kortopates

burnt out bulb - CM7327 Sent from my iPhone using Tapatalk

Call a local oil distributor/wholesaler. Mine gets me aviation oil by the case and gallons within a couple days. Best pricing and no shipping, but i have to go get it. Since we burn leaded gas, synthetic oil should be avoided. That’ll change when we’re all burning GU100, but not now. Sent from my iPhone using Tapatalk

all true, but i think what the NTSB reports show is that Mooney pilots aren’t primed to use it right away; especially when already at a high DA in the mountains with very little terrain clearance. They find themselves unable to maintain altitude looking for an escape route. Carb heat is hardly ever used by Mooney pilots as it is, so not on a pilots mind when they have so little time to fix it. Cessna pilots though are accustomed to using it on all landings and much more likely to recognize what’s going on and turn it on sooner. Just my opinion from reading NTSB reports. The early 231’s has a very similar problem with the intake being an ice magnet. It brought down several K’s flying high to lower altitude with warmer temperatures where it self corrected. these early k’s didn’t have automatic opening of the alternate air doors, but these events led to a SB with a mod to fix that so that they all have it now. No pilot action required now. Sent from my iPhone using Tapatalk

check starter relay and if the Starter annunciator light is illuminating when you push in the ignition switch to start

its industry wide right now and to be expected and beyond the predictability of vendors, mechanics and installers. More patience is needed...

same, just bigger cylinders

Glad its working out real well so far. But I am sure your aware 5 months is too soon to know if it may still suffer any ill effects from sitting for an extended period like that. But good things are that TCM is not known for lifter spalling like Lycoming engines are and a big plus with your engine is you can inspect the lifters and cam easily without splitting the case; with just the same amount of effort you went to replace the push rod housing seals. But if it happens, it's common for engines to not make metal till a year to 18 months after they were brought back into service. The bottom line is that no one can predict how a plane and engine will fair after siting for some time. For that matter even one that has been flying regularly could throw a rod tomorrow, but with much less chance. So we mitigate the risks as best we can and then take take the gamble or look for another one. Hope yours continues to work out well.

even basic supplies are a challenge right now, even grease! Sent from my iPhone using Tapatalk

Just a guess, but do records show the plane was re-weighed to get this low of useful load? If so i would look closely at how it was done and consider repeating the process; especially if weighed with tanks full rather than empty. Sent from my iPhone using Tapatalk

Not if I was buying it to fly it! Unless the engine is treated as runout and priced accordingly, in which case its an opportunity for a buyer to get the engine overhaul they want. But aircraft that have been sitting for years it will have more issues than just the engine. There is a lot more info to consider such as if it was hangared all that time in a reasonably dry climate or on ramp. Also if had annuals during that time and their scope. But ground running an engine to exercise it worse that not running it - it doesn't burn off the trapped moisture but rather adds to it. People usually buy these projects because they believe they're getting a plane at a discount when in reality the first couple years of ownership expenses make them the most expensive choices.

the cylinder can go up and down too, i lift it up to get max height for the piston pin. I push it out over the adjacent cylinder inside of the fins over the barrel. Make sure everything is removed crossing over the top of the cylinder e.g. injector fuel lines and induction tubes and hoses etc. it’s tight laterally, but it will move side to side because the crankshaft rod will move almost a 1/4” side to side without the cylinder. So you should be able wiggle it a bit side to side too. Sent from my iPhone using Tapatalk

i’ve done it, the challenge is getting the piston pin out for which i have a special tool that i further customized specifically for this engine. But there are others ways too like, heating it up. Sent from my iPhone using Tapatalk

This is electrical retrofit AC unit mentioned above. I understand this unit is a big improvement over the earlier Mooney AC I flew in the Acclaim for Mooney; which really wasn't that effective. Its also much lighter at about 60 lbs https://kellyaero.com/retro-aircraft-air-conditioning/

Hi John, I know @ilovecornfields is based there and has a mechanic there, he'll be able to recommend someone. If there is an exhaust leak somewhere, which sounds likely, at least part of your exhaust will need to come off and be sent to an aircraft welder for repair. The only good thing about exhaust leaks is that they are usually pretty obvious and easy to find.

what's your useful load?

you’re high lighting one of the pluses of XM, always available every where in the continental US and beyond for some products from the ground up because it’s satellite based. Doesn’t mean it justifies the cost to all, just many of us. I would point again it’s much more valuable in longer cross countries where it provides info you that i’d out range for Ads-b. For shorter trips upto 250 nm it’s provides little more than Ads-b unless you’re not in reception range. Sent from my iPhone using Tapatalk

Yes, If you want SIRIUS you probably want to take advantage of getting music too, therefore would want the GDL 69A. Music on long cross countries is really nice. Sent from my iPhone using Tapatalk

Sounds like they should be able to answer your question. I have both Ads-b and Siris XM on my bird. Both are very reliable and I get Ads-b wx and traffic on the ground at my home airport. The advantage of XM is that you're not limited to about 250nm out for airport wx and and the high resolution Nexrad image as you are with Ads-B wx.

More like wise! You C guys have the added threat of having your air filter directly in the exposed airstream. Wet snow has brought down more than 1. Sent from my iPhone using Tapatalk

i have one up on the skin by dorsal fin install since only the Airtex (?) ELT that mooney sold the service kit for was actually approved to install in the fin. All the others , including model used by Mooney require the antenna to be installed vertically. Talking to ACK, that was all that they tested with. Experimental installs can do what ever they want and do. I went with ACK E-04 with whip antenna, but wanted redundancy so always cary a 406 PLB. The ACK gets WASS GPS position data from panel GTN. i think this is superior because it guarantees last know position being transmitted and eliminates the need for ELT to get a GPS position at the crash site. More recently I added a Garmin InReach because it allows me to communicate my emergency medical needs to SAR personnel as well as have a backup beacon. Today i would probably skip the ACR PLB and just add the Garmin InReach, but it has a monthly messaging subscription cost. Sent from my iPhone using Tapatalk

memory cards are fragile, removing them from GNS, (perhaps transporting them home), inserting into Card reader to program, is about the ONLY way they fail. Ever hear of one stop working while in the GNS? Very rare if ever. These are proprietary memory cards that where bleeding edge when they were designed and first produced. They don't benefit from the commercial mass production of modern compact cards available today. Sadly, by the time the new GNS navigators finished product certification and went into production, the newer more reliable memory cards where just coming out. But Garmin had to freeze their design before that. They did manage to double their memory size when they went to WAAS units - would of been nice if they could have switched to a modern memory card then, but they promised us only $1500 to upgrade to WAAS and held up to their promise (amazingly a number of owners that probably bought their units second hand didn't take advantage of the $1500 upgrade when they could, leaving future owners to pay double that). They've always been $200 to $250 each as far back as I can remember and good to hear that their price hasn't gone up with inflation. I suffered several failures over the years but every failure was corrected by a new card. Many owners, myself included, took to carrying a spare card because we didn't want to be on trip when the data expired and risk loosing the card during the update process. I have never heard of a new card not working. So I just can't buy the apparent belief that the card should not be failing when it does and it must be their software that's bricking the card. Of course Garmin get calls every month on these, their is huge number of them out them out there. Given how expensive they are, we all call to confirm with them before spending the couple hundred for a new one. The thing that has changed though is folks updating their terrain and obstruction data. Before the GTN came out, with all the different databases all we ever updated on the GNS's was the Nav data. I don't really get the point of updating obstruction data or terrain. Burnt earth terrain data doesn't change, although obstructions data does, most find the MAP display on the GNS to be lacking to use it for that purpose - I never used the map page. I had a better MFD display for that purpose (GMX200). One of the big benefits of the newer technology is the bluetooth database concierge (flight stream) service that allows database updates (except for massive terrain updates) without removing or touching the card. And of course the new cards are dirt cheap and more reliable.

I think you miss understood or their was a miscommunication. What Mike and Savvy recommends is that all the nuts on the studs and 2 thru bolts all be replaced, but not to replace the thru bolts (not unless there is a issue requiring replacement). Then virtually all torques on the engine are specified as Wet - therefore the need to put some engine oil on the nuts/threads before torqueing. That's not an opinion but a requirement or they won't get properly torqued. The other critical step is that the 2 thru bolts need to be torqued on both sides. This will require quite a bit of disassembly on the opposite side of the new cylinder to get access to the thru bolt nuts on the opposite side. And Scott is absolutely right above, the pertinent guidance for this is all in TCM M-0 manual which should be followed. (unfortunately its not available for free on the internet)

Sorry, they do fail in brief handling of updating them. The only good news is that when you eventually upgrade to a new one, they all use inexpensive off the shelf memory cards - no more proprietary memory cards. I went through several in less than 20 yrs. Sent from my iPhone using Tapatalk

FIKI means it’s approved for flight in known ice. To be certified, they had to demonstrate the plane could handle upto and including moderate icing pretty much indefinitely as long as you still had TKS fluid. There isn’t much left over that can accumulate ice that’s unprotected save for wing tip lights and antenna’s; neither of which would bring you down. But several have loss COM from shedding iced up COM antenna’s. Sent from my iPhone using Tapatalk

see the Nasa icing course above. you were also tested on this in both the private pilot and instrument written exams. Sent from my iPhone using Tapatalk