kortopates

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.

everything after the 700's had a built-in USB port to download. It was possible to get the USB port retrofitted to the 700 series EDM decades ago for $200 - no idea what if that's possible today.

Mike’s redline MAP is only 32”. That makes it much easier to stay at redline than most other Turbo’s; especially the highly boosted TSIO-360’s! But very easy to do on any NA engine. Sent from my iPhone using Tapatalk

Usually easily fixable by an experienced mechanic and not too difficult for an owner either that has the time.

The Safety Foundation and MAPA are separate entities. The MAPA office helps the Safety Foundation with registrations but it ends there as far as I know. Falcon has no relationship with the Safety Foundation. Although I can't speak directly for the Safety Foundation, I am just an instructor, they're entirely devoted to bringing the best Mooney specific instruction they can and have no relationships with any insurance companies. Avemco will gives a 10% discount annually for completing a Wings Phase, which is awarded at the Advanced Level by attending a MAPA PPP.

I agree, it makes no sense, they should discount your insurance for the added safety training you get from attending the MAPA PPP - some of the insurance under writers actually do exactly that! Its not well publicized who gives such discounts. Last September Parker helped with me with a Wings presentation I gave to our San Diego pilots including discounts given by different underwriters that I pasted below. Its a year old now but probably still reasonably accurate. If your underwriter is listed make sure you're fully taking advantage of what they offer. But don't blame MAPA, we're surviving on fees and donations - not making a profit!

You don't want them to ignore the problem till they have weights available do you? A loss of balance weight could result in a catastrophic flutter event - not that I've heard of any such events yet! But just say'n. But I am sure Mooney will work with anyone contacting them with these installed, to get replacements in your hands asap.

I think you meant to say free SavvyAnalysis account, which gives you access to all our analysis tools. But the Savvy MX, QA and Pro accounts are all fee based subscriptions, with the cheapest being the Savvy Pro at $129/yr for a Mooney which gets you our Pro Analysis service (me! )

If you buy your EDM-830 Display only, as an Upgrade from Aircraft Spruce with their Core rebate/refund, your net cost will be about $1200 from a 700. Any additional probes will cost extra, but you really should be adding at least RPM, MAP and of course Fuel Flow if you didn't already have it. Then as soon as you install it, change the Data Sampling interval from its default of every 6 sec to its fastest rate of 1-2 sec to get good data resolution. Then go fly the Savvy Flight Test profile: Flight Test Profile – Savvy Aviation Resources and then submit it for analysis if you're a Savvy Pro/MX/QA subscriber

75 mikes is nothing in Mooney miles. I don’t know the shop in VA, but I’d get it scheduled there short of any really bad reviews and flown up there. Sent from my iPhone using Tapatalk

I enjoyed it very much as well, got to meet so many folks but not everyone. Very cool to see that so many of you are Savvy clients of mine as well! Sent from my iPhone using Tapatalk

The wing gauges are designed to be accurate only in the ground (where pitch is above level), while the instrument panel gauges are designed (or intended) to be accurate in flight (where pitch is level in cruise). That said, the mechanical wing gauges may still be better than poorly working electrical gauges. Sent from my iPhone using Tapatalk