kortopates

Unless you get a platinum edition TCM engine the stock injectors are terrible yielding 1.5 or worse Gami spread. The TCM Position Tuned injectors will get you just above 0.5 at 0.6 - 0.7 on average. I have yet to see a TSIO-360 that will run any where near 60F LOP. About 35F is the limit with good mixture and fine wires; partly due to the Slick mags. A Surefly can help some and a few have switched to Bendix mags. Sent from my iPhone using Tapatalk

https://www.aircrafthose.com/ can’t go wrong as they guarantee fit too and have no age limit. But lots of other folks do these including aircraftspruce. You can, or your A&P, can just make them too, but make they have ability to pressure test them before installing. Sent from my iPhone using Tapatalk

Not trying to speak for Jon, but a pretty obvious one in my mind is TFRs. We all know we need to stay out of TFR’s but VIP TFR’s often allow exceptions when you read the small pint. Some allow flying in and through as long as we’re talking to ATC while squawking while others don’t. Some of the more complicated ones are divided into 2 areas with an outer ring that we can fly in if squawking and talking. Flight conditions and time constraints might make it challenging to read all the fine print while flying. True these questions can be posed to ATC but if you’re aways out from their airspace FSS is the better one. Then there are simpler ones like your a ways out planning an approach using a VOR and you see a NOTAM for your approach that the TACAN is out of service - i can see some pilots wondering does mean just DME or Azimuth as well? There are lots of NOTAMS that can be confusing that we could do a little research on the ground but when discovering them in the air we may need a little help. Incidentally, i have to add a “Properly trained PIC” is non-sensical. Even on the day of our checkride we don’t know everything. The adage that the certificate is nothing more than a license to learn is right attitude IMO. Sent from my iPhone using Tapatalk

We had inspectors from a neighboring FSDO conduct ramp checks at one our local fields over the course of several days. We all wondered why they were doing so outside of there own jurisdiction. If i recall correctly it was part of a new inspectors training. Sent from my iPhone using Tapatalk

Quite the conspiracy theorist! lol Only partially true, it’s a “Ply Rating” - not a ply count. it’s been since before my time that the rating actually matched the count. With modern materials they make 4 and 6 ply “rated” tires with fewer than that many physical plies and have been doing this for decades. Think of it as a standard rather than a count. Sent from my iPhone using Tapatalk

In the US I've only lost GPS for brief few moments on multiple occasions in different trainers - never my aircraft. Took a long time to figure out but it stemmed from a interference from the radio on the SEE tower frequency where apparently a harmonic from a separate radio on the 120.7 ctaf freq was killing the GPS signal and the unit would have to re-acquire them - all taking time and this happening crossing the FAF added additional challenges. (using the GPS radio was never a problem and the solution for those installations with this issue). But flying out of the US I have been jammed several times since those jammers are very cheap and easy to get a hold of. Those losses last for many minutes depending on altitude till you get far enough away. Not a big deal when VMC but a real pain in IMC. In all of these occasions it wouldn't matter how many GPS's you had, but in the latter jamming scenario I tried a portable as well without success.

No, these are both entirely on condition although TCM does have recommendations for scheduled alternator maintenance. But every time I have my #1 alternator off I get it bench tested and maybe the brushes replaced depending on hours just because its a real pita to R&R it on the plane.

It is the same part but they only use it on larger turbo's so didn't see a need to get the TSIO-360's added to their AML. But this is still the original spot welded version and there is a newer TCM part # here on Mooneyspace, which is more expensive, that is a riveted and isn't subject to the AD.

Is this very recent potential closing? They have a 5 star review as recent as 4 months ago. That said, I would hate to spend much money on a KFC 150 issues since they get very expensive so I solved my porposing issue with a GFC-500 install and couldn't be happier. Its 10x better except for the limitation it won't fly an ILS without GPS! You have to use heading and VS without GPS.

Actually you’re losing ~30 lbs in useful load but gaining ~60 lbs in payload and maybe about an hour less in range. Sent from my iPhone using Tapatalk

Great upgrade! But he could have applied a little touch up paint to the new rivets - something you can do and get a paint match at an automotive paint shop. Sent from my iPhone using Tapatalk

Well yes, every time they have their tanks properly stripped and re-sealed. Of course it’s not frequent at all, but generally more than once over the plane’s lifetime and likely to be in time for finding issues. I know my tanks don’t have rated fuel capacity because my tanks look just as bad as these if not worse. i think someone added a sloshing compound at one time to fix leak(s) They’ve been very abused in prior ownership patch jobs - but don’t leak so in no hurry to fix this. Sent from my iPhone using Tapatalk

send pictures to Clifford there for an estimate but he won’t be able to give you a complete estimate till he cleans up your parts and measures wall thickness - he’ll replace all thin sections and make it good as new. I would expect it will need more than the flame tubes. it’s important to send everything so he can make sure everything fits right after repairs. Sent from my iPhone using Tapatalk

send pictures to Clifford there for an estimate but he won’t be able to give you a complete estimate till he cleans up your parts and measures wall thickness - he’ll replace all thin sections and make it good as new. I would expect it will need more than the flame tubes. it’s important to send everything so he can make sure everything fits right after repairs. Sent from my iPhone using Tapatalk

interesting that your new “Rev A” is changed from spot welds to rivets. Sent from my iPhone using Tapatalk

Its also a really big challenge to find a DPE that will give a practical in any Mooney without Dual Brakes - even at the commercial level. The ones I know won't for a private, but they will in a Piper that has the parking brake lever they can pull from the right seat but of course the Mooney doesn't have this. Was hard to find one that would do the commercial without dual brakes, but more possible than private.

Entirely normal, TIT should be 50-100F higher than the EGTs since its represents all 6 EGTs hitting the turbo. Only time TIT will get lower than EGT is when you either have a worn out TIT probe or a partially blocked injector driving that cyl EGT high. Plus please note its not very kind to lean slowly through peak at 29-30" even with RPM pulled back. At Savvy we recommend you to do the Gami sweeps and LOP Mag test at around 20-22" MAP to keep you TIT down; especially when you do the LOP Mag test which will cause TIT to spike.

see https://drs.faa.gov/browse/excelExternalWindow/DRSDOCID139871502220250328153822.0001?modalOpened=true The FAA is seeking information on experiences with Unleaded fuel SUBJ: UNLEADED FUEL SAIB: 2025-04 Date: March 28, 2025 This is information only. Recommendations aren’t mandatory. Introduction This Special Airworthiness Information Bulletin (SAIB) advises aircraft operators, fixed base operators, Federal Aviation Administration (FAA) repair stations, Flight Standards District Offices (FSDO), and Foreign Civil Aviation Authorities to report to the FAA any issues (service difficulties, maintenance) related to the use of unleaded fuel when used as an alternative to any other fuels. The FAA has not identified an unsafe condition that would warrant airworthiness directive action under Title 14 of the Code of Federal Regulations (14 CFR) part 39. In 2022, the FAA announced a government-industry initiative known as Eliminate Aviation Gasoline Lead Emissions (EAGLE), with the goal of transitioning to lead-free aviation fuels for piston-engine aircraft in the United States without adversely impacting the safe and efficient operation of the existing general aviation (GA) fleet. The FAA aims to collaborate with aviation stakeholders to collect data and understand any impacts to piston-powered GA aircraft as unleaded fuels are introduced, and usage of unleaded fuel increases. Background Several unleaded fuels are currently available and additional fuels are likely to be available soon. Approval for use of these unleaded fuels can be found in each make/model’s Type Certificate Data Sheet (TCDS), installation manual, service instructions, or Supplemental Type Certificate (STC). As part of providing effective safety oversight, the FAA will need to differentiate between pre-existing fuel issues using 100 octane low lead (100LL) fuel and issues which may arise from using high octane unleaded fuel. Recommendations The FAA recommends reporting the following information regarding service difficulties or abnormal maintenance issues using unleaded fuel. The FAA is also interested in hearing from operators who have transitioned to unleaded fuel without issue. The FAA is specifically interested in the following information when reporting: • Aircraft make/model/year of manufacture • Manufacturer and type of unleaded fuel used • Engine make/model and time since new or last overhaul • Approximate volume (gallons/liters) of unleaded fuel used before issue • Time from original transition to unleaded fuel until issue observed • Engine total hours and approximate hours using unleaded fuel • Any mixing of fuels (unleaded fuel with 100LL fuel, as example) Recommendations (continued) Additional details, as appropriate: • Description and date of issue observed • In describing your issue, please consider the following: o Recent aircraft maintenance prior to unleaded fuel use (new hoses, gaskets, fuel sealants, engine maintenance) o Any related issues observed before transition to unleaded fuel o Issues related to fuel leaks or sealant/gasket breakdown o Sealant type and gasket materials used o Internal inspection/photos of fuel tanks ▪ Photos of external or substrate damage o Samples of fuel and/or materials submitted or collected by the local FSDO o Engine related issues o Description of any performance degradation o Details on parts affected or failed parts ▪ Detailed photos of affected parts/engine condition or any excessive buildup, wear, or degradation o Fuel system issues o Excessive wear or degradation of components o Particulate or foreign object presence Please include contact information and your preferred method of contact, should the FAA have additional questions. The FAA will not retain contact information with the reported data. Please submit these reports to OperationalSafety@faa.gov with “Unleaded Fuel” in the subject line. Paperwork Reduction Act Burden Statement A federal agency may not conduct or sponsor, and a person is not required to respond to, nor shall a person be subject to a penalty for failure to comply with a collection of information subject to the requirements of the Paperwork Reduction Act unless that collection of information displays a currently valid OMB Control Number. The OMB Control Number for this information collection is 2120-0731. Public reporting for this collection of information is estimated to be approximately 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, completing and reviewing the collection of information. All responses to this collection of information are voluntary; the nature and extent of confidentiality to be provided, if any. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden to: Information Collection Clearance Officer, Federal Aviation Administration, 10101 Hillwood Parkway, Fort Worth, TX 76177-1524. For Further Information Contact John Coffey, Aviation Safety Coordinator, FAA AIR-723 Fleet Safety Section; 10101 Hillwood Parkway, Fort Worth, TX 76177; email: OperationalSafety@faa.gov; Subject Line: “Unleaded Fuel”

Maybe you need to get the altitude compensating stage of your O2 regulator function tested the next time you change out the bottle or have it hydro tested. Never had any of those problems. Agree about the sweet spot but sometime you may want the capability to top weather. My wife, a retired high altitude mountaineer, can keep her pulse sat in the low 90’s just using the cannula, but i can’t and need the mask at 17K and up so it also could be a personal thing rather than equipment. Sent from my iPhone using Tapatalk

All excellent info Lance and I’ll add i never understood how the FAA let Mooney certify the ceiling at 28K when the installed O2 system is certified and approved only to 25K. We’re suppose to have the much more expensive diluter-demand O2 system above 25K! Sent from my iPhone using Tapatalk

Yes and no, every country charges fees for services including the US. In the US we pay with each gallon on gas. Canada does it through quarterly flat rate fees. Mexico does it in 2 ways - either a permit, currently an AIU, or when you don’t land and get a permit aircraft are subject to Overflight fees. The AIU you pay ~120US every 6 months. In the old days, rather than pay Cliffy’s commandante bandito we had go to the local bank so that the fee went directly to Mexico City (CDMX) to avoid corruption. But these days virtually all public mexican airports have the infrastructure to make a direct credit card payment to CDMX - only then do we get the receipt necessary to go with our AIU permit. There are still a few private airports that can’t process the credit card payment directly to CDMX, including the very popular San Felipe airport. So there we have to give the very honest inspectors a cash payment plus a small convenience fee and they will take it to the bank in a few days, stand in line and process several payments. but again only after the banks issues the receipt do they get our receipt that they can email a copy to us for future use or hold it till our next visit. But until a pilot has the receipt to go with the AIU the AIU isn’t entirely valid and any other airport will have to call San Felipe (or issuing airport) to confirm it’s been paid for before they will process your flight plan. As much as i like the guys at MMSF, i prefer to get my AIU at an airport that i can get my receipt at time of purchase. Now if you really wanted to get your receipt immediately at San Felipe, you could pay the $20+ taxi fee each way to visit the bank in town and get it. Flight following or radar services are very limited in Mexico; essentially only available when in an airports class D airspace; yet their class D are huge and can go out as much as 50-60nm over victor airways. Sent from my iPhone using Tapatalk

Yes, had an Ovation student hit the brake unintentionally right at touch down, rather than just rudder, which of course instantly locks up the wheel. Next the aircraft is pulling uncontrollably to the flat tire side. Since it was right at touchdown, we couldn’t we going any faster and still be on the runway yet the tire still protected the rim and the gear doors. i was pleasantly surprised that all we needed was was a new tire and tube. BTW, This comes from not having the heals on the floor enough back that you’re just moving the rudder pedals. I’ve had a J student that liked to show off making the first turn off with brakes rather than landing technique but the FCIII just flat spots some without causing a flat on the lighter J model. It’s rated the same, 6 ply, but it’s the extra rubber is the reason i continue to buy them, plus i am still a student pilot after 5K hours Sent from my iPhone using Tapatalk

Cylinders are easily replaceable. unless metal contamination damaged the bottom end that does not constitute catastrophic damage and may not have needed a full engine overhaul to repair. Sent from my iPhone using Tapatalk

i’ve used both as a long time owner and IMO the Donaldson is superior, since it does a better job filtering. Non of the marketing advantages of increasing horsepower have any truth for a turbo engine. Why? regardless which one creates the most air resistance, once you have your turbo controller adjusted to provide redline MAP at full throttle the air filter performance doesn’t even play into it. What does is the filtering performance and the K&N foam filter grows thinner with age and cleaning. As a result you’ll see your silicone numbers increasing with time long before 25 cleanings. I went back to Donaldson for this reason. Sent from my iPhone using Tapatalk

This is an old thread and the OP sold his Mooney and hasn’t been on Mooneyspace in a year. The answer to your question though depends on if you’re doing it IFR or VFR, as well as your equipment. I’ve done it many times IFR at 16 or 17K, but the OP did it VFR at about half that altitude. Mexico’s upper plateau density altitude is a challenging environment to fly a normally aspirated engine. Sent from my iPhone using Tapatalk