kortopates

The only thing that could explain this is missing or disconnected hose perhaps somewhere in the system. Follow the entire circuit starting with the hose coming off what I beleive will be the rear baffling leading to the first heat exchanger on pilot side, then the cross hose to the front of the right heat exchanger and then lastly out the right exchanger to the air mixing box and ensure the heat control cable is working properly,

there are those that blame camguard for starter adapter slippage, including Niagara. They blame aeroshell multi-weight even more. But at Savvy we find those claims unwarranted. The one thing that may have some truth to it is changing oil types on a high time engine since then it may be just enough to cause a worn starter adapter to start slipping. Protecting the engine from corrosion is a much bigger priority in our opinion. Sent from my iPhone using Tapatalk

Probably since i am a flight instructor i hear a lot more confession’s. Such as the pilot in the flight levels whose 02D2 batteries died and found himself rushed to change the batteries at 24000’, but being nervous and starting to get hypoxic he ended up putting batteries in backwards. But it’s not working and his anxiety is growing so he’s asking for an immediate descent before it’s too late. Eventually he gets down to breathable air in the teens and realizes his mistake. My memory is a bit hazy on what happened next, but i am pretty sure it worked fine for him once he got the batteries in correctly and he continued on his way. I know those that have it wired to ships power will feel immune to this issue. If i only flew in the upper teens I wouldn’t worry about it but i really don’t want the added complications flying in the flight levels. Like you, I have the small MH backup cylinders with face mask - wish they still sold them. It was a great idea for a simple emergency backup. I really like how i can hear and feel the unit giving me air since it’s reassuring that i know it’s working as intended. It is pretty amazing how much O2 these devices save. My wife and I flew down to Panama central america over our winter break this past January all on one 115 cuft tank of O2 for the round trip. I can’t recall the last time i had to fill up away from home. Sent from my iPhone using Tapatalk

If you’re flying 100 hrs a year, that’s double the average private owner at 50 hrs a year. But what can be conflicting or controversial about an additive package to reduce corrosion. It’s the number one cause of not making TBO; especially on an engine with the cam on top more susceptible to corrosion. It’s just added insurance but does cost money. Yet for me, oil and oil changes don’t even make a dent in my annual flying cost. FWIW, Continental actually did a warranty experiment where they provided an extended warranty if you agreed to use Camguard throughout. Unfortunately they never shared what ever data they gathered or what they learned. Sent from my iPhone using Tapatalk

Keep using the break-in oil till your confident oil consumption has stabilized. Good chance you’re there at 10 hrs if you’ve been running it hard. But it’s not determined by hours but rather oil consumption. Also as advised, be sure to follow all instruction from whom ever is providing warranty. But few do on a cylinder. Sent from my iPhone using Tapatalk

My Two large tanks are very adequate for my transfilling needs. I don’t believe in adding a microprocessor and electrical dependency to O2 supply at altitude. At least not in a Turbo aircraft that flys in the flight levels - too much can go wrong. Instead we use the Precise Flight Demand conserver system which is purely mechanical and fail safe mode goes to full on which gives me peace of mind. Expensive though but my cargo is worth it Works just like the electrical one but each person needs their own station which also adds redundancy as we’re two pilots. Sent from my iPhone using Tapatalk

Not only that, but all the additional force to hold it comes from the gear actuator compressing springs on the gear to create that pre-load force. Let the gear actuator slip back a tad and that pre-load force goes, relieving the compression on the springs. From the description above of the issue, we know it’s slipping back enough to at least open the gear down limit switch. Probably not by much. Sent from my iPhone using Tapatalk

Having seen literally thousands of these you’d be amazed just how much they all have in common. Sent from my iPhone using Tapatalk

Mostly true, but carbureted engines are trickier than that since the fuel is delivered by the carburetor a leak can be affecting fuel charge air and not just air like in an injected engine. Sent from my iPhone using Tapatalk

So i’ve read above, lol! Yet we’ve also read from one owner how a richer carb greatly improved ability to keep CHT’s down. Truth is we can tell an engine isn’t getting enough fuel at WOT when EGT’s are hovering around 1500F. Sent from my iPhone using Tapatalk

Exactly, K’s rarely can do better than 25-35F LOP. And TIT is typically going over 1600F at 70% and up HP. Generally K’s are a bit better than the Bravo. But the NA and Turbo 550’s have by far the best LOP performance in that they can do 100F+ LOP easily; which well beyond what is ever required. Sent from my iPhone using Tapatalk

I 've trained in a number of them, Ovation or Acclaim, it just requires WAAS updated G1000 s/w to support the 2700 rpm. Without the WAAS you still need the separate RPM, usually an EI R1.

Sounds like the heater/hot air door isn’t completing closing or sealing. Have your mechanic investigate. Everything is fixable given enough time and $. Luckily this isn’t an airworthiness issue so it’s up to your discretion to correct or defer. Sent from my iPhone using Tapatalk

its time and hours, corrosion and ozone damage are a big factor. it’s much more costly when you get stranded away from home. But if all your flying is local Bendix mags do go longer than Slick. Sent from my iPhone using Tapatalk

True, the high wing Cessna's really don't have this issue. As an example, the late 70's era of C210 POH's don't even mention need for vapor suppression with use of boost pump. It is a low wing issue for the reasons you stated. But in my opinion not enough pilots take the threat seriously. For every low wing continental powered aircraft with over 200+HP, except for starting, priming, switching tanks, the low boost pump is for vapor suppression while the high boost pump is for a engine driven pump failure.

See the thread “MAG 500 hrs shops”. I prefer Aero Accessories in Van Nuys. Sent from my iPhone using Tapatalk

They were still selling conduit and cable pretty recently, so i expect they still do. Getting it from them will be a big time saver but i am sure the materials can be sourced elsewhere much easier than the actuator boot. My boot is older than yours but still in great condition. Sent from my iPhone using Tapatalk

You mapped the equipped list by reference number to CAR3 to look up everything? the only equipment directly listed in the TCDS are ones with part numbers for things like vacuum pumps, governors, carbs etc Sent from my iPhone using Tapatalk

I see vapor lock issues at least every other week with my Savvy work. It doesn't usually bring down planes, but it often causes a pilot to abort the climb and return to base due to a partial power loss. I am sure you've just forgotten the Cirrus POH procedures since they're much bigger on the boost pump than Mooney's POH's But for sure, the IO-550's and especially the turbo 550's which are more prone to vapor lock issues are used by 3 airframe manufacturers (Mooney's, Cirrus and Cessna's). Yet I think I see fewer issues with the Cirrus pilots because ALL 3 Cirrus POH's (NA, TAT and TSIO-550) all say to use the Boost pump in climb and then to leave it on for 30 min after reaching cruise, or keep on above 18K. Whereas Mooney and Cessna say to turn on above 9 or 12K (DA). But of course pilots forget to use the boost in climb and or aren't thinking DA either and delay. The Cirrus fuel set up is even done with the fuel boost pump ON since they recommend turning it on throughout the entire climb. I don't believe its ground temp so much that leads to it, but higher CHTs absolutely helps induce it from the added heat radiating to the fuel injector lines. But we still see it in summer even without hot CHTs so its not the only factor.

Don't be quick to assume that actuator is the problem. The conduit that carries the cable is much more likely to fall apart before the bellows. If yours haven't been replaced yet, I can't imagine how they could be still be fully functional. They fall apart with age. You have to drop the belly pan to see everything, but you merely need to get under the gear to check the integrity of the conduit and cables.

I’d also make sure it’s the richer of the approved part numbers. They’re available OH exchange from Spruce. Sent from my iPhone using Tapatalk

how many years since last overhaul? The seals/gaskets tend to be be shot and leak after 10-12 years, depending on the environment. Sent from my iPhone using Tapatalk

You are correct. The video is for the Permold case, such as the 550’s, which is a different coupler than the ones used in the 360’s. It’s also the 550’s that suffered from incorrect installation issues - not so much the 360’s. Sent from my iPhone using Tapatalk

No! if it’s too tight right after they replaced o-rings it’s to tight! If it becomes too tight a few months later after being parked on the ramp the inner shaft needs lubricating. Some triflow will correct it or even some motor oil off the dip stick for lack of anything else. Sent from my iPhone using Tapatalk

Field elevation and typical density altitude are critical elements to the decision here. Suggest pulling out your POH, checking the performance table and adding from a 50% to 100% buffer while your gaining proficiency in the plane. But start with a Mooney proficient instructor since the length gave you pause. But the landing distance for all the longbodies is the same for the same weight. Sent from my iPhone using Tapatalk