kortopates

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

Sorry for the delay in responding to this question - it has taken much, much longer than I imagined to move the repairs forward. As of this week, the gearbox has been disassembled. It was indeed a broken back spring. Plessey gearbox. For such fast vehicles, it always surprises me how slow the processes regarding airplanes, and aviation in general, move. The engine is finally out and on its way to Continental for teardown and inspection.. Hopefully in another 5 or 6 weeks 252BH will be flying again. Sorry to hear that! How many years and hours were on the no-back clutch spring till it failed on you? Sent from my iPhone using Tapatalk

There is an aviation aisle at Home Depot, Lowes, True Value, etc . . . Just kidding, the hangar elves many times do their shopping in these aisles. No way - my Home Depot has an aviation aisle - in fact it's stocked by Santa himself every Christmas! [emoji846] Sent from my iPhone using Tapatalk

I believe what they were saying is that after you jack the plane up off the wheels any gap should be gone or absorbed by the rubber expanding such that you can not rotate the disk with your hands. That is correct and another indicator in addition to the compressed gap as shown in the manual. The manual does not cover the uncompressed gap (as not having any) but it is a very popular indicator used by Mooney savvy tech's and perhaps actually better than the manual compressed method since it directly tells you if the disk still have the resiliency to expand. Both are valid indications. Sent from my iPhone using Tapatalk

Precise flight sells the very best flow meter - there A5. The Mooney OEM "hour" meter is a tach meter, it's wired off tachometer. You'll find it runs about .2 hrs less than actual elapsed time from engine start to shutdown. It's what you want for maintenance time. But for logging you can use something like a timer on a Garmin GPS that records time from power on - as long as you remember to write it down before you shutdown - or many other methods including your watch. The problem with Hobbs meter is that it means to many things to different people but usually total elapsed time with oil pressure but sometimes total elapsed time the master is on; both of which typically only have value to rental aircraft. Sent from my iPhone using Tapatalk

The downside to the Monroy tanks is that it becomes much more challenging to know how much fuel you have in your tanks. You only really know with certainty when you fill either the inboard original tanks only or both inboard and outboard - and then you'll know with the most certainty. With partially full tank it becomes an exercise in estimating the remaining fuel you have in the two tanks separately and going by the JPI remaining fuel once you have it calibrated. But your fuel level sensors will only tell you how much you have in your original tanks. After the inboard drain to about half, only then will the outboard tanks be empty. In fact after filling the inboards only in a few minutes the full inboards will drain into the outboard tanks perhaps making you wonder if you really filled the inboards. So I am always present at the time my plane is fueled. Also the vast majority of times I need to be there just to make sure they also don't fill the outboards so I can still take off if I am not alone! A couple of times when I wasn't there I had to have them offload fuel. Nobody wants to do that! Sent from my iPhone using Tapatalk

Doesn't appear that you were getting a accurate oil temperature. Whenever you see escalating oil temp in the air look at oil pressure to collaborate. With those temperatures you would see oil pressure falling into the yellow arc and certainly not holding steady in the green/normal range. If OP is falling too, then you do need to be immediately concerned. Sent from my iPhone using Tapatalk

Brass makes good sense when you consider the clutch needs to be sacrificed in lieu of damaging the electric gear if it becomes mistakenly or unknowingly engaged (by typically a rear seat pax). then when the pilot goes to retract the gear electrically and the binding caused gear actuator CB to pop damage should be limited to chewing up the clutch a bit rather than the gear. See post in the annual thread for more details if desired. Sent from my iPhone using Tapatalk

Curved approach paths There is more than one type of Approach with Curved Approach path - although the curved approach path segment is referred to an RF - or radius to fix leg. These are: RNAV RNP approaches. Currently all RNP approaches are AR or Authorization Required. Currently these are all RNP 0.15 and RNP 0.3 approaches which we can not do. However we are capable of RNP 1.0, but its doesn't make any sense to add RNP 1.0 approaches because WAAS approaches are essentially equivalent to RNP 0.3 - so I doubt we'll see RNP approaches we can do with our WAAS GPS since an LPV will provide lower minimums anyway). So currently we can only fly RNP terminal departure and arrival procedures (RNP 1.0 & higher). RNAV GPS approaches - We're beginning to see RF legs used in RNAV GPS approaches. These are not AR or Authorization Required (for us Part 91 operators) and thus we can fly them if we have the equipment to do so (as cited in the navigators AFMS). I have one locally at KCRQ RNAV GPS X 24 which is an LPV approach with a RF leg. Support for these RNAV GPS approaches with RF legs began with the Garmin GTN Navigators with the recent 6.x s/w release. As far as I know, that's the only navigator & s/w capable of flying them. Its also the only approach capability the GTN has over the GNS boxes. So with GNS boxes were limited ti flying the KCRQ RNAV GPS Y 24 which has the same LPV minimums as the Xray version of the approach. The Zulu version which is an RNP AR approach with RF leg has higher minimums than our Xray and Yankee approaches - so our WAAS approaches without AR win anyway! As for there practicality, the few I have seen thus far don't add any yet - at least not to us as pilots. But I expect that over time they will provide tangible benefits for us to airports with significant terrain or obstacle concerns. As for getting vectored past the RF leg to final anyway, we already know the term "never" has no use in aviation I routinely fly multi-leg approaches in my area of SOCAL. I'd say it varies based on the traffic demands of each approach and the controllers needs. It will even vary on the same approach at different times. Plus we can typically ask to fly the full approach for training and we often do with it being granted when traffic allows.

Your unit doesn't record data?