kortopates

Finding problems early is when you can save yourself from big expenses later; such as corrosion. Plus the issue found early could save you from a real emergency in air later. Just saying but wanting to truly know the condition of my aircraft and intimately know it's systems is why I went to A&P school (nights after my engineering day job). Sorry, but I don't even know anyone that has used Foothill. I can only recommend CrownAir further south in San Diego. Sent from my iPhone using Tapatalk

Very cool! Plus the chart can be displayed as overlay on the map or in split screen mode next too the map. Don, have you seen if the Jepp documentation also comes across into Garmin Pilot? (Wondering if I can ditch JeppFD?) Marauder, $149 for the entire US coverage is a good discount. I pay more just for the West but it includes displaying them on my panel so I get 4 devices. Sent from my iPhone using Tapatalk

I agree with Andy that this is likely from operating at too high of TIT. I prefer to see TIT limited to below 1600 except for short periods during leaning or doing LOP mag checks etc. I don't know specifically about the exhaust part shown, but it's generally always more affordable to have it repaired by an aviation welder. They can replace whatever amount of material is needed to make it like new. Sent from my iPhone using Tapatalk

Both Voltage regulators are intended to be set to the same bus voltage. On a 14V system they should be set in the range of 13.8 to 14.1 V for battery longevity. That said, Alternator #2 will carry most of the load because it is belt driven and running at a higher RPM than the engine driven #1. But during your run up, part of your checklist is to fail #2 (by turning off the field rocker switch for #2) and you should see #1 pick up the load. Bus voltage should remain in the proper range above on either alternator alone.

I believe its a 1/2" to 3/8" adapter i.e. the male end is 1/2" ( not a 3/8" to 1/2" which has a 3/8" male end). Its mandatory to fit the 3/8" torque wrench into the 1/2" size gear rigging tool. But I don't recall mine changing the clock position - but I could be wrong since I have never really thought about it. I have always been able to put the torque wrench on at the 3'oclock position to the gear rigging tool on the mains (which is the only one of the two tools I use on mine).

Honestly I would be more worried about the fiber lock nut. That's incorrect, the TCM IPC calls for a metal locknut. I'd correct that with the proper hardware. Fiber locknuts have no place in the hot engine compartment. The adel clamps are also not the common ones available from places like Spruce but a special p/n that you'll only find from TCM - still available from Spruce since they are a TCM parts supplier but at 5x the normal adel clamp price!. Otherwise the key thing is the clamps and hose are not chaffing against the oil filter (its very tight clearance there) or anything else. I also recall their is a proper orientation for the low point on one of the check valves (i.e. separate from the arrow direction ).

Look at the C-Mod chart. Are those "miles" at the bottom Nautical or Statute? In the old Bonanza charts...they are statute. So his 1.9 "miles" per 1,000 feet could be statute. If that is the case, 1.9 sm = 1.65 nm...which sounds reasonable for a retract like us. From the mid-body on planes using Kts (instead of MPH) publish distances in NM, the 2 bladed vs 3 bladed props make the biggest difference in glide range with most 2 bladed props getting very close to 2nm per 1000' agl. Of course the prop needs to be full back to get max glide range but the note below the graph on the Ovation above is confusing since it suggest you may get better than depicted with the prop control full back as opposed to saying it's required in the graph. Good luck on the book. I'll have to check it out. Sent from my iPhone using Tapatalk

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Looking at the picture it looks like you may have excessive oil leakage in your cylinder so you might want to pull that plug after a short interval of time just to see how its doing. Looking at your engine monitor data recognize your highest EGT on #3 is by no means a high outlier; not at 8-11F above the other 3. With those caveats above, if you want to check the health of your mixture distribution system (i.e. Gami spread) and ignition system I highly suggest you run our Savvy test profile, download the data and then upload it to SavvyAnalysis.Com and you can follow our write-up for how to interpret the data here: https://www.savvyanalysis.com/articles/in-flight-diagnostics (its all free) I am saying this because looking at a point in time temperatures does absolutely nothing to separate ignition issues from mixture issues. One really needs the independent test to make any conclusive findings. Before you run the test profile though I suggest you set your EDM monitor sampling interval to ~2 second data sampling rate from the default of 6 if not done already. If by chance you get a mixture spread of worse than 0.5 GPH, don't give up right away but clean the injectors and try again. Its unlikely your Lyc IO-360 will need Gami's to achieve 0.5 GPH or better but they do help. But I would recommend not purchasing them till the testing shows you need them. If you you find it runs rough as you lean it out, at the very least the test profile is going to show which cylinder, at what degree LOP what is the roughness from. However, if you want to run it conservatively at 60% power that is fine. But realize that is a low enough power setting that it doesn't matter where you leave the mixture. You can run it at peak safely at 60% if temps remain low, and if not run it above or below peak just enough to keep the CHTs below 380F which looks like is not going to be an issue for you. Once you go above 60% you'll want to run it sufficiently LOP or ROP in cruise to keep it out of the red box: https://www.jpinstruments.com/wp-content/uploads/2013/05/Mike-Bush-Red-BoxRed-Fin.pdf One last caveat though - don't trust your engine monitor though to tell you what is 60% power; especially LOP. Use the simple formula to do so manually (e.g. GPH*appropriate-multiplier/total HP= %power;for you 14.9 should be the multiplier) That should help you get going.

Dan, Yes, we have lots of G1000 users. See this link for downloading instructions: https://www.savvyanalysis.com/how-to-download and then click on G1000

Thanks Chuck! your comments are much appreciated too! LOL's on the "new guarantee policy" - I am still laughing on that one! And I too hope we never hear about you ever experiencing an engine failure!

Thank you too Chris! I appreciate that. Till now, I didn't equate your N number to your Mooney Space name so its great - now i feel I practically know you even though we have yet to meet. I don't get to contribute that many post here, so I know people don't read that much from me as I read from the rest of you, but I sure try to follow as much of the site as I can. Thanks again.

Thanks very much Bob!! Greatly appreciate the kind words.

Thanks for the details. It all looked good till I saw the differences in NEXRAD. I don't think I would want to trade my current Composite Reflectivity product for Base Reflectivity though; especially as a turbo pilot. The latter would tend to understate the wx with its limited vertical picture.

Indeed we are Don, sorry I miss understood. Sent from my iPhone using Tapatalk

Too funny with the step!! Steve is right as is Mike, peevee and Don. Don't get hypoxic finding that knob! Okay kidding of course but this did get rather humorous. Don, if you have a lever or push pull device someone modified your 02 system - see your IPC. The cable should go to a circular disk behind the plastic with a knob on the pilot side to turn in on and off. Sent from my iPhone using Tapatalk

Do we actually know if the new 345 is approved for the horizontal dorsal fin antenna? Only they or Mooney can do that. That would be very nice if so. Sent from my iPhone using Tapatalk

ACK-406. Affordable, supports a GPS interface to your panel GPS (thus no extra GPS antenna) and is dual band (121.5 and 406). You would like to think that with a 406 GPS provided coordinates that the 121.5 is of no value. But they still use 121.5 as a homing signal till they've found you. Sent from my iPhone using Tapatalk

I don't understand the difference between the SXM other than a possible rebranding in 2014. I have the 69A, where the "A" of course stands for audio and includes reception of all the Sirus XM channels. So how could the SXM variants add anything (especially to a non "A" variant) unless I am mistaken and their are Sirus channels that I can't receive? Admittedly I get so many channels I would likely not notice if there were some more available. Sent from my iPhone using Tapatalk

Brokers are notorious for making mistakes like that. That said, I see the listing. I would not have believed the KFC200 if I hadn't seen it - and doubly shocking given the SN of 1060. There must be a story behind that. But most of the stuff doesn't add all that much weight except for the TKS system which is 92 lbs with fluid. I would have guessed just under 800 lbs range (i.e. upper 700's) . You could pull the second transponder and altimeter to get some useful load back and some $ assuming you'll convert it to US registry. It does have a number of nice toys on it but is still missing a key basic one, on board weather, and neither transponder is useful much longer. So I'd just pull them both and replace with Garmin 345 to get both 1090ES and ADS-B in Weather products. But there does seem to be a lot of superfluous stuff. I don't really get the aileron trim though nor keeping the DME with the WAAS. Although it looks like a good price.

Mine seem to last about 8 years, also hangared, and yours is a little heavier with the rocket conversion. I'd be surprised if you don't feel it taxi smoother with the new disk. 20 years should be way past due; especially for a rubber product.

That was my thought as well, that it must be payload to be only 608Lbs. But even that is too good to be true for a '86 - which came standards with every possible option including built-in O2, speed brakes, standby electric vacuum, prop heat etc. except for some different choice in in avionics between Bendix King and Century. But the KFC 200 wasn't used on '86's, should be a KFC or KAP 150 so that make me doubt it had a serial number in the 1xxxx range. Furthermore the 120 gal long range tanks also doesn't compute. Standard tanks in the '86 where 75.6 Gal, and Piloto's long range tanks added 30 gal with speed brakes (which every '86 has) netting a total of 105.6 gal. None of the numbers make sense. But to clear your concern, useful load on '86 should be be in the vicinity of 900 lbs; more on an earlier 231 that didn't have all the options - unless maybe if it still has the scout radar which was heavy! (and useless!)

Mooney factory through your favorite MSC. Sent from my iPhone using Tapatalk

Does renting a Tomakawk and flying it around the islands count? Negative! Minus points for cheating!! Sent from my iPhone using Tapatalk