kortopates

Indeed, but the average was twice that and in the range of TCM position tuned injectors. Can’t go by your single lowest one. It’s the repeatable average that counts. Sent from my iPhone using Tapatalk

Smart man or should i say pilot Sent from my iPhone using Tapatalk

I fly exclusively from the right seat, with right side brakes, when my pilot wife is in the left seat. But i don’t fly solo from the right seat. The ignition switch. as an example, is too far away in an emergency. Sent from my iPhone using Tapatalk

Its not nearly as complicated or mysterious as your suggesting - or perhaps over thinking it. Every engine as a "maximum cruise power" even though you may not find it stated directly as such; both NA and especially Turbo. But it is also seen as the maximum horsepower listed in the cruise tables. The definition refers to upper limit in HP for leaning to be allowed. That is only full rich or very limited leaning should be done above that max cruise power. And this is exactly what the chart is saying. Furthermore 1550F TIT is too high! as I'll try to explain. I counsel that it shouldn't go above 1450F which is a limit used on the bigger bore TCM Turbo's, as I have seen many partial power losses hitting 1550 and detonation events getting that lean above max cruise power. More so in the TSIO-360's than the bigger turbo's. (If you really know what you're doing you can safely get away with running LOP above max cruise e.g. 80% and some here do, but if you're not expert at doing it, you can get into trouble very quickly.) So now that's we've established this isn't a power setting for cruising (unless you want to cruise full rich at max FF) its really only for climb power. And I counsel all my savvy clients that if your TIT is exceeding 1450F at full power full rich, your fuel flow is to low. I prefer to see it no higher than 1350F In the bigger Turbo's such as the TSIO-550's in the Acclaims, Cirrus and Corvalis the POH says to specifically turn on the aux boost pump when your TIT exceeds 1450F in climb! (1450F not 1550F), Cirrus even has you climb from seal level with the aux boost pump on to help ensure FF stays high. Rocket Engineering actually has a limitation in the POH that full power engine TIT limitation is 1450F. So think of 1550F as a real redline not to exceed when you aren't at or below max cruise power where you can lean to higher TIT's. But just like we don't run at redline CHT temps, the more practical conservative advice is to use 1450F since 1550F is aggressive. Add with a worn TIT probe which may be under indicating as much as 100-150F its a setup for impending disaster with partial power loss and detonation damage very quickly.

Of course you can but it’s going to much more expensive than you realize even if you can find most of the parts as salvage. Plus you’ll have to get large portion of the parts salvage just to pull it off since i doubt you could source them from Mooney anymore. Sent from my iPhone using Tapatalk

Absolutely you can. Many of you have some placards silkscreened on to your panels. Sent from my iPhone using Tapatalk

If it really comes down to three different UL fuel types, then many of us will likely have a placard that just list all the approved fuels for that aircraft. Don’t need separate placards for each. Most Mooney’s already have a placard listing multiple leaded fuel types now even though only one of them is in use today. it’s really not that complicated. But don’t expect a fueler to add a fuel type that isn’t placarded for your aircraft. If caught the FAA could really come down on him/her. A further note on the importance of placards, many Mooney’s wouldn’t be able to get through a checkride without addressing the missing or unreadable fuel capacity placard by their fuel caps. A DPE would make that a learning event and end the checkride at the start till fixed. Sent from my iPhone using Tapatalk

I’ve had mine since they became available! Sent from my iPhone using Tapatalk

1) the colder winter air is more dense compared to warmer air, so can produce more power at a higher egt. 2) concur, lower rpm is smoother (especially LOP) and kinder on the engine, but they approve cruising at redline in the operating manual which was the input to the factory for the POH. Sent from my iPhone using Tapatalk

Maybe but why? For my $20 i got 2 copies of each STC printed and filled out with all the information i provided them! All i had to do is sign to approve it and mail a copy to OKC. That saved me a lot more than $20 in my time to fill out or for most owners to pay their IA to do the same. Sent from my iPhone using Tapatalk

If you don't want to fly at least in the upper teens and higher you won't get a benefit from an aftercooler since your CDT won't be high enough to ever restrict you. The aftercooler really shines in the flight levels.

You must have the TCM position tuned injectors then, which more typically yield 0.6-0.7 GPH - rarely 0.5 but occasionally 0.5. I've seen hundreds of these and no one with stock injectors that can get a verified repeatable 0.3 GPH spread

just an FYI, for the future, money has nothing to do with your inability to find an avionic shop to repair your instrument. The fact is, only an instrument repair station that has capabilities for your instrument can overhaul it. that won’t be an Avionics shop. There are many instrument repair stations around the country. Sent from my iPhone using Tapatalk

Something is not right you should have localizer signal on the runway and including as you taxi off up to 35 degrees off centerline. You should have GS down to instrument landing zone abeam the GS antenna and vasi/papi. Sent from my iPhone using Tapatalk

Dipstick as its the only measurement we have. We can only guess what's "in the engine" and we'll still be wrong because it will depend on how long we wait for it drain down where its its measurable. Forget about what's "in the engine" (its unknown and not measurable) and just go by what the dipstick shows when the engine is cold before first flight of the day. All while realizing there is more oil in other parts of the engine that are not measurable and don't count towards the minimum oil. You don't have to worry about your engine oil just after shutdown. The best time to measure it is when its cold just before flight. With the caveat that if your oil consumption is abnormally high and you are doing a long day of flying, say a couple 3 hrs flight and therefore need to make sure you have more than the minimum oil for the next leg and then measure the oil hot and assume its reading about 1 qt low from what it would be before adding another quart. Here are some more details on this from Mike B https://www.aopa.org/news-and-media/all-news/2016/november/15/checking-the-dipstick Additionally I'll comment that IMO too many people get carried away with optimizing oil consumption to a minimum. But remember oil has 2 purposes i) lubrication and ii) cooling. Don't get so carried away in reducing oil consumption that your running perpetually with low oil such that areas are running hotter than they should be with more oil in the sump, such as valve guides.

Will you are over complicating it or over thinking it. The dip stick is very simple, it measures how much oil is in the sump! Not the engine. it’s entirely normal after doing an oil change and filter that after you add 8 qts - into the sump where you dip stick should also confirm 8 qts and then after you run to leak check the oil level in the sump will drop to 7 qts. 7 qts because the oil filter was empty till you ran it, which is between 1/2 to 3/4 qt and after running it you have at least 1/4 qt in addition to oil filter in other places. The oil stick was never intended to tell you how many qts are anywhere else but the sump. The only time you can validate the stick is accurate is after draining all the oil in the sump during your oil change and then add x qts of oil and your stick should show x qts. Sent from my iPhone using Tapatalk

Your idle mixture is entirely independent from your max fuel flow set up. However after adjusting one end the other end needs to be re-checked and adjusted if need be. If someone merely raised your max fuel flow set and didn’t check your idle setting it could leave you overly rich at idle. But that should be fixed if your idle mixture is out of adjustment. And it’s easy for the pilot to check that too. It is normal though for any engine to benefit from leaning after startup and more so the more above sea level. Sent from my iPhone using Tapatalk

It doesn't always work but it has saved a great many cylinders for us and you have nothing to lose trying it. Here is one of Mike's articles explaining both the ring flush and valve lapping procedures: AOPA_2024-03_ending-the-war-on-jugs.pdf Here is a current link to the procedure details and recipe for the ring flush solvent savvy-oil-control-ring-solvent-flush.pdf

these are on a 252 but should be the same, there are some nuts missing as these were taken during a removal or installation Sent from my iPhone using Tapatalk

I think they’re bicycle handle bar grips. Sent from my iPhone using Tapatalk

The DFW/Alliance PPP is going on with 23 pilots and Mooney’s as far as the eyes can see. Sent from my iPhone using Tapatalk

Only what i would refer to as light LOP with a few notable exceptions. Sent from my iPhone using Tapatalk

Although it really wasn’t up to Jacques after he was gone. The fact is that the Continental 550’s are amazingly more efficient than the Lycoming that can only barely run LOP, with few exceptions. While the 550’s do LOP incredibly well. Not that i would, but pilots find they can run 100F LOP smoothly! That supports excellent range and endurance and is why almost all the others manufacturers use variants of the Continental 550’s for some time now. The notable exception is the Lyc TIO-540 350 HP used in the Malibu which is a good LOP performer but in a different class. Sent from my iPhone using Tapatalk

I know Ralph is doing a night flight tonight with someone but there will be opportunity to fly Friday night as well.

Put your monitor in Normalize mode while in cruise and it will be easy to see as erratic EGT changes. Misfire comes in all degrees from barely noticeable to change in underwear required rough.