kortopates

Nothing unusual about this, nothing to be upset about (unless your truss is dented but probably not), but maybe I've just been flying a long time because I've seen this all the time. FBO's move AC all the time when its their ramp and its not reserved parking spaces. As Anthony said, the question to ask is where can you park it so that it won't be moved? That's always my first question to avoid it being towed.

They may not have given you any grief, but your example is precisely what requesting the "option" is for. See AIM 4-3-22. It is beneficial for exactly this kind of "training situation in that neither the student pilot nor examinee would know what maneuver would be accomplished. The pilot should make a request for this procedure (Option Approach) passing the final approach fix inbound on an instrument approach or entering downwind for the VFR pattern."

Needed to accommodate the brakes torque plates. No difference in weight though. So otherwise identical. Sent from my iPhone using Tapatalk

Don’t forget the expensive master cylinders and gear spindles - if go for it. The drawings should be available from any MSC. They are large foldouts - like the electrical schematics. Sent from my iPhone using Tapatalk

FTR, fuel leaking anywhere is unacceptable; except for minor wing tank seeps. Sent from my iPhone using Tapatalk

They can be ordered through Mooney or an MSC Sent from my iPhone using Tapatalk

Bottom line is that acquisition can be nothing compared to maintaining and operating cost over a few years. A good well cared for bird without lots of deferred maintenance, is going to save you money over time. Way to many examples of people on these pages finding really cheap purchases only to soon regret the cost of keeping their bird flying due to unexpected maintenance cost.

The valve looks pretty badly burnt. We have had some success lapping a valve in situ early in the burning stage with a hot spot rather than actual burnt spot. We've actually saved some that way. That valve looks too far gone, but you would also want to look at it raised up (open) as well as the seat with the valve raised for damage and guide for excessive wobble. If it still looks good, it wouldn't hurt to try lapping it, and if successful you'll get compression back with a valve that should resume normal rotation. But to my eyes that valve looks too far gone and I expect you'll want to replace the valve, grind the seat and check the valve guide. An engine shop can turn that around in a day or at least inspect the cyl to tell you if you want to repair the existing one or replace it with another or OH. Gami spread isn't affected by exhaust valve leakage, only induction system leakage and a leak of any significant size can't be masked by a leaner injector in a turbo or richer injector in a NA aircraft. Plus it should be pretty obvious at idle. This why our Savvy Test profile calls for performing gami sweeps at WOT in NA aircraft and for turbo's using a MAP = ambient atmospheric pressure; that will pretty much eliminate symptoms for induction leaks.

We had a local C172 fatality exactly in that way when a tree impaled the rear seat area after the C172 stalled out trying to outclimb rising terrain during a training flight. But alot of the blame was placed on the rear seat occupant for not wearing seat belt, but I don't think we know if it would have made a difference. At least with the parachute on the Cirrus, I expect that the Cirrus came down significantly slower through the tree than a plane without one; but hard to know. But agreed and there was much discussion about gliding to the lake in the prior discussion.

No worries here, Probably best in its own thread anyway.

I believe Scott @RogueOne posted this from the youtube link in the Mooney vs Cirrus thread before Avweb got hold of it.

Agreed, which suggest possible re-installation issue such as a leaky pneumatic hose that feeds the UDP to the wastegate or other rigging issue. But behaviour is like a sticking wastegate which can also come from a leaking UDP connection as @Aerodon mentions above. Its like bootstrapping, but technically speaking, bootstrapping occurs when the compressor is at maximum output with the wastegate fully closed and and the automatic control system is no longer able to maintain constant UDP. Because the system becomes unregulated we'll see large MP variations. Proof that bootstrapping is occurring is shown by seeing it clear with another 50+ rpm.

From what I read, i the Halon formula is only legal for aviation use - apparently banned for any other use. Apparently its made in Canada now (although there be other sources). But I think the gist is we can only get from an aviation supplier.

FWIW, I like the White, Burgundy and Blue tops (first, fifth and sixth) . Don't care for fairly solid grey as it doesn't have enough contrast. The vintage mooney designs at the bottom are well done too, but I don't think they belong on a K model.

Sorry, I have to strongly disagree. The only text above that stands out as being readable is perhaps what you bolded or changed fonts for. (e.g., Arial and "Merriam-Webster...") I have no clue why this isn't obvious to you unless you're mistaken about "it doesn't display differently on different computers" since the difference are night and day between your post and mine - and everyone else's for that matter. Half of us also use a software app called Tapatalk - that also can introduce differences in display quality of text. But looking at your posts in Tapatalk they are considerably more readable than here on my Windows 10 PC. I certainly agree with you that "meaning, diction, and grammar" are important, but only if we can see it to read it! I highly suggest just sticking to the default font - its works and enables your "meaning, diction, and grammar" to come through clearly. Certainly not trying to be critical, but its obvious from your comments you apparently may not be seeing how difficult it is to read your postings. So offering a second opinion in the spirit of trying to be helpful. BTW, the good news is that you do have the FAA approved AFMS for your Rocket. Its only unapproved supplemental info your missing, standby and somebody is likely to have a digital copy that they can share with you. But beware, leaning recommendations on the power schedule is some of the worst places to leave the mixture based on the science we have today.

We can easily see split timing as little as 1/2 degree difference from a LOP Mag test in the downloaded data- its pretty obvious actually. But I don't think anyone could see that in the cockpit doing the test. You need to be able to see the isolated mags side by side in the downloaded data.

Good point Bob, I just added your update with your Pic to my request to Chris.

I agree the E should be its own cohort. The F made sense to include with the J because of the same airframe. Although the E has the same engine as the F/J the airframe and cowling differences do alter some of the airframe related values. I have spoken to Chris about breaking out the E's before, including adding them to the F/J cohort. I think his main concern was the relatively small number of E's - we currently have 42 of them, which is still low. I'll remind him of this situation though and see what he says.

I think that's exactly the right approach to go. With the cylinders off you can get a good idea of the Cam and bottom end by checking one of two of the crank rod bearing and then decide your next steps. You might also check your engine logbook to see if the at the last overhaul the crankshaft was machined to its final undersize and if so you'll be aware that you could need a new crank which makes a Lyc rebuilt/overhaul exchange suddenly more attractive when factoring in a new crankshaft.

Thanks for explaining it Erik. We have much better ways of leaning these days as Erik touched on in his last paragraph. Leaning by using TIT as a proxy is a terrible way to do it by today's standards. I can't imagine operating a turbo aircraft without a modern engine analyzer. With a modern engine analyzer we know we want we to have our richest cyl a certain number of degrees LOP, or our leanest cyl a certain number of degrees ROP based on the percent power we are operating. That's the ONLY way to ensure all cylinders are truly at the target number of degrees either ROP or LOP. Gami provides excellent guidance on what that target should be for both ROP and LOP in their AFMS for their injectors and this is good approved guidance regardless of whether your using Gami injectors. Without an engine monitor, you have no way of determining this critical info and would do better to stick to very rich ROP settings. Otherwise you'll be for a surprise like many people that lean by TIT to find out that not all there cylinders are as lean or as rich as they thought. So only after you do your due diligence and lean properly to ensure you're operating where you want to be, and understand where your TIT actually is relative to your EGTs, only then should you begin to rely on using TIT as a proxy. But you should still verify this from time to time. Mike B takes this a step further and knows his engine so well that he uses CHT as a proxy to lean, but he is doing this at very low power settings (<65%) where it doesn't matter where one leaves the mixture. At 65% and above, you need to be much more precise on how you manage mixture. So my advice, ignore this old and very poor advice and learn how to use a modern engine analyzer to do it efficiently and safely - or stick to very rich ROP power settings which may not be as efficient but will ensure all the cylinders are out of the red box.

All of you on Savvy can run a report card on your aircraft and see how your FF compares to the entire cohort of M20J/F's that we have data on, which is over a couple hundred aircraft. You'll find the median value is just under 18 GPH, with 75% of them ranging from 17-18.5 GPH. If you have lower than median max FF, and you are familiar with the Target EGT method for leaning at any altitude in flight, you can make up for this it climb by targeting for a richer EGT than what you see at sea level takeoff. For example if your max FF is on the lean side, you'll be seeing max EGTs of 1350 or higher; rather than in the 1200's with a max just under or close to 1300F. So rather than lean to your higher sea level for rich EGTs in climb, keep it rich till you see your max EGTs drop to 1300F, which is going to be really close to what the 18+ GPH max FF will look like taking off from sea level. You should be there within a few thousand feet. If its really low, a RSA or fuel specialist repair station can adjust it up for you. I don't see many PowerFlow's on J's but if you do have one, you likely really do need higher than normal FF to keep it cool.

Couldn't agree more as I have said many times!!!! Sent from my iPhone using Tapatalk

ALL very true points, unfortunately . Sent from my iPhone using Tapatalk

Was the Merlyn overhauled as well? Not much else it could be outside of throttle rigging. But make sure from your downloaded data that the MAP is fluctuating and not unstable FF leading to MAP fluctuations if that makes sense.(I.e. not being caused by unstable FF) Sent from my iPhone using Tapatalk

I don't think I follow. If he couldn't sign off for the annual, how could he sign off right after? Any A&P can sign off on discrepancies, it's not an inspection requiring an IA. Sent from my iPhone using Tapatalk