kortopates

It could only be ignition or mixture. Got any engine monitor data? Sent from my iPhone using Tapatalk

Especially love the turbine smooth operation! Sent from my iPhone using Tapatalk

I don’t think Mooney had the option to evaluate the MTV-12 Scimitar on my Mooney back then. I remember reading they tried both McCauley and Hartzell (3 bladed?) and went with the 2 bladed McCauley. But as you say, the MT is a an improvement, at least in climb. According to them i could get a few more knots in cruise if i was wiling to go without the prop-deice; but I am not. Very happy with the performance but i can no longer re-install the cowling without a helper - which is a pain compared to before. Maybe i’ll learn more tricks with more experience, but it’s still very new to me. Sent from my iPhone using Tapatalk

I have the 3-blade MT prop on my 252/Encore. Not only does it climb better, but the required pitch to maintain Vx is uncomfortably steep. No measureable loss in cruise either. The big con though is taking on and off the lower cowling. Sent from my iPhone using Tapatalk

If your looking for the cheapest avenue, renting will always be cheaper than owning till your flying well above average per year for an owner flown aircraft; especially where I am in southern California where we have some of the cheapest and most competitive rates in the country. If you pursue Mooney ownership find a well recognized Mooney specific instructor to help you get comfortable and be able to take charge of the aircraft. That's likely going to take longer than insurance requires to solo, but it varies greatly with the individual. The Commercial rating won't get you a significant discount like the instrument rating does, not from what I see. Time in type and an instrument rating are the most helpful so you just need the time in type and recency of experience. You might even chose to do the Commercial in a trainer TAA or retractable in lieu of the Mooney only because it'll be easier to do in slower draggier aircraft at least till you have several hundred hours in your Mooney. The less draggy Mooney floats and floats when not on perfect speed making the precision landings harder in my opinion; especially the power off 180 allowing -0 to +200' and the short field allowing -0 to +100'. I have a Mid body Mooney client that is ready for commercial check ride now but with lots of hours in type. I'd suggest not doing it in the Mooney just for the rating but because your willing to do the extra work to become very competent in your Mooney.

Glad to hear you got it fixed. I don't know of any pre-buy inspection checklist that would look for O2 leaks - unless its a big obvious leak that would be apparent while in the shop. Nor its on the annual inspection checklist. Its not something that is discovered by mechanics but an owner that its following their O2 psi over time. Afterall, O2 leaks are to find so spending the $ on a cursory inspection may not even be effective without any suspicion of a leak. Pre-buy items are for big $ items that effect your price negotiations, recognizing we're buying a used aircraft.

No you nailed it! Adding fuel ROP cools down EGTs and TIT Reducing FF LOP cools down EGTs and TIT, dramatically so when fully leaned! But adding FF LOP raises EGTs & TIT back up to peak Above the comment was made "Someone mentioned adjusting MP to further affect FF" exactly since FF follows MAP/airflow via fuel metering. Increasing MAP will increase FF. Probably the original comment about adjusting MAP stems from the fact that with a Turbo we are not limited to lean by FF alone. We can also lean by way of increasing airflow/MAP but when doing so it becomes a 2 handed operation to keep FF constant as we increase MAP to to lean, otherwise we won't be able to measure how much leaner we're getting by adding air alone.

They are normally installed in the avionics bay vertically on the bulkhead. Sent from my iPhone using Tapatalk

Be great if you all share a picture of what your new borescope can do to show off its image quality. That’s still #1 in my book. Sent from my iPhone using Tapatalk

Sadly a big understatement. All should review the pilot's log book in the docket. It highlights IMO a callous disregard for maintaining and logging instrument currency requirements. I counted 10 log book pages for the last 10 years, 1 per year, rarely logging individual flights but almost entirely just summary entries. Only logging actual instrument time in summary entries involving many hours without naming approaches, departures, holding etc. Notes may indicate IFR work, such as ILS's RNAV's but never logged actual approaches by name nor logged a single practice instrument approach under the hood in the 10 years I saw; except logging simulated instrument during a flight review by instructor. No IPC endorsements in the back either. Can only imagine what an Inspector would conclude when the pilot was last "legal" to file an IFR flight plan. I seriously doubt the medical status had anything to do with his accident, the reports finding was Spatial Disorientation. Why do smart people keep reminding us that IMC flying, especially low IMC, should only be flown by instrument "proficient" pilots? His wife said, that he had no appointments, meetings, or compelling reason to return home on the day of the accident. At the time of departure they cited a 300 ceiling with 4 mi vis.

My policy has no such exclusions and I am sure that is the norm. Just possibly if they can show the pilot misrepresented their status on their application for coverage just maybe they would pursue that, but that's not the typical and they don't typically deny coverage because a pilots flight review or medical has lapsed during the policy period. But lying about it might be different. But the NTSB report isn't saying the pilot misrepresented their basic med status but that his previous heart condition disqualified him for a Basic Med.

I would not install an ElectroAire EIS but the Surefly’s have proven themselves to be very reliable so far. Mags also have nylon gears but not the Surefly. Sent from my iPhone using Tapatalk

No problem with mine but i am updating with Jepp data via my ipad Sent from my iPhone using Tapatalk

JPI uses a grounded K type probe which is not compatible with your ungrounded Mooney TIT probe.

Bogerts attach very differently to Cessna's and Pipers than they do to the Mooney's making a much more secure attachment with a Mooney; and the only tow bar that inserts into both sides of the nose wheel tube. Been using it over a decade and have no such experience with not staying latched on a Mooney.

I own the Bogert and really think its the best option because it easily is attached and locks into place (without reaching the nose wheel), takes up very little space and is light being made out of aluminum.

You could upload some of your EDM-900 data with the issue to SavvyAviation after you re-set the sampling rate to every 1 sec from the default of every 6 sec and I can take a look. Open a free account on Savvy and better yet fly the Savvy Test profile here: Savvy-Flight-Test-Profile-Expanded.pdf (savvyaviation.com) But my guess is that your exceeding the engine's limits on how lean it can go smoothly due to either mixture distribution or ignition. Does it have gami injectors that have been tuned to ensure a distribution of <= 0.5 GPH?

I don’t have the latest version so will have to check that out. thanks! But if i need a GPS feed iam out of luck as mine is only connected to audio output. Sent from my iPhone using Tapatalk

Mine is installed out on the wing impervious to exhaust & oil residue and has been flawless. If this issue gets to anyone consider moving it outboard to eliminate this issue. i do have to turn it off whenever going IMC since it will start reporting about ~3’ repeatedly as soon as entering the clouds which is a bit unsettling with pax aboard as well as a nuisance. Sent from my iPhone using Tapatalk

Crimpy the last loop is popular method, there is very little space after the last loop to do much of anything else. But its still possible to remove the piano wire from the hinge to pull of the door. Not something many would do unless replacing a damaged door.

Its not easy, but it bends; especially with a vice. I did exactly like the EAA article on my 2 inner gear doors. But didn't do that on the baggage gear door because it didn't seem to have the room for it and keep the wire out of sight.

As Matt said, American propeller in Redding CA Sent from my iPhone using Tapatalk

I am pretty sure your confusing VNAV with advisory glide slope. Remember there is no such thing as advisory glide slope on a LPV which has real glide slope. You would have had VNAV from the IF (or even descending to the IF) and all the way up to the leg leading to the FAF. On the leg leading to the FAF while still showing VNAV, (which is half a magenta diamond with the letter V at the top of the indicator) you’ll start to see the actual glide slope as a full diamond but greyed out since it’s not active. As you follow the VNAV glide slope down to FAF, VNAV half diamond will disappear as you cross the FAF and the glide slope takes over as solid diamond, and you’ll see at the top of the indicator it no longer shows V but G.

Of course it comes with 4 probes since you have 4 columns of CHT on your EDM-830. But EDM-830 are not certified for primary instrumentation meaning you have to retain your factory OEM CHT probe which is installed into one of the cylinder wells. Since you can't install 2 standard probes into the same cylinder well an EDM-830 installation will have 1 non-standard probe installed on the cylinder that already has the factory OEM CHT probe in the cyl well. All 3 options for the non-standard probes do not indicate the same as a probe in the cylinder well so that 4th probe can indicate higher or lower than actual depending on the probe. So getting back to the point, In order to properly interpret and compare your CHTs, with a non-primary installation like an EDM-830, you need to know what non-standard probe is being used in which cylinder.

But it’s an EDM-830 correct? Given that one of the sensors is non-standard because of your OEM cht probe is already installed in one of the cylinders. Find out which cyl that is and the type of probe, so that you know what you’re comparing with. Sent from my iPhone using Tapatalk