jetdriven

How can anyone recommend the seller or one of his on-field cronies do the pre buy? Half the people that do that post on here 3 months later about needing an overhaul or a new spar. Ask Abe how his went !

DEFINATELY use someone besides Mooney Mart for the prebuy http://www.donmaxwell.com/contactus/contact_us.htm

The M803 is a super nice unit, but around 400$ all in.

Other items of note. IF you lose the restrictor in the inlet, the injector is ruined. The restrictors are matched to each individual injector. Don't try to remove the cap over the screen. If it comes off fine, but don't try to remove it. Use a clean 6-point deep well socket to remove. Mine took a thin-wall socket as the clearance is minimal. Trying to remove an injector with a socket half-on strips the hex off the injector. CAREFULLY torque these things back in I think it is 60 IN-LB. Perhaps less. It takes less than you think. They have taper threads and driving them in can distort or break off the injector. Enjoy the job, you save yourself 700$ on some GAMI's.

Keep us posted on the LASAR cowl kit. I'm fixing to do that one and I'd like to see how it goes in.

Check the photo section here, there are some super nice ones. Jezzie just did one which is superb. So did Mooneygirl.

We installed the AirGizmos panel dock for the aera, after a call to Avionics Unlimited. They said they have done hundred of them, no 337 required. So thats what we did. Installed a piece of dead plastic.

Yes. Correct. It also seems fairly common so I would try that before buying gami injectors.

I hear you George. One thing is the city charges a ridiculous rate for leases at the airport and then after 30 years it reverts to the city. I suppose a white floor jet hangar is exempt.

How does a set screw loosen to the point the fuel selector is able to be pulled from the shaft from any heat delivered from a cabin heat vent? TXByker has the deleted

SOME MORE HARD DATA: from: http://www.avweb.com/news/pelican/182107-1.html comments? Okay, let's tie the ribbons on this series by discussing the right way to manage our turbocharged powerplant at the end of our flight when it's time to get our airplane down from altitude and back on terra firma. (We've been airborne for five months now, and frankly I'm ready to stretch my legs and take a pit stop!) Cooldown/Shutdown I would guess that when you see (and hear!) someone running their engine in the parking spot after landing "to cool the turbo," you are almost always seeing someone who is getting it hotter than it was when he arrived at the spot. If you don't make the high-drag approaches, and you lean brutally after landing, that turbo will be just about as cold as it will ever get, short of a shutdown. On the other hand, if you've made a long, high-drag approach with high power, or you're one of those dreadful types who taxi with cruise power while dragging the brakes to keep the speed down, or you have a long, sharply uphill taxi to the ramp, you may need the cool down. A tip that might do your engine more good is to hop right out after shutdown, and pop the cowling open (or even just the oil access door) if you can. That will let a LOT of heat out of the accessory section, avoiding "cooking" the components, hoses, and seals there. But even that little tip is probably completely unnecessary if there is more than 3-5 knots of wind blowing in the general direction of either the front or the back (cowl flaps open, please) of the engine. George Braly again: We know of one operator of a turbo twin Cessna. He owned the aircraft for 15 years before the issue of "turbo cool down" ever showed up in the aviation literature. Through three full TBO runs, with almost no premature engine or turbo problems, this operator would routinely land at his uncontrolled airport, turn off at mid-field, taxi about 100 yards, and immediately shut down both engines. The aircraft was then promptly pushed into a T-hangar, where it could not benefit from any natural wind for a further cool down. These would have been ideal conditions to promote problems with turbochargers not being properly allowed to cool down, if there was any truth to this OWT. This operator, in more than 8000 engine hours, never experienced any problems with the issue of "coking" a bearing on a turbocharger. Finally, here's a graph of the type of descent I've just described. Click for a high-resolution version. The chart begins at 11:49:21 PDT, on 10/02/2000, at 10,500 feet. Note that TIT and EGT is read against the left side numbers, while all other parameters are read against the right side. For the first five minutes, I pre-cool the CHTs by beginning a gentle descent, and reducing RPM and fuel flow on the lean side. That CHT drop too fast for you? Fine, you have complete control over how fast you drop the CHTs, take all the time you want. At about 11:55:00, I simply pulled the throttle back, and dropped the MP from 31.0" to 18.0". In order to demonstrate where the mixture ended up to a passenger, I fiddled with it a bit, and added just a bit of fuel. In fact, it would probably have been better if I'd just left it alone (as I usually do) because that extra tweak actually caused the CHTs and EGTs to RISE! Uhh, what WERE you saying about "shock cooling"? We have just pulled off 12 full inches of MP in one swell foop, and all engine temps go UP! The reason is, of course, we have gone from very LOP (and relatively cool CHTs) at a very high power setting, to just ROP at a very low setting. The linkages in my engine are "just right" for this purpose, yours may vary, but at worst, you'll need to fiddle with the mixture once, to get it just ROP, or wherever you want it. For the next 10 minutes on the chart, we descend at about 1,000 fpm, at about 140 knots, gear up. If I'd wanted more descent, all I had to do was run the IAS up to the bottom of the yellow arc, or put the gear down, or even pull off more MP. For a couple minutes in the pattern, the CHTs dropped very gently and then they rise a bit while taxiing in. At shutdown, they begin a long, slow cooling process. Well, we've gone from startup to shutdown, with a "flight time" of five months! I hope I've not led you too far astray, and above all, I hope I've made you think. I think I'll take a break from engines, for a while! Be careful up there!

for some reason my laptop shows the whole article. Here you go, John. edited for length. Top five engine myths: the science of piston aircraft engine operation has been overhauled in recent years, putting to rest many myths. How many of these five do you still believe? Publication: Aviation Safety Publication Date: 01-MAR-07 Format: Online Full Article Title: Top five engine myths: the science of piston aircraft engine operation has been overhauled in recent years, putting to rest many myths. How many of these five do you still believe?(AIRCRAFT SYSTEMS) Full Article It seems that since Leonardo de Vinci first placed his mental concept of a flying machine on paper we aviators have had a hard time separating fact from fiction. Aviation, not unlike most other human endeavors, has its share of commonly stated "truths" the scientific data doesn't support. Let's call them aviation myths. Why then, do they continue? One reality is that we are all busy in our daily lives and digging through reams of material to verify what someone else says is just too time consuming--not to mention boring. Another issue is that we have learned that those who have gone before us are generally a reliable source of information on how not to get one's name included in an NTSB report--much less looking stupid in that report. It's an understandable shortcoming. Let's take a look at a few of the commonly held aviation concepts related to engine operation for which there is no supporting data, contradicting data or, at the very least, data calling them into question. HIGH RPM INCREASE WEAR HIGH MP STRESSES THE ENGINE TURBO COOL-DOWN No one seems to know for sure where the idea came from that sitting at idle for any period of time cools off a turbocharger after a flight--particularly one housed under a tight cowl. Instead, there is compelling evidence that the coolest a turbo ever gets is after a low-power approach, something that happens about the time the aircraft touches down and turns off the runway. So far, no one has offered any data that suggests otherwise. Measured oil temperature is lower after a long descent and landing and will frequently heat up as one sits on the ramp at idle with no cooling airflow through the oil cooler. This myth just makes no sense but the conventional wisdom on the need for a turbo cool-down period--to allow oil in the turbo to cool down and prevent "coking"--lives on unsupported by any data I've seen. Turbocharged aircraft were flown for many years before this was ever heard of with no ill effects from turning off the runway, taxiing straight to a nearby hangar and immediately shutting down. I have seen no data to suggest that turbo failures were more of a problem then than they are now--which is very low anyway. Based on my watching my own engine, sitting at idle heats things back up after a landing. I've come to call this the "turbo heat-up period" and I don't do it. The biggest reason not to adhere to the conventional wisdom on turbo cool-downs is that you have to wait five extra minutes to go pee. That could be serious! Walter Atkinson holds the ATP, CFII, MEI and A&P certificates and is a co-founder of Advanced Pilot Seminars . He has accumulated more than 3900 hours of flight time.

You are saying the lever is made of metal it was tight, and the set screw was loctited in place before takeoff with no slop? You flew it 121 NM (50 minutes) to Truckee, the fuel selector is now slipping and that created a hazard in an aircraft that burns 14 GPH and holds 37 gallons per side? It might slip when changing tanks yet you decided not to do it? Am I missing something? Do you blame a 15 knot crosswind for the "airplane getting away from you" and running though a ditch?

Houston. Land of free and home of brave. Limitless cheap land and and cheap labor. Unfortunately, home of rigged markets, backdoor deals, and waiting lists for 500-600$ t-hangars. I dunno about you all, but $6,000 a year, I could fix my window leaks, buy a nice cockpit cover, and paint the aircraft every two years with the savings. Every 4 years new interior.

Our old Masten engine analyzer (ca. 1991) just shows the 4 EGT and CHT digitally. Plus FF and fuel remaining. Surprisingly applicalbe even now.

The newer Continentals are crossflow heads. Only allowed for LOP operation like the IO-550G. What a work of art.

That G3 must use a FF to decide when cylinders are LOP. Wthout a FF, the G3 could be fooled if you richen slightly. It must use FF to decide if the mixture is moving rich or lean. smart. But yes, can cause problems. I like the idea of the G2. Keep us posted, Scott.

Was the probem the set screw was loose and you ignored it? Or was the problem was the hot air heated the plastic lever enough it moved without turning the valve? And how far in CA do you have to fly where running one tank dry can cause a crash beause you cannot access the other tank?

If gravity stoped working we would all be screwed. What is the market value of a 201 when you can just lift off and fly wherever you wanted for free? Whats the value of a A36 Bonanza? Gosh. that just scares me to death. Better sell now!

Do you think that at 20% power your turbo housing is at 1400F at that flow rate? (descending for landing). My 201 egt is that nearing the airport but that's not to say the exhaust is that temp.

Does that apply to installing a primary attitude indicator or a vacuum pump on an ifr licensed aircraft?

I wouldn't rely on a garmin panel page to save my butt, so I installed a second,12v dc attitude indicator. Of course it disagrees with my vacuum attitude only while ifr by 2 degrees but I can live with that.

That article was written by george braly. He also operates a TN bonanza at 85% power LOP. Ok, then where is the data that a 5 minute cool down while idling after clearing the runway is beneficial ? See? Tradition. tell you what. I can instrument a thermocouple on a housing and measure it. I am just short one 231. I actually think a 5 minute cool down period from cruise temps is good, just that it probably starts when you drop the gear and reduce power for landing. Your turbo housing is nowhere near 1600 degrees unless you like to enter the pattern at 75% power. So it takes two minutes to descend and land, a minute for rollout and another minute to taxi directly to your hangar. Maybe two. There is your 5 minutes. See how easy that is? EDIT: that's a bad link. I will find a better one. It talks about cool down.

http://goliath.ecnext.com/coms2/gi_0199-6732264/Top-five-engine-myths-the.html

The same group sees no problem running a 440 CHT in a 20C. Must still be in the green arc.....good to go. Times change and our interpretation must change along with it. http://www.mooneypilots.com/mapalog/M20C%20Evaluation/M20C_Evaluation_Report.html