kortopates

Many shops have the means to fabricate these, by copying your old one. Sent from my iPhone using Tapatalk

I don't recall the 231 having a fuel pressure gauge, just FF, so don't think Garmin could trump Mooney's requirements. If you have an intercooler installed, it would make much more sense to display Induction Air Temp - which is the Induction air temp after the intercooler. CDT is after the turbo and before the intercooler.

Seen a pilot new in type take off with cowl plugs in place on a lyc IO-360. Cylinders will last less than 20 minutes before they’re toast. Sent from my iPhone using Tapatalk

Age in years since last OH is just as important as hours. I’d run the numbers before deciding. As a repair, the engine will be valued at most 400/2000 of a freshly overhauled engine, and perhaps a lot less if old. Sent from my iPhone using Tapatalk

They don’t matter on the vast majority of Io-360’s but somewhere near 10-15% of the fleet benefits from Gami’s. Does your Rayjay still yield good mixture with stock injectors? The majority of Rayjay turbo STC’s i see don’t get good mixture within 0.5 GPH without them. Sent from my iPhone using Tapatalk

Other than ramp appeal, the advantages of the 3 blade are improved climb. But when engine power is lost the extra blade is an effective air brake and noticeably reduces float on landings.

Suspecting it was fuel from the engine compartment should have been enough to take swift action to get back on the ground, If he could tie it to the elevated TIT it just reinforces how much little time he may need. Don't expect anyone could deduce the leak was at the servo. Nor would it be really helpful beyond recognizing there was a fuel leak to the engines fuel supply system. Update- in the podcast, pilot says he really suspected that it must be his fuel system leaking fuel, but that realization may have come after the event.

Also many of them, not all, need to have the appropriate check boxes checked to indicate the precise capabilities of your installation. For example, with your G3X autoslewing capability and GFC-500 AP your GTN-750 will have the boxes checked for enabling AP guided Radius Fixed (RF) leg support. But that is just one simple example of many that we rely on an installer to fill out for us. Although you haven't seen them yet, they were given to the owner at the time of installation and I be they'll have them even though they may not yet be in the POH where they should be (but its legal to just have them on the plane as long as accessible to you). You really need this information since a lot of would be hard to reverse engineer what your installation has, so I'd press the owner to find them.

Sadly you're right of course. I did listen to the pilots AOPA podcast. Although he first refers to the liquid as moisture, he quickly admits that his first thought was it had to be fuel since it couldn't really be anything else.

Make it fun for your wife or you'll be flying solo in short order. My wife and I are both pilots and we generally stick to the 2.5 to 3.0 hrs. Occasionally there is a need to fly longer legs but that's only when we're flying internationally such as in CENAM and want to avoid landing in some countries where a stop would be super expensive; then she is just as committed to it - but never with diaper! But here in the US, in my opinion, there is no reason to suggest saving a 1/2 hour at the discomfort of your passenger. Stops are part of the adventure and we welcome them.

Pardon me, but I think this thread has become overly sidetracked by the maintenance induced failure not torquing the fuel line. yes that was very unfortunate which ultimately brought down the plane. But this shouldn't have gone this far. The pilot had lots of warning with time to get back down safely in time. Climbing out at 3000' he noticed, about 4 min after takeoff, that his TIT was above redline. This is an emergency right here indicating the mixture is much too lean. He also remarked he saw the clear fluid on the windshield but apparently didn't equate is as the fuel that was causing his engine to run so lean. He does the right thing by reducing power which could have saved the engine if it wasn't already detonating. But once TIT is below redline he tries to carry on, yet the fuel on the windshield isn't going away. In fact, in the report he indicates the fuel was increasing on the windshield. This apparently finally convinces him to divert 8 min after noticing the TIT over redline at 3000', based on flightaware data. I would hope pilots can connect the dots between the high TIT and clear liquid on the windshield and conclude it was fuel. Failing that, at least the need to get the aircraft down asap. But the simple lesson for us all is to declare and take action to get the airplane down at a near by airport to get the issue sorted out. Lots of opportunities where missed to prevent this from turning into an accident. We never know how much time we have when we're experiencing an engine anomaly and this one shouldn't me mistaken for something minor that can be limped back to home base or the mechanic that did some recent work which also suggest the pilot realized it was fuel on his windshield.

I think you need to talk to another representative or to another supplier. It doesn’t make sense and not how the big suppliers do business. Sent from my iPhone using Tapatalk

I’ve been swapping big industrial ABO tanks for over 20 years and never have paid for a hydro! That’s with dealing with multiple gas supply company’s as well - at least 3. Further, i purchased my tanks through one of the local gas suppliers and over the years i’ve upgraded the size to the biggest one i could handle and the pressure to +P by just paying the difference in price - not buying a new tank and trying to sell my own. In actuality i purchased used tanks, but the gas suppliers maintain the tanks for life as long i keep coming in to swap out for a new full tank with never a fee for other than a fill. It was a long time ago, but the original tanks where around $120 each - no where near the many hundreds some have referred too. Owning tanks paid for themselves in less than 2 years - almost 20 years ago now. Sent from my iPhone using Tapatalk

Yes, lint is very common and can clog the screen on a continental flow divider - over several years. Sent from my iPhone using Tapatalk

Seriously, you need to fly more! Taxes don’t even make a dent in my annual cost. Even more importantly, remember you can’t take it with you, so enjoy it while you can! Sent from my iPhone using Tapatalk

Big difference in my opinion. The Vspeeds are far better and i like the electric gear. Sent from my iPhone using Tapatalk

Exactly right. Not a week goes by that I don't see a partially clogged injector - diagnosed as such by becoming a lean outlier. Everybody expects though that they'll be able to see the partial blockage with the naked eye. Its actually very seldom you can see the issue with the injector. When you can though, its usually a little piece of black o-ring on TCM injector - something you'll never see on a Lycoming. But most of the time you can't see a thing. And occasionally this has prevented someone from properly cleaning it in MEK and or Hoppes. My favorite is a Hoppes sonic bath followed by rinsing with MEK. Even though the clog can't be seen, a good cleaning always restores the full FF when there was a partial blockage. But the simple act of R&R'ing the injectors is more likely to contaminate and injector than years in service so we never recommend servicing them just for the fun of it. A good fraction of the clogs we see are right after someone servicing them. Shop environments and mechanic's hands are pretty dirty and these require the utmost in cleanliness when handling them.

you didn’t mention if the training is for in your mooney or a school plane and if you are instrument rated. Because of insurance, it’s unlikely any school would train in your aircraft - since they’ll be uninsured doing so. And as a very active CFII i wouldn’t launch into IMC conditions till i had flown with you and new your level of proficiency. Especially if unrated, expect to be limited to VMC practice approaches. Sent from my iPhone using Tapatalk

You swap out privately owned tanks just like leased tanks. This way you never pay for a hydro just like leased tanks. The difference is the privately owned tanks aren’t branded with a company name and you can take them to any industrial gas supplier- not just the company you leased them from. Next time you go in, just tell them you want to purchase the tanks and i am sure they’ll be happy to exchange them for you. My advice is to buy +P tanks which allows overcharging the tank by %10 so that you can fill your onboard tank to full pressure more than once but you have to be careful not to over fill your onboard tank. The standard tanks have a max pressure same as your onboard tank. Sent from my iPhone using Tapatalk

I would never ever advocate this, but as CFI i hear a lot of confessions from my clients and i hear many on the advantages of synthetic vision by those that have learned how to use it. More than one pilot had told me they’re comfortable using it to descend below minimums on a precision approach if they really felt the need, and have done so at their home field or another airport they where very familiar with. I’ll add that knowing how to position the ground pointer on the runway threshold and keep it there is like cheating flying an approach. There is a lot more too it, but it’s very powerful tool in the hands of a proficient pilot. These comments are based on the G500 and G1000 synthetic vision - i don’t have enough experience to comment on Aspen’s synthetic vision with a much smaller screen Sent from my iPhone using Tapatalk

A lot of good information is in the TCM Maintenance and Operations manual that’s not in the POH - from power settings to starting methods. Recommended for every owner. Sent from my iPhone using Tapatalk

i am sure it’s too lean. 9.8 gph is indeed 64% power but probably with too much air. When you set up next time, keeping FF constant reduce MAP till your richest cyl peaks, then add the MAP slowly to determine just how LOP that richest cyl is. If it’s more than 15-25F LOP, cut back on the FF a bit to about 60% power, and lean to about 15F LOP and see how your temps are. If TIT is greater than 1600F you can lean a little more but might need to reduce FF a bit more. A lower RPM will also help the engine to run deeper LOP. Sent from my iPhone using Tapatalk

Couldn't agree more. I had that happen to me noticed it immediately doing the retract test and I tracked it down to small change in length in the new shock disk link tower from Lasar. I couldn't get Dan at Lasar to exchange with another so I ended up purchasing a second one and gave him his old one back. The second shock disk tower link solved the issue but it cost me. LASAR sells a PMA's version of the shock disc link tower which is what I used - I've used them before from them but that was the only one that gave me a problem. As these are hand made airplanes I couldn't see asking a mechanic for a discount because new parts didn't fit as well as the prior ones. Bigger tires can cause this issue too, but this of course wasn't from a change in tires. But I am using the thickest tire treads with minimal clearance here - Goodyear Custom III's.

Really sorry to read about your tale. But nothing you mentioned; neither the cam nor fretting case and especially not corrosion in the cylinders would have led to catastrophic failure. Maybe the oil pump gear was the bigger concern - hard to say. You mentioned mid time engine but didn't mention years since last major OH, but calendar time is just as important since corrosion is the number one killer of our GA engines. So if the engine was say 20 years old, I wouldn't expect to see it last another 20 years or make TBO for that matter, but a worn down cam would just start to make the engine anemic. The fretting case would lead to oil leak that would grow in time but not dangerous. Eventually an owner would get tired of feeding it lots of oil and cleaning it off. I had a mechanic friend with a Mooney that let his go till it was loosing a qt an hour - it was the cleaning the mess that finally inspired him to repair. Perhaps the silver lining is that insurance is paying for the tear down inspection and re-assembly and part of the prop so that your cost is hopefully limited to the new replacement engine parts and prop betterment. i.e. a fresh overhaul at a greatly reduced cost. (Unless you elected to not use your insurance - which these days there are good reasons to do that.) But yeah, sorry about the horrible delays, we haven't at all recovered from the delays from the pandemic. I hope though you're really looking forward to much brighter days of aircraft ownership with knowledge that you'll resume flying with a fresh major overhauled engine (I assume you elected to make it a full overhaul). I can say in my case I've been an owner of my current Mooney for over 20 years. I bought the most expensive one out there at the time because it had nice avionics and a fresh engine and I am past TBO now and still going strong.

For what its worth, you can easily add the step back on, whether it was removed or never installed. The fuselage is made to bolt it on. With the step and its fairing it not a significant point of drag, If you ever deplane onto a patch of ice and fall on your butt you'll really miss it.