kortopates

Seems like your inventing an issue that doesn’t exist - at least not in my 20+ years using my transfil system. When i need to fill a tank, i remove it, put in my vehicle and drive down to my local gas supplier. Although i own my tanks, the gas supplier swaps out my empty for a fresh one and i return to hangar and reconnect it up. The whole process is done in about an hour including the 10-15 min at the gas supplier shop. My supplier is a big shop so i never have to worry about stock for Aviators O2 (ABO). But if it was a concern i just wouldn’t take my empty tank in till i knew i could swap it out. No need to ever make two trips. Especially with my large tanks that weigh over 100 lbs. Sent from my iPhone using Tapatalk

After 15 years, Savvy is re-aligning its service tiers that will go into effect very soon next year. For our Savvy Analysis clients the service is being expanded to now include both Borescope analysis as well as Savvy Breakdown. Prices will also go up, the first time in 15 years. Associated with the Borescope analysis will be a format for submitting borescope picts that is in process right now. Clients are being notified over the next couple of weeks of the details and Savvy Pro clients will be offered a renewal discount from the price increase. https://mailchi.mp/savvyaviation.com/limited-time-offer-50-discount-on-savvyanalysis-pro-890450?e=710336d60c

Agreed and i just have good progressive lenses and see my 900 just fine, just left of the radio stack. But a monitor off to far right would be a last resort since it’s well out of my scan. Although in a vintage panel options are very limited. Sent from my iPhone using Tapatalk

I am a long time owner with over 20 yrs on our current 252/Encore and went a similar route as described above after a few years of ownership. I couldn't justify the high cost of a quality interior. It just looked like a lot of money for sakes of appearances and also thought I could save money using a local upholstery guy that actually came with some good recommendations from other satisfied aircraft owners. It looked nice and I saved money alright but it wasn't long before I realized it was at the cost of comfort. The guy used some standard foam, if he even replaced the old foam (I was never sure) and my sore butt was getting sorer on longer flights as time went on. Plus the leather he used was just cheap and looking tired after only a couple years. As I learned more about the proper way to build up an aircraft seat with different densities of foam I undersood why we were suffering on longer trips and started to plan my next interior improvements with Hector and just wished I had done it right the first time. I would have been dollars ahead, but it was a learning experience for me. I know there are lots of upholstery shops that do know how to properly build up a seat, I talked to several who claimed too, but when their prices matched or exceeded Hectors I didn't want to risk making another poor choice so I went with the proven winner by the shop that has probably done more quality Mooney interiors than anyone - and am glad I did. He does excellent work.

Time for an EI R1, very affordable too: https://www.aircraftspruce.com/catalog/inpages/ei-digitalgraphic1.php?clickkey=5825967 Sent from my iPhone using Tapatalk

Hector has done almost all of my entire interior in stages. Virtually all through shipping ground. Ground shipping cost isn’t that bad, they wrap everything well in bubble wrap- no need for crates. Hector is able to get the work done much faster when he doesn’t need to schedule room for your aircraft. Although i do all my own work, anyone's local shop can do the removal and re-install for you and save the time and trip expenses to San Antonio, which is sizable for me on the west coast. I much prefer the shipping route. Sent from my iPhone using Tapatalk

The original Mooney hour meter you described was electrically connected to the original Mooney Tachometer/RPM gauge. If an EI R1 tachometer was installed to replace your original RPM gauge it replaced both Mooney indicators. It sounds like someone separately installed a hobbs meter; probably from it on a leaseback. Sent from my iPhone using Tapatalk

Okay, that proves your getting pretty repeatable performance based on exactly as you say, how you fly your airplane. And 2500' to 50' is also very reasonable agreement with the POH depending on the specific. Earlier you said you needed a 2500' runway. But if your getting this performance without following the POH numbers this doesn't mean we can't get better performance when we need to it to operate out of a shorter runway. For example, when I don't have obstacles to be concerned with I am all about climbing out at Vy+10-20 kts to keep CHTs cool and give a good view out of the cockpit. But when I need to climb at steeper rate, such as departing from an airport with really no nearby off-field leanding spots or even more rarely, short with obstacles off the end. Then I'll follow the POH climb profile to get max performance. Doing so should get a J off the ground in under 1200', but if I was doing far worse, I would draw a different conclusion. First though, to get POH performace, you have to fly the profile in the POH. You didn't provide specific conditions but assuming a near fully loaded 2740 lb J at a lower density altitude of around 2000' it should lift off by 1200' and climb to 50' AGL in under 2500'. That's no wind at max gross weight. and rotating at about 58 kias and climbung out steeply at under 70 kias which will require about 12 degrees pitch. Per the POH this should get us to 50' by 2500' But this doesn't call for a minimum runway length of 2500', that's 2500 to get to 50' and and a standard IFR departure only requires we clear the departure end of the runway by 35' climbing at 200 FPNM to ensure standard obstacle clearance. But if I am doing much worse than POH performance, while using the POH numbers, I would be checking health of the engine since something is off such as possibly worn down cam preventing the cylinders from making full power.

No not the 730 and 830's but perhaps you were thinking of the EDM-711. The 711, which is I see very very few of is indeed certified as primary for EGT, CHT and OT. But not the very popular 730 & 830.

If you have a EDM-7xx or -8xx monitor, legally the factory CHT probe has to remain in the cylinder well, and the JPI will use one of three possible gasket probes including possibly one at the base of the factory probe. If you have an EDM-9xx monitor, which is approved for primary, then the factory CHT instrument is removed from the aircraft. Sent from my iPhone using Tapatalk

You can not, but you also can not change out a lifter in a Lycoming without splitting the case! Lifters can be easily inspected and changed in a Continental. Since they typically see more cylinder work they also get more attention to lifters. Sent from my iPhone using Tapatalk

Maybe you could explain better by what you mean for “fully loaded” and reasonable DA” for 2500’ and how you arrive at the 2500 min. I am trying to follow how your analysis supports or contradicts the POH. Sent from my iPhone using Tapatalk

True when it comes to making parts and their service support. But the one thing that hasn’t changed is their parts manager Dan, with his wealth of Mooney parts sourcing knowledge and access to the factory inventory. He and his parts inventory remains in CA. I do think their parts surcharge pricing has gone up though. Sent from my iPhone using Tapatalk

Aren't your numbers showing your adding life to the battery by increasing capacity? Or is capacity of the battery independent of battery life? I assumed more capacity = more life?

You are correct, its a 2 person job to buck the rivets and took me quite awhile. But the factory pre-drilled rails really help. This was a number of years ago now and I can't recall how many hours but with the eelctric gear there was about 4 or 6 rivets in the front I couldn't get too with a bucking bar that I was able to get approval from the factory to replace with Cherry rivets. With a manual gear I think it will be much easier, but still a big job and had to remove a lot of external skin rivets on each outer edge to get access to the rails rivets underneath - just dropping the belly pan doesn't provide enough access.

As an instructor, couldn’t agree more!! It’s as simple as holding the cowling just below the end of the runway while looking out the windshield and hold off the nose wheel as long as possible. Sent from my iPhone using Tapatalk

I am not so sure about that. If it’s going to slip back it’s much more likely to occur after rotation and is pretty unpredictable. A short field takeoff requires right about 12 degrees pitch up and climbing steeply out is not the time i’d want to risk the throttle going back to idle. Best to let go if it ever happens IMO. It did happen to me once in climb before i changed out all 4 seat rails; luckily i just let it go. Sent from my iPhone using Tapatalk

Actually its all due to oil temperature. The turbo charger controller is adjusted to hit redline at normal operating oil temperature of around 175F. On the first takeoff of the day before the oil has fully warmed up, the controller will overboost till the oil fully warms up. And when the OT is above normal, such as 190-200F the controller will underboost and you won't get the full redline boost. This is also why they recommend using a multi-weight oil since it viscosity is less effected by temerature than a single weight oil. Of course this only applies to full turbo’s with hydraulically controlled waste gates and even then there is some variation among the different controllers.

Yes, but TIT needs to be below 1400f full rich (preferably lower) else the max FF isn’t high enough. Sent from my iPhone using Tapatalk

Thanks. You’re actually better off climbing at full redline as long as your fuel flow is set up correctly - many are too lean. Doing so, and climbing at Vy + 10-20 kts will keep the engine cooler than pulling back a couple inches. Just note the TIT at redline versus 38”. The TIT at 38” will be higher because FF isn’t linear at the upper range. Sent from my iPhone using Tapatalk

I think you just misunderstood his statement since he was referring to an intercooled 231 - which reduces your redline MAP from 40” to 38” or a little less (when based on degrees of cooling) depending on which intercooler vendor or product. Using 40” on and intercooled 231 would be over boosting the engine since the cooled air is much denser. The documentation is in the STC. But i assume you’re aware and just missed the intercooled part. To the OP, there is no such thing as an “automatic” waste gate on the 231. It’s either “fixed” (bolt) or “manual” with the Merlyn pneumatic waste gate. Only hydraulically controlled waste gates are “automatic” using an additional turbo controller, which are used in the 252 and Encore. The latter two are identical except that the Encore has been boosted up an additional 10 HP and allow an additional 230 lbs to be added to the maximum gross takeoff weight. They are among the most efficient and most sought after Mooney’s. A 252 can be converted to an Encore but not a 231. The 231 was introduced as the poor man’s turbo since it was much cheaper than a full turbo with wastegate and controller (they used a bolt for a waste gate). Most 231’s though have STC’s to add the manual pneumatic waste gate and an intercooler which very significantly improves their high altitude performance. But they are by no means as easy to operate as the full turbo 252/encores with automatic waste gates. All 252/Encores also came standard with 28V electrical systems, speed brakes, standby vacuum, built in oxygen and most with dual alternators.

Understand. Based on that i don’t think the issue is curriculum we teach. Because it's fully covered. But as an instructor my opinion is that the issue is private pilots that don’t spend time and money on recurrent training, fly very few hours per year and then do the minimum waiting 2 years to complete a biennial 61.56 flight review - which can be as little as 1 hr flying and not do anything to ACS standards. You’re to be congratulated for doing regular flight reviews along with IPC’s. Several of you here that i know and fly with do this but you are the well above average pilots out there. For what’s it worth i stopped doing the basic 61.56 flight review and exclusively do Wings flight reviews for about 15 years now which have many advantages including being able to show you can do all the maneuvers to ACS standards. They also give the pilot a much better reputation in the eyes of the FAA if one is ever deviated - they see you immediately as one of the good guys taking recurrent training seriously. The pilot has to value recurrent training though and practice regularly. As the saying goes you can lead a horse to water but you can't make them drink. I also get to give remedial training to some of the pilots that weren't taking their proficiency seriously. Nobody like the iPad pilot we read about though, I doubt the FAA would even give him that option if it's true he's a repeat offender like his track logs suggest. Sent from my iPhone using Tapatalk

I never really understood the question. But this 100% a part of the private pilot requirements - min 3 hrs of instrument time. And a part of every Wings Flight review I give along with unusual attitude recovery. With an instrument pilot the unusual att rec becomes partial panel recovery. Sent from my iPhone using Tapatalk

These aren't unobtanium as this discussion implies. this morning an Ovation student of mine showed me one he just got from the factory. he did have to wait a few months to get it. But since this isn't even remotely an airworthiness part I am glad Mooney prioritizes the important stuff first. but they do manage to ship them. I am leaving the price out to avoid reading comments about being raped Call your favorite MSC if you need one. Sent from my iPhone using Tapatalk

Agreed, I've been playing with the Beta version for sometime and am annoyed with the "improvements". Also I was in SOCAL TRACON tour with my IFR students and couldn't help notice they where using the old one as long as possible - they weren't impressed either. Sent from my iPhone using Tapatalk