kortopates

Slim chance its a probe issue from what you describe. But as mentioned above you need to look at the downloaded data and the best data to resolve this is a series of slow gami spreads. Can't get good data with a big pull or even the typical 6 sec data sampling. Be sure to also make sure your engine monitor is sampling at 1-2 sec data rate to ensure the best data resolution. Assuming your #3 is a lean outlier as you expect, the first step is always to clean that injector to see if dirt is making it lean. Then repeat the gami spreads and check to see if that cleared it up. Everybody (fuel injected) experiences a dirty or partially clogged injector eventually; pretty common especially after maintenance.

I am sure your are right. Its just that I'd bet most interested folks would already have tips and would just want to add antenna's. But with some interest I am sure they'd be game.

Looks like you had an obstruction in the injector line that only restricted your FF at high power causing your cyl to go lean above a certain power threshold. Good job resolving it. Given the only way to get some debris into the injector line is through the screen on the fuel divider, I'd want to dissemble the divider to check and clean the screen just in an abundance of caution to avoid seeing it happen again anytime soon. Confused though about no fresh data on Savvy since 2016? Its good load up all your data on Savvy, you could get an automated alert if something is detected.

Most of the new modern engine analyzers, such as JPI and EI, offer fuel pressure sensors. To replace your OEM unit, you just need to go with a TSO'd model. Most of us consider a modern engine analyzer one of the most important safety upgrades if not the most important.

The Antenna's can be ordered from Spruce http://www.aircraftspruce.com/catalog/avpages/archer_antenna3.php?clickkey=5349125 For us already with Mooney wing tips its pretty easy. The only challenge is the approval since the only STC is through LASAR whom no longer sells their wing tip kit but was kind enough to allow me to use their STC. But if your A&P/IA is comfortable with it, one could install them as minor mod. The main labor is to carefully remove a dozen or two cherry max rivets from each wing tip to get them off, and to pull coax cable from the cockpit to the wing tips. Installing the actual antenna's isn't more than a couple hours. Re-installing the wing tips is also very quick except for touching up the heads with paint. Of course you'll want to add some time to remove the old tail nav antenna's and cover.

Must have been typing at the same time. I also added the Thermo-Tek barrier - over time without it, it drys out the fiber glass layers requiring periodic repair. Sent from my iPhone using Tapatalk

My NAV antennas are buried in the wing tips. Originally I had a pair of Comant antenna's that went into a combiner that then spitted the signal to two radios. These were a pretty expensive and worked great. More recently I had to go to a smaller footprint when I changed out the control weights on my ailerons since the bigger Encore control weights would have interfered with the Comant antennas. After a lot research, I went with the same Bob Archer antenna's that he designed for LASAR to install in the LASAR wing tips and STC'd by LASAR. They only weight ounces and are really inexpensive compared to conventional Comant antenna's and actually work pretty well. My labor was the real cost of the project. You can still get these from Aircraftspruce - but not the wing tips and STC. Of course I was using my original Mooney wing tips but LASAR created their own wing-tip copy of the Mooney one to install on vintage Mooneys which included a buried nav antenna's option. They no longer offer them though.

Robert is absolutely right. Although this particular heat shield is prone to breaking due to where its sits, its improper installation that leads to premature cracking of the bracket. The cracking of the bracket is due to the thermal expansion of both sides of the junction. The maintenance manual provides very specific instructions on not to clamp both sides of the shield down tightly to allow for this. But that's obvious what was done in the picture above that shows how the clamp damaged the crossover pipe. Mine last for years with proper installation. If anything I err on installing too loose and have to periodically tighten one of the clamps when I do an oil change. be sure to read the maintenance manual on installation.

Its where I got mine - it's not Mooney specific. Sent from my iPhone using Tapatalk

Tom, 65 PSI is much higher than the typical average we see for that engine of 45-55 psi at normal cruise temperatures, higher oil temps over 200F are only going to reduce the pressure; especially for single weight oils Since this is coming from a non-primary EDM-830 it may not be measuring near the intended source and thus the real oil pressure measured may actually be higher. Still the only real concerns IMO are how high your initial cold oil pressure is - hopefully its not exceeding upper limit of 100 psi for cold oil and that your higher than average oil pressure isn't increasing oil consumption (i wouldn't expect 65 psi to do so). Another concern is cold oil at startup producing high oil pressure that for example could put the oil filter into bypass mode at startup prematurely. But before taking action, I'd check where the sensor is installed relative to how far downstream from the OEM source. But the oil pressure regulator is very easy to adjust if you and your mechanic decide to do so. For example, Lycomings minimum cruise oil pressure is at 60 psi compared to Continentals at 30 psi probably largely because of the difference in where the oil pressure sensor is installed with Lycs picking it up much closer to the oil pump.

Indeed I would be concerned as well. Head separation is do to a combination of metal fatigue and the temperatures they've been operated at. Unlike ferrous metals (steel), non-ferrous metals like our aluminium cyl have no fatigue limit and will always fail eventually if subjected to enough stress cycles. Allowing CHTs to go over 380F repeatedly weakens the aluminium while under stress and speeds up the process to failure. For a much more information on this see Mike's new book "Mike Busch on Engines" and see chapter 10.

That describes my wife - full 3" extensions and articulating seats almost all the way up and she is still most of the way forward (first or second hole forward). Sent from my iPhone using Tapatalk

Altitude!! Sent from my iPhone using Tapatalk

A lot of K's have reported coming up a bit short on rated capacity. But a couple points, I assume you meant a EDM 930 since the 830 does not report on tank fuel level - only FF. Also, a full accurate calibration empty's the tank till bone dry*, just running it till the low level fuel light leaves a few gallons in it which will reduce how much fuel you can add. * some owners choose to run it in flight till a tank is empty - to get an idea of their actual experienced unusable fuel. Its a good data point, but not how the factory measures rated capacity.

Some additional info and news links here: https://aviation-safety.net/wikibase/wiki.php?id=214012 Looking at the N number on Flightaware it shows a similar flight into FHR, but its back from May.

Your friend is far from alone. Some push the envelope much further too. I know of pilots that have used the synthetic vision feature on my G500 glass panel to to find the runway and land below ILS 200' minimums - quite successfully. But I also know a retired air force colonel w/ 10K+ hours that died taking 2 others while relying on his synthetic vision too close to the ground - hit a tree branch. I guess it works till it doesn't.

me as well and I continue to use it as an example to my instrument students. If you're like me, its probably because of the cavalier attitude of the pilot that thought this was not a big deal at all, that he was simply going to descend down through 6k of IMC. Sadly his attitude didn't seem to change even though it appears he managed to get back on top after loosing control on his first attempt! Then he tries the second time to descend with disastrous results. Yet people say their was VFR wx about 40 minutes to his north if he could have realized his limitations. Yet he didn't appear realize his limitations till the plane broke up. So sad and I think so avoidable if he had taken the situation as a true emergency. Given the aluminum and body shower that followed the breakup from about 4K' up its kinda hard not to be disturbed by this accident. I hope more pilots learn something from it.

Look at the bottom of the page @Skates97 provided - it shows the available (optional) interfaces - pitot/static system, OAT probe and audio panel only. It also has a schematic of sorts for aircraft installation. Nothing on GPS but for this price point I wouldn't expect it to.

Absolutely true. But the accident record shows us that the vast majority of pilots never practice or maintain any partial panel currency since we continue to have partial panel fatalities when their vacuum pumps fails in IMC. We just had one a couple years ago when an ATP rated pilot lost control from VFR on top when he tried to descend through a layer below him. IIRC The radar track showed the Bonanza didn't even get as far as 2000' in the descent IMC before the plane became over stressed and broke up in flight killing everyone on board. This just shows us that average pilot needs a backup attitude indicator to survive such a failure in IMC. Luckily most failures are in VMC. Very sad since this should be a non event for every instrument pilot on check ride day but few ever practice partial panel without an IPC.

ouch! especially the shipping charge!! But i know how easily the shoulder straps disconnects without them - constantly, making them unreliable when you need to count on them in my experience. This would make me feel very exposed without them and well worth the money for peace of mind. Still that shipping charge is crazy besides the 4 plastic grommets!!

This is really only relevant in IMC conditions since we don't need an attitude indicator in VMC conditions. Would you really want to use an ipad app for attitude IMC? Although I can understand as a last resort in an emergency, I certainly would not want that to be my planned backup/outcome. Not with lots of certified panel options to choose from.

SBM20-263, attached below, shows you what you need and how to install. LASAR or your favorite MSC should be able to get them for you, but LASAR's web site is currently saying unavailable - hope that just means they have to come from the factory but you'll have to make some inquiries. The SB also list the source vendor if it comes to that. sbm20-263 Seat Belt Grommet.pdf

I guess the only good news is that they're not reporting any fatalities - just "The conditions of the pilot and passenger have not been released yet": http://kgmi.com/news/007700-plane-carrying-2-goes-down-in-san-juans/ Also here are the last 18 hrs of metars for nearby Friday Harbor Island which cover last night. KFHR 031453Z AUTO 00000KT 6SM HZ OVC033 14/11 A3008 RMK AO2 SLP185 T01440111 53008 TSNO KFHR 031353Z AUTO 00000KT 5SM BR OVC033 13/11 A3007 RMK AO2 SLP183 T01330111 TSNO KFHR 031253Z AUTO 23006KT 3SM BR SCT031 13/11 A3006 RMK AO2 SLP178 T01280106 TSNO KFHR 031153Z AUTO 25007KT 5SM BR CLR 12/11 A3005 RMK AO2 SLP177 T01220106 10139 20122 53001 TSNO KFHR 031053Z AUTO VRB04KT 6SM HZ FEW041 13/10 A3005 RMK AO2 SLP177 T01280100 TSNO KFHR 030953Z AUTO 21003KT 8SM BKN039 13/10 A3005 RMK AO2 SLP174 T01280100 TSNO KFHR 030853Z AUTO 00000KT 10SM OVC036 14/11 A3005 RMK AO2 SLP176 T01390106 50002 TSNO KFHR 030753Z AUTO 00000KT 10SM OVC035 14/11 A3005 RMK AO2 SLP177 T01390106 402110128 TSNO KFHR 030653Z AUTO 22004KT 7SM BKN035 OVC045 13/11 A3005 RMK AO2 SLP175 T01330106 TSNO KFHR 030553Z AUTO 23006KT 7SM OVC031 14/11 A3004 RMK AO2 SLP174 T01390106 10200 20139 50000 TSNO KFHR 030453Z AUTO 23006KT 8SM BKN043 OVC050 16/11 A3005 RMK AO2 SLP175 T01560106 TSNO KFHR 030353Z AUTO 22006KT 8SM OVC042 16/11 A3004 RMK AO2 SLP173 T01610106 TSNO KFHR 030253Z AUTO 22004KT 7SM OVC043 17/11 A3004 RMK AO2 SLP174 T01720111 58005 TSNO KFHR 030153Z AUTO 22007KT 7SM OVC043 18/11 A3005 RMK AO2 SLP176 T01780111 TSNO KFHR 030053Z AUTO 22007KT 7SM OVC043 18/12 A3005 RMK AO2 SLP177 T01780117 TSNO KFHR 022353Z AUTO 20010KT 7SM SCT035 OVC046 20/12 A3006 RMK AO2 SLP178 T02000117 10211 20167 58005 TSNO KFHR 022253Z AUTO 20008KT 7SM OVC043 19/12 A3007 RMK AO2 SLP182 T01940117 TSNO

I am sure a Garmin authorized installer/dealer can get you straightened out and paper work filed in short order. Hopefully there is one nearby to you. After all, you want a relationship with one anyway since if you want to get keep it's firmware up to date or should you have an issue that requires service, you'll soon discover only a Garmin dealer can help you. Don't get too frustrated, your far from the first, more like the millionth new owner to be learning that although you may own the aircraft the regs are very strict about what you can and can not do to it when it comes to certified aircraft. We've all been there as new owners.

Ah, if Garmin says you need to get one from one their dealers, that goes back to their rule that only an authorized Garmin dealer is able to install their avionics in certified airplanes. (Only experimental installs and allowed to be installed without a authorized dealer.) So its sounding like your sin is trying to bypass installation by an authorized Garmin dealer? Bummer Joe, but that's always been the case AFAIK.