each cylinder, you'll see 7 nuts of one size (7/16") a two larger 1/2" nuts on one side, top and bottom, of the cylinder for a total of 9 nuts. These large nuts are on the thru bolts that secure the crankcase bearings in the center of the crankcase that need to remain under tension as as the prop is rotated while working on the engine.

My 252 is a converted Encore too. Conversions are very popular. i am not trying to quibble on the legal status or make a representation for sale. Just that i doubt you could even find another short body io-360 powered electric gear mooney that we know as E models as nice as Oscars. That includes paint, interior, avionics and all the many J like upgrades and many more latest tech upgrades. It’s very impressive and rivals a lot of J’s. Sent from my iPhone using Tapatalk

I beg to disagree. A go around is not an automatic reflex and the scraping noise of the prop and belly on the runway are unmistakable. Another reason i wouldn’t attempt a go around is for not having enough runway left. That has also proven to be a killer. I’d rather take my chance with a slower slide into a fence or barrier. If we’re talking about a prop strike from a bounce on the runway- many won’t realize till after they land. But not the scraping on the runway. If this discussion changes one pilots mind that wanted to save their aircraft then it was worth it. After all If they have insurance they should be able to buy another aircraft with the same hull value. If they can’t that’s a whole other issue. Sent from my iPhone using Tapatalk

i don’t understand the concern. Mooney builds up the airframe with pre-drilled seat rails. When i replaced my 4 seat rails the pre-drilled seat rails fit perfectly. After all they were identical copies to the ones i removed. As for buying them, your not going to find them on the shelf ready to ship but Mooney is still producing parts and one should be able to put an order in and get them in 6 weeks to 3 months and in my experience Mooney almost always ships them sooner than originally promised for the parts they make. Sent from my iPhone using Tapatalk

It was the nicest C model, now it’s the nicest E model! It’s been converted. Oscar deserves a lot of the credit for getting these new airports opened too. Sent from my iPhone using Tapatalk

Thanks for that, much appreciated. I notice its a single runway uncontrolled strip. Does it by chance have a separate taxiway so as to not require back taxing. It also appears to closed at night (unlit?). We do try to offer an evening flight for those that want to do some night currency. We have been considering EDDE on the other side of the Alps. Its what we used last time about 13 years ago. Do you have an opinion on EDDE?

Same here on the wheel bearings at my FSDO. And other similar ones like the need to change the oil and filter and screens to check for metal when the list only says “…and for metal particles or foreign matter on screens and sump drain plugs.” But i personally don’t put much stock in an annual that is signed off being in compliance with part 43 appendix D - you can’t get any more minimal. Instead all my annuals are done in accordance with Mooney’s 100hr/Annual checklist which is more thorough and more hours. Sent from my iPhone using Tapatalk

Exactly right and improper torquing, the real concern, comes from not lubricating the threads/nut for a wet torque, not torquing in stages , not the correct order as outlined by TCM, not using new nuts to get proper torque, not cleaning the mating surface to be free of paint, sealant, dirt etc (that might have been used to treat a leaky bolt), and a big one is not torquing thru-bolts from both sides which is often missed because it requires a lot more disassembly from the opposite side to gain access. This is why Mike says Be Afraid, paying attention to the details is critical but when a mechanic who’s boss tells him he only has X hours to complete the job can have him/her hurrying to get it done. Me on the other hand i could never afford because i am slowest mechanic ever, triple checking because i have no one to do so for me. but I’ve never had an issue or failure to start right up because i can afford to take my time before i am ready for that return to service flight to verify all is good. But time is a luxury in the real world and virtually every one is over $100 an hour yet the vast majority are still under what a car dealership charges. And try finding a dealership that can actually fix a broken part that easily fixable but is only willing to replace it! It’s pretty amazing what a good GA mechanic can do. Sent from my iPhone using Tapatalk

Alternatively you can route it along the existing bundle and ty-wrap your new 4-wire to the existing bundle along the run. Sent from my iPhone using Tapatalk

But there is still enough room to fit in with the rest of the bundle; with the right aid or tool. Maybe if you solicit your supervising A&P he’ll show you what he uses. There are many commercial solutions but most use our own home made solution. To just fish a wire through an unbundled run i use nylo flo tubing with one end heated to be stiff. To fish a wire through a bundled group i use a length of piano wire to carefully penetrate it and then pull the wire back through with the piano wire. Sent from my iPhone using Tapatalk

Perhaps if you post page where you got this i am sure we can help you better understand it’s a recommendation and not a Limitation. Bob, the guy that developed the STC, really felt from his testing that 2550 rpm was the most efficient cruise rpm. But this was for ROP cruise and for a LOP cruise a much lower RPM will be more efficient. After all Continentals Operating and maintenance manual performance tables shows approved RPM’s settings much lower than that. I would recommend you get a copy and look there. Sent from my iPhone using Tapatalk

I first check with McFarlane. i don’t think you can buy just the wire though without the outer sheath but i could be wrong. Look in your IPC for spec. Sent from my iPhone using Tapatalk