jetdriven

Do you have to yell, wtf is wrong with you. And try to type legible sentences also. It hurts to read shitposts like this

Who is martin pauley

I did, on my own personal plane. These cylinders had something like 400 hours since new, and I sent the cylinder to Poplar Grove and he said the exhaust guide was totally shot and the valve was setting to burn. It had a large asymmetrical green area. So they replaced the valve guide and valve and then lapped it all properly and it’s fine for another 300 hours.

I don't know what the ratio is, but there were a few M20F's that were built at the factory like that with the pull thing in the floor and everything. We have one we take care of like that, even has the corrugated J style elevators, but it's a 75 airplane. Now 76's and 77's didn't have that but 78 did. its almost like they wanted to try it out for a while.

Respectfully, I disagree.. Yes, we understand how machines work better as time goes on that's why we revise manuals. To incorporate what we learned about these things as they accumulate service in the field. There's no certification infringement for saying you should bring the flaps in an partially open instead of fully closed position, it's actually within the usable range of what was there before, and you can issue a service letter that advises owners and operators. They always wanna say well you have recertify the device if you do this and that's rarely the case. This doesn't even mean the definition of a major alteration, or an alteration at all really. You know Lycoming ran an engine for 100 hours with the roller camshaft and tappets. And then they had a couple of test airplanes. They flew 100 hours or more as well. And then they sent them out ... They had revise the parts catalog to show the new stuff. If that's not a major change, what was. I think more than likely, it's the fact that these airplanes are already been sold and although you can get better performance out of it, they kind of don't care. They have to get involved if safety as it stake, but not for optimal performance.

I mean, what is optimal is optimal, but they should've at least put that in the service manual so that you can rig the aircraft properly for what it wants not just what looks right or what you think is right or what looks right on older planes.

It should be easy for @Pinecone to verify this. He's got some fancy radios now and at least in a couple places that shows TAS. Plus a brand new cowl flap motor for free courtesy of www.flyrpm.com

A chandelle is a low G maneuver though. Its fixed bank, then constantly increasing bank for the first half. . Then constant pitch and decreasing bank. Its a requirement of the maneuver.

Sorry guys, I'm data driven here, and airplanes have true airspeed right there in the cockpit, but I have to see this to believe it. Otherwise, it's science or data by consensus and there's too much of that going on. Yes, air spilling out the front is drag and drag through the cooling fins and out the bottom is drag also.. Now whichever is more or less than the other can be verified and flown out. Our plane right now is flying the air race classic.. There was quite a show when we handicapped at 190.5 mph at 6000 feet which is about 8 miles an hour faster than any other 4cyl Mooney in the history of the ARC. This goes back to 1965 and there is 97 airplane handicaps on that list. And about 14 MPH faster than the MSE thats in the race with it as well. And it does 196 or 197 at sea level. The book levels are bullshit, but actually if you correct for nonstandard temperature, this plane will make those numbers. But we didn't get there by believing hangar stories.. For example, thanks to a good friend of mine @bluehighwayflyer, he noticed the Acclaim type S has no flap hinge covers, and neither does ours. Its faster. Spent 200 bucks to find that out. Spent a lot more to find out that a lot of the stuff doesn't work at all and that stuff you think works works in the opposite. Its still got metal belly plates and square wingtips, too. Unless you're Jesus Christ or George Strait, bring data please.

But is that net drag higher than having the cowl flaps not close fully? When my cowl flaps are in trail they're open about 1.5-2" at the trailihng edge. The plane also slows down 3 knots TAS. There's no free lunch here. Air forced through fins is still doing work.

Who did the magneto? What kind of spark plugs do you have and how old are they? How much are you priming it?

The clear glue with the catalyst or whatever it is that Guy sells with the kit. I can tell you right now that 1300 L doesn’t even come close to holding the door seal on the side of the plane, and we haven’t found anything else either.

Does this apply to the J also or just the K? I have a MSC cowl flap on the left side and I have the flat one it came with and I’ve ran them both and it seems to run a little cooler with the MSE Cowl flap, but I never could quantify any difference in speed. The GI175 monitor picks up nearly an inch of manifold pressure ram rise on takeoff with the cowl flaps in trail or closed. . And if you open them at Cruise speed, the manifold pressure comes down slightly. About .3”.

I can see better cooling, but I don't get how it makes better speed. You can't quite get both can you?

I don’t use pitot tube covers for that reason anymore; leaving it on is more of a hazard than having it get obstructed possibly. Also, I would still have some kind of independent other primary source of attitude information whether that’s a G5 or a plain old iron Gyro or a Castleberry 14 V electric attitude indicator but something.

In this case, it seems pretty clear cut, the radio that came out was a 750 and it worked great, this xi is terrible, and the one that’s in there for a loaner is a 750 and it works great too.

We have the newest version door seal from Ginbey on our plane, and it’s pretty good. The back of the door stick out about a 16th of an inch because it can’t quite compress like the foam seal can it’s silicone, silicone doesn’t compress as well. But it does seal very well and aside for the door being a little firm to latch. It’s great.

It’s not Bondo. It’s micro balloons and west epoxy. We probably mixed up about a 2 quarts of it and we sanded off about 95% of it…that stuff floats too. Then there’s a few layers of Sherwin-Williams epoxy primer. That’s also about 90% blocked and sanded off. You’ve got to keep the film build down or else the paint can chip. So 2 pounds maybe.

yes then it looks like this

The seal he has has the Mooney part number on it and it came from Mooney. And it is, indeed a genuine BA1706 – M style seal. The triangle shaped thin rubber seal with the foam core. I haven’t seen one in several years. But anyway, the seal holds the door open about a millimeter further than will allow that upper latch hook to grab the in inside the door. This is not the adjustable pin with the alligator jaw that grabs it like you see in later airplanes this is an older plane.

we replaced the legacy GTN 750 with an Xi version two years ago and the com radio has about half or a third of the power that the one that came out of it has. We turn the squelch for basic amd advanced down zero but still even if you open the squelch, it sounds like it’s 50 miles further away than it really is. finally they took it back and it’s at Garmin. They’re doing something to it, and we have a loaner 750 which again, performs great. We also bought a GNC 215 and that thing works pretty good too.

This M10T program was a disaster from the beginning, you could look at the thing and tell you that some engineering and design students had scaled down the M20J airplane. but they scaled down the wing too, and it’s too thin and it was too small and it would never work. You don’t have to actually fly something like this to realize it wouldnt work, but I guess if you want it bad enough if you can make it happen right? But they are still required to obey the laws of physics. After they start flying it and realize it needs a whole new wing, They don’t really have an airplane anymore. Not to mention the CD-135 engine engine I’m not sure it was all that worked out yet either. But what they should’ve done is use that money to modernize their obsolete current products.

The best stuff we've seen for cleaning off the bottom of airplanes is PTI 2000 degreaser. Sold at aircraft spruce. Spray it on, push it around with a microfiber mop on a stick and then hose off to shiny paint. Lead deposits cake grease everything it's gone.

The MZ4222 fits and it’s bulletproof.

Aircraft Spruce will typically give you between zero and 5% off of a part. And then you may mark it up 20% but that’s nothing like an auto shop’s margins. It’s really important to get the idle speed and mixture set up properly on these things. Most of the ones we see are far too rich, and the thing loads up all the way down final and then you firewall to go around it’s full of fuel. It has to clear out before it can make real power. If it’s leaned properly, you have nice smooth acceleration. So I would look there first.