kortopates

True, but following the manufacturer's overhaul manual IS required and you'll virtually always find the equivalent list of required parts replacement in it - even if not exactly the same vintage, since you don't have to follow the most recent edition. But good points on being the focus of FAA investigation but I would be more concerned about a damaged party's lawyer suing you for essentially being negligent by not only replacing all required parts but also not complying with all service bulletins as any respected engine overhauler would do. Sent from my iPhone using Tapatalk

If you have an engine monitor with fuel flow, and know how to measure your mixture distribution doing so on a regular basis will always keep you informed as to when an injector needs cleaning and which one(s). I no longer clean all at once because there is too good a chance dirt will get into the system when an injector is re-installed. It's not necessarily dirt either but can be a piece of a nicked o-ring. It happens much more than you think after prophylactic cleaning. It takes so little that it's common you can't see the debris in injector with the naked eye - but cleaning resolves the issue when it really needs it. Sent from my iPhone using Tapatalk

Probably no leak, perhaps just oil temp above 175F. The controller is completely adjustable but set up to deliver redline MAP at normal operating temp of 165-175F. Below that with cold oil, such as first takeoff of the day, it will naturally over boost if set up properly and above 180F+ with warmer oil it will under boost - which is likely what you experienced. This is also why they specify multi-weight oil for Turbo's. Its kind of a problem though that you don't have oil temp data in your data to determine if your controller is out of adjustment or not. But we're only talking about fine tuning it since one inch isn't a big deal.

I think Mooney dropped the firewall fittings non-sense because there is absolutely no reason to run the gauges into the cockpit. If that's a recent pic @HawkGT watch out for the unsecured air filter clasp. When secured, those should be safety wired too.

Making throttle changes of that magnitude are going to work a whole lot better by starting from the right and going full rich, then prop full forward and lastly Map to what you want. Then reduce Prop and lean. It'll probably do just fine that way.

Not a problem, the 14V units will handle the 28V per James - they have a transducer to drop the voltage. Incidentally, the OEM recognition lights are also 14V but Mooney installed a rather large voltage dropping resistor in the wing to drop the voltage to 14V. I expect we'll be able to remove with these since they'll much less of effect with the smaller current draw of the LED light.

Yes, as every turbo pilot knows we get an additional 2 kts TAS for free with each thousand feet of density altitude. So at 9k, closer to 9.5 we would expect a 19 kt difference between IAS/CAS and TAS. Sent from my iPhone using Tapatalk

I've used mine several times encountering severe turbulence along the Owens Valley. They're helpful to get slowed down below gear speed so that the gear can then be deployed, which aids in stability, to ride it out at Va.

Not true Lance regarding riveted vs spot welded. We use what ever part # is approved in the IPC and although some engines use a riveted clamp like your Bravo many engines use the spot welded variety such as the K’s and I am doubtful we’ll see TCM provide a riveted version for those that just use spot welded ones any time soon - even when the NPRM becomes an AD. It’s not an AD yet as far as I know. I am sure it will be though but i hope it gets a bit liberal - all the failures where with highly corroded clamps that looked like they were in service for decades. Sent from my iPhone using Tapatalk

It essentially eliminates the time the engine is running without oil pressure as it fills up the filter with oil before it can go into the engine. I don’t really know how many seconds that may be, not long, but they say starts can be when our engines see the most wear; especially with cold oil. It’s a good suggestion. Sent from my iPhone using Tapatalk

Not a bad, that's hugely generous of you to offer to loan them out!! Luckily those are pretty damage proof, but not so with the Mooney nose gear disk tool.

Those tools are for setting the gear pre-loads, (and only the larger one is used on modern Mooneys), As such these have nothing to do with changing gear disks, for which a tool is needed for the nose gear only, or take it off and use a press.

flame tubes/flame arrester damage very possibly caused by afterfire explosion in the exhaust. Multiple ways to accomplish this including from over priming.

Full report blames the pilot on improper leaning; over rich. Not only were plugs fouled but exhaust valves 3 and 4 weren't seating from carbon buildup resulting in loss of compression. This all didn't happen in the short flight that day but was building up over time. Overhauled cylinders, if not engine, with only 26 hrs. I am sure curious what kind of runup was done and what the pilot observed during it. Yet understand a 75 hour pilot was not well equipped to perhaps notice he had an issue; especially if he had gotten accustomed to less than satisfactory performance. Report_WPR20LA212_101564_10_17_2022 11_39_01 AM.pdf

In their order? That should be a config setting. You should be able to download all your stored flight data by connecting a USB memory stick to the USB port, which should be hanging below the panel somewhere if you haven't seen it yet.

Was the EGT normal before going to high power? if not it won't be a probe issue. More likely it could be an ignition or mixture in the form of partially blocked injector. But can eliminate either on picture. Share your data from Savvy here. But since you say normal CHT, a blocked injector would raise CHT while ignition would lower CHT.

Fritz, yes the new G00UL fuel has greater detonation margins that 100LL. But you apparently have some mis-conceptions of the role lead plays in avgas. Its one and only plus is to raise octane, its cons or negatives is that it deposits are harmful, not helpful, everywhere; especially if it gets on a valve seat where it will disturb valve rotation (not help it) leading to greater chances of a burnt valve. Getting the lead out will improve your engines chances for longevity - not put it as risk - as so many post above have correctly made the case for it.

If you're flying LOP, the slower the RPM the deeper you'll be able to go LOP without roughness. The higher MAP also adds some efficiency. Concern for Prop efficiency is a distant third IMO.

Who knows how long it will take, but I am sure hoping we see it sooner than 3 years since its been finally approved! Preparing for it though won't be much more than putting new fuel placards that include G100UL by the fuel caps; as required now with fuel capacity.

Thanks keep me posted. Its definitely not documented and JPI Technical support says they only support ROP % Power. There would also have to be a constant for the LOP power multiplier with ability to update it to provide correct %power LOP - that would be a clear sign that this undocumented feature exist. But we may not see all the params in a approved for primary versions. I'll have to review the settings on mine again - its been awhile since I actually looked on the monitor versus what's documented. Hope you're right.

Interesting Dan. According to JPI that would be pure coincidence- are you sure you’re actually see %power change going between LOP peak find and ROP peak find - without making any changes but %power change? they say it’s only based on ROP. Sent from my iPhone using Tapatalk

JPI EDM monitors %Power is based on ROP mixture only. They don't calculate a LOP % power, but it shouldn't necessary as its so straight forward most pilot already know where say 65% power is based on their fuel flow.

LASAR sells/sold the polished hub caps for both side of the nose wheel. Multiple options exist for main wheels (plastic and aluminum). Parker makes a plastic bearing seal that is more effective in keeping moisture out than the original felt. They're available from Spruce. For some reason the nose wheel bearing seals are almost twice as expensive than the main wheel bearing seals.

yep, it’s also in the performance curves of each engine in each operators manual. the percent power isn’t strictly 75%, it varies by the engine but 75% is very typical with NA engines. Sent from my iPhone using Tapatalk

Definition of Max cruise power by both TCM and Lyc is the highest %power where the engine can be aggressively leaned i.e. leaning more than just for high density altitude takeoff and climb.