Jump to content

kortopates

Basic Member
 View Profile  See their activity

  • Posts

    6,523

  • Joined

  • Last visited

  • Days Won

    73

 Content Type 

Everything posted by kortopates

  1. kortopates
    From the sound of it, you’re already delegating or putting all your faith in the mechanic for the scope of the pre-buy which is a mistake. Start with a review of the logs and draw up a pre-buy inspection list with the help of the mechanic that will cover Mooney specific issues and your mechanic can give you an estimate of the hours to do it. There are some pre-buy checklist in the file section to help you. Sent from my iPhone using Tapatalk
  2. kortopates
    Although entirely true statement, reality is because they’re flying ROP at pretty high power, they won’t be able to run LOP that high and keep TIT from exceeding 1600. Many are already running above 1600, such as 1630F, with a power reduction as it but with still too high TIT IMO. But every pilot makes the tradeoff between speed and longevity on their own terms. Sent from my iPhone using Tapatalk
  3. kortopates
    You must be getting massive leakage on the even side due to the wrinkles in the flexible baffling. To verify you need to shine a bright light in the air inlet with upper cowling in place. If it’s not laying flat against the upper cowling it’s leaking and that looks like a very large leak from the wrinkles. FF will help but it won’t fix poor baffling. Also FF won’t help a large imbalance between even and odd cylinders as the baffling suggest is present. Sent from my iPhone using Tapatalk
  4. kortopates
    it depends are where you started relative to peak on the mixture curve. But if per your example you started at 40F LOP, added 2”, all else the same, you’ll see a significant drop in IAS if that was 40F lop on your richest cyl. But a drop. Sent from my iPhone using Tapatalk
  5. kortopates
    You have to keep in mind Mike doesn’t fly over 65% except very rarely since he’s all about longevity and therefore has no red box to be concerned about. That’s why leaning by CHT works him as a proxy. Plus he knows his engine so well he knows how lean it is. Sent from my iPhone using Tapatalk
  6. kortopates
    No, FF solely determines LOP power, but what Ross was referring to is with a Turbo you can lean with air, not just FF. So whatever FF you want to target too, set accodingly and then add air (MAP) without changing FF. But you will not gain airpseed by simply adding air, since power is dropping as you move further from peak and much more quickly on the LOP side than the ROP side.
  7. kortopates
    Just find a salvage battery box on ebay or one from of the many salvage folks. You don’t want to try and source new parts; especially pay new prices. Sent from my iPhone using Tapatalk
  8. kortopates
    Hopefully we'll see you back in a Mooney very soon!!
  9. kortopates
    Chinese investment in Mooney resurrected the factory, brought back production, provided for many factory infrastructure improvements and started development of a new trainer aircraft. All at the expense of many millions that were poured into Mooney yet Veronica (Chinese investor) got virtually nothing beyond a handful of Mooney aircraft in China. No question the factory was far better off from it - not corrupted! Sent from my iPhone using Tapatalk
  10. kortopates
    No, since it’s mounted on the battery box lid but not connected to anything else, it’s not in the way of anything. Sent from my iPhone using Tapatalk
  11. kortopates
    Indeed he did, but right before that line he says he has mostly used Aeroshell 100. The overhaul and top debacle happened away from home and Mike was doing the work in a Las Vegas hangar and was flying in to work on it - a lot of things where done a bit differently because of his plane being stranded away from home. The fact is, he would tell you its makes no difference with the caveats I mentioned as he does also in the article.
  12. kortopates
    Indeed it was, and Mike still endorses that. Although he prefers to use straight weight oil, such as Aeroshell 100, for break-in he sees no need to use an AD oil for break-in really any everyday oil as long as it doesn't have slippery additives like Camguard, or the Lycomimg ant-scuff additiove in Phillips Victory oil and Aershell Plus oils. The only oil Savvy recommends NOT using is the Aershell multi-weight because its 50% synthetic which doesn't do as well with lead and should be avoided till we're all running unleaded fuel. (The Phillips muti-weight xctry oil is 100% mineral oil.)
  13. kortopates
    Why, they’re generally readily available exchange, although significantly cheaper ( about half the cost) if they can overhaul yours and generally only take a couple days of shop time. Did Gary say differently? And they’ll ship the gasket with it. Engine overhaul is going to take much longer that getting a turbo. Seems like a spare v-band clamp, cylinder and Mag would be more useful investments. Sent from my iPhone using Tapatalk
  14. kortopates
    Personally my advice is pull the electroair, put back in one of the mags and install a Surefly EIS in place of the other mag and be done. Nothing but problems with the older Electoairs. (In contrast the new Electroair replacement for the dual mag has it a home run but that’s a different engine.) Use fine wire plugs rather than massives. If wires show arcing marks they need replacing too. Sent from my iPhone using Tapatalk
  15. kortopates
    He’s actually down at Santa Maria SMX Sent from my iPhone using Tapatalk
  16. kortopates
    You’ll still want to sort out the issue with Nav mode as i am sure it will re-appear in approach mode. Can’t use GPSS on approaches other than VOR. Sent from my iPhone using Tapatalk
  17. kortopates
    Not a limitation but actually your POH does provide a taxi/runup amount of fuel in the Sect 5 - Time, fuel and Distance to climb table. As an example, for the J the notes show that fuel is based on using 9 lbs. That’s fuel you can add above max gross weight the realize the POH performance numbers. Sent from my iPhone using Tapatalk
  18. kortopates
    Terminal mode has nothing to do with it, but perhaps you are full scale deflection on your HSI. So start with heading mode to get you on a proper intercept for the current DTK and then arm NAV mode OR update the DTK by pressing Direct and then NAV mode should work fine. TERMINAL mode just means 1 nm full scale deflection when you are within 30 nm of your departure or Destination, then it goes to Enroute mode which is 2nm full scale deflection. Sent from my iPhone using Tapatalk
  19. kortopates
    Technically Max Ramp = Max takeoff + Taxi/run-up fuel, if you want to take on the max fuel you can Sent from my iPhone using Tapatalk
  20. kortopates
    I’ve seen this before on students installation, but can’t recall exactly the solution but think you may need the ADC in your installation (air data computer components that for example would give you density altitude) Sent from my iPhone using Tapatalk
  21. kortopates
    Current firmware puts them on VNAV. VSR is available when there are altitude constraints such as on approach procedures. But for VNAV to provide VSR in the enroute portion you need to add altitude constraints to flight plan. Personally i prefer DST-distance over the XTRK field. Have plenty of track info on the HSI and GPS screen already. Sent from my iPhone using Tapatalk
  22. kortopates
    Exactly ^^^ (Skips post above), the GPS isn’t navigating till you create a flight plan and have an active waypoint. It’s only needs one but without an active waypoint there is nothing to display. Both the GTN and GNS work the same way. Sent from my iPhone using Tapatalk
  23. kortopates
    Thanks Joe and Happy Thanksgiving to you and all Mooneyspacers. Looking forward to getting back to Mexico myself very soon in the Mooney. Sent from my iPhone using Tapatalk
  24. kortopates
    Since you posted this in the engine monitor sub-forum and mentioned concern for grounding we thought we were discussing an engine monitor issue. With mechanical gauges there shouldn’t be anything electrical but more likely due to the proximity of the recent work done for your USB outlet; perhaps tech didn’t get them properly/fully reconnected when he did the recent work? MAP reads off an engine hose and RPM off an engine driven tachometer cable. Sent from my iPhone using Tapatalk
  25. kortopates
    JPI EDM monitor? Make sure the monitor is well grounded directly to the engine.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.