kortopates

Those that work on their engines might consider cutting the bases of the old scrap cylinder off. Then for doing future cylinder work, you can bolt the base down while the cylinder(s) are off to keep the through bolts under tension and crank bearings in place if the prop gets disturbed. Especially important when removing more than cyl or topping an engine. Sent from my iPhone using Tapatalk

+1

I got mine too! Except for the conventional neckline, mine looks the identical.

All true and good input. But ground time is also very important if you are taking off under a class C veil. Most flunks are actually because they detected Ads-b out air mode data rather than ground mode data while on the ground. It's caused a lot of grief for a lot of owners. Sent from my iPhone using Tapatalk

Mike B has written an update on the SB 632A which he is fighting from becoming an emergency AD to be complied with within 10 hrs. In this write up, he discusses a number of things including how Lycoming is stonewalling us by not releasing any information on number of failures. Also is a good discussion on why Lycoming's recommended fix to the problem may be well worse than the disease as he puts it. See: Lycoming owners to be hit with a very nasty AD This paragraph pretty well sums up how the fight has been going so far to have a sensible discussion with Lyc and the FAA about the issue: Lycoming would not tell us how many displaced bushings have been found, how many connecting rod failures had occurred due to bushing displacement, what the distribution of engine times was when bushing displacement was detected or connecting rod failure occurred. They would not tell us how many engines they expected to be affected (although the number is clearly in the thousands). They would not even tell us how much the special ST-531 press-out tool would cost, or how soon they could get enough of these tools out in the field to perform the required test. The FAA would not tell us, either, saying that they were not permitted to release any of this information without Lycoming’s permission (which clearly was not forthcoming). We spent the better part of an hour asking questions but got no answers. It was absolutely exasperating. We spent the rest of the time on the call trying to convince Lycoming and the FAA that there was a far less invasive and risky and costly way to deal with the displaced bushing problem, and we described it to them in detail. But my impression was that we achieved no traction, and that Lycoming and the FAA had already decided that SB 632A was necessary, despite the maintenance-induced failure risk. This follow up letter to the FAA after their teleconference Mike organized with AOPA's David Oord and some user groups provides more of in depth details including a far less invasive and less expensive alternative method of compliance of not removing cylinders until warranted by any of 3 other recurring inspections revealing evidence of bearing material. See https://download.aopa.org/advocacy/0803_MSB_letter.pdf

Slant range versus GPS distance is never an issue with our approach certified GPS. We virtually never need to cross reference a distance field anymore. Which is another reason why you don't need DME. Almost always there is a GPS waypoint for what we would otherwise be using DME to identify. And even on older ILS/LOC approaches that occasionally don't have a corresponding GPS waypoint, Jeppsen still codes a DME fix into the approach DB using their notation and thus when you load the approach on your GPS you'll see lettered DME fixes in the approach that correspond to the charted DME distances. So you really aren't ever navigating or identifying fixes by distance but virtually always by GPS waypoint. That even includes doing DME arcs into ILS/LOC approaches. I don't have a link to Jepp's method for coding DME fixes without real GPS waypoint names but it should be easily findable and it's very straightforward using letter position to indicate miles. I would dump the DME too. But if serious about getting Flight Stream, with the GTN series you really want the 510. Sent from my iPhone using Tapatalk

500 hrs / 28 yrs = 17.8 hrs / yr. that would explain why. I assume it sat for a number of years too - perhaps right before you bought it too? Hopefully you bought discounted as a run out engine. Still very unfortunate but hopefully you are prepared to major it. Bummer! Sent from my iPhone using Tapatalk

You could be describing at the crankcase or at the cylinder. Especially at the crankcase they need to be coated with DC-4 to prevent leakage - if only oil was used they tend to leak. If at the cylinder make sure the leaky seal is making a good fit. Sometimes the hole is a bit oversize and needs a Al washer to seal it better.

Continental announces new Tempest oil filter part no's with a new gasket that they say is easier to remove in SIL 17-03. See attached SIL. SIL17-03.pdf

Not sure, that may be all you need (30 minutes in rule airspace) but be sure to follow the link in item 2 for "program rules" as they say before you fly it in case that points to the circular or similar. Sent from my iPhone using Tapatalk

There is a link to a document on the Ads-b website. See the step for post installation and you should see a link to a circular or other document that details the test flight requirements. Sent from my iPhone using Tapatalk

I've crossed the border numerous times and don't believe their is such a requirement unless they are picking on Canadians and other foreigners. Cars yes, but not airplanes. Unfortunately, our CBP folks are not easy to deal with. Sent from my iPhone using Tapatalk

Then it should be in the POH, but looking at a later '75 M20F POH I can't find any mention it. All it says at 2-8 and 7-8 is that the horn sounds with a MAP of 15" or less if the gear is still up. Nor does it show button for it on the panel page that list everything installed by Mooney. Perhaps a Mooney approved kit modification?

been in a lot of F's and never seen one, or heard of one till now, sounds like a mod. Got any more info on this? would like to learn about the details.

There is no pre-flight check other than the pre-landing check; only an annual/100hr inspection test on jacks

See AIM 5-4-1 a.2.(a).(2) - "When cleared to a waypoint depicted on a STAR, to descend from a previously assigned altitude at pilots discretion to the altitude depicted at that waypoint." Which was 17K to FL230. But you should have told ATC you would be unable to comply with the speed restrictions. I am sure he knows what a M20T and Mooney are and I doubt he really cared about your speed, but technically they aren't suppose to give these to us, and therefore we don't expect to get them either.

Another weekend and another Mooney gear up landing incident - this time another J-Bar Mooney - 66' M20C in FL on 7/29

$700 is too low! I got $1000 trade in from my installer with new panel.

Yosemite is such a popular destination this time of year that your odds of finding accommodations within the park are pretty nil if you don't reserve months in advance.

Probably a lot of truth to that. I've also read that Mooney's make up about 10% of the GA fleet but don't know. But what I can say, is since the 3 accidents/incidents reported on Mooney's on July 17, we've had two more gear incidents - a K reported on the 25th and J reported today. The K was reported as a gear failure on landing which of course is very possible (that definitely happens a lot too) but many gear up landings are often first reported that way too. In comparison, we've only seen one Beech gear incident reported on July 14 on, and that one also refers to a failed gear.

The image showing the Call to undefined method may be a more helpful error message

There really isn't a redline for EGT. Continental did not publish an EGT redline. For whatever reasons, Mooney invented this for their blue-line target EGT sensor that measures EGT on the odd cylinders and added a 1650F redline on their own, presumably using 1650F since its the most conventional TIT redline for turbo's. But apparently it did do what Mooney intended, as it got your attention that something was wrong in that you couldn't find EGT without continuing beyond 1650F, and if you had kept on leaning you likely would have started flaming out cylinders running on only one plug before seeing a peak unless your gami spread is very small. Anyway, you're doing fine using your JPI to lean but its also important to know at what approx EGT you can expect to see peak on your richest cylinder (e.g., ~1575F) so that later while in cruise, after leaning it down to 50 LOP at about 1525F, you'll notice if it started creeping up on you so you can make an adjustment. Another easy way to use your monitor to help you better "monitor" in cruise is to put the monitor in "normalize" mode while in cruise. Then any EGT changes, like loosing a mag or plug, will be very obvious to you 27.4 is actually the high number from TCM on the 310HP, and at Savvy we prefer to see 0.5 to 1.0 GPH above the high number.

Only if your P-Leads are reversed at the mags - which happens a lot. @Hank says it right. The perspective of Left & Right is from the rear of the engine from the pilots seat.

I am having the same issues since the upgrade to MS forum. It appears the upgrade has broken Tapatalk. i can't get logged in on Tapatalk - just Mooneyspace directly on my PC. I use Tapatalk mostly so hopefully there will be resolution soon.

Of course we're very much into big data analysis of our vast flight data. But we have to leave oil type, its consumption and metal analysis to folks that analyze oil samples like Blackstone since we have way of tracking that. But FWIW, at Savvy, Mike has always been recommending straight weight oils when possible and the Phillips x-ctry for those that need a multi-weight - both with Camguard.