jetdriven

If your attitude indicator is "spinning" you are almost certainly finished. I think a second AI will prevent you begin in that situation in the first place. Also, the second AI must have a slip/skid ball mounted on it or immediately below it to be legal per the AC.

No one addressed the issue of paying full airframe and engine time for taxi.. Given the average hour flight etc thats 10-20% more "hours" on your plane. You pay for those.

every 50 hours per the manufacturers recommendations. Our LOP oil analysis is cleaner at 55 hours than the average 32 hour sample, and we also did an acid test to be sure. It was fine. The old engines without a filter, just a screen were 25 hours. Mostly because carbon bits started circulating.

We did some testing and 2300 RPM is quite a bit quieter, but a little slower as well. Stock McCauley prop. Thing is, if you run LOP, you are a little slower. At 10,000' density altitude, a couple knots lost there too. Pull it down to 2300 RPM? Lost a couple more knots. Eventually like we were, at 6500', 68 degrees, full throttle, running at 2100 RPM, burning 7.5 GPH and like 132 KTS true. Fine and efficient, but just pretty slow. here is our test data. 6500', 68 degrees, full throttle. 40-60 LOP. rpm TAS GPH % power NM/gal 2500 139 8.4 62.5 16.57 2400 138 8.15 60.7 16.94 2300 135.8 7.8 58.1 17.41 2200 133.6 7.4 55.1 18.05 2100 132.4 7.35 54.7 18.01

Carusoam, David didnt cover that because it always started right up. I will ask him about that though. I have noticed you sometimes need the boost pump on for a stable fuel flow right after start.

The other ting about instructing in your airplane, is the insurance going to cover you anyways in that operation?

Needles indicste relative position weithout need for looking at the actual number. That's why Boeing puts round dials on glass screens, because tapes are worthless. Also, tach time is less than clock time, with digital tachs you are putting airframe and engine hours on at a greater rate than a mechanical tach.

I have noticed that we sometims need boost pump to keep the engine running after a hot start. Fuel in the lines vapor locks after 10-15 minutes. I learned my hot start technique, the "dont touch anything 1000 RPM method" from David at All-American. It works.

Actually they may be iridium as well. For all practical purposes, platinum and iridium plugs dont wear at all. I had a 93 Trans Am once, it had the 8$ "platinum tipped" spark plugs in it. 60K miles, the (welded on) platinum buttons burned off and the gap was about 3x the limit. I think these are plated or solid platinum components.

You could run it at 1900 RPM at that altitude no issue. "Oversquare" is another wives tale. You can run 27" and 2400 RPM down low if you wish. At your density altitude, probably 10,000 feet, every 100 RPM lower you go, lowers the % of power and TAS. You save a little fuel, but you are losing lots of airspeed as well. You might consider raising RPM to recover some % of power.

Thanks for the input Shadrach. I never had new plugs and this is our first plane so thats good to know. Ours were shot. Also, one good benefit is no carbon fouling, the old ones required a runup and burnoff to pass the mag check. By design the spark is more exposed. I think the Tempests are platinum electrodes. I'm not sure how that compares to iridium, but they are cheaper.

The "step" is caused by having extra energy at level off from descending from above instead of letting the aircraft accelerate in level flight from climb airspeed. AOPA did a test where they measured the time it took to accelerate to stabilized cruise speed. If you count the time it took to climb 300' above your altitude the total time was exactly the same. I suppose if it was grossly overloaded and you were climbing right at Vy perhaps there is some benefit to climbing 300' above your altitude and descending to it to speed up. Look out your left rear window next time you go fly. The elevator will be deflected a couple degrees up and the counterweight will be sticking out below the stabilizer. This is because your CG with one or two people is right near the forward limit. When testing for the air race, we brought the CG back to the middle and the elevator displacement was less, it was almost aligned at zero. In the 747 and CRJ an aft CG helps as well, near the rear limit the tail actually contributes lift as the incidence is positive with the CG aft. We have also found an extra 1 to 1.156 knots by moving the seats back in cruise. Lots more room as well. Not piper arrow" room, but hey, we arrive a half hour earlier with less fuel also.

Thankfully in the Mooney the gear motor is bolted to the underside of the seat rail, and makes the seat twist in the plane when going up or down. Excellent "seat of the pants" reminder that your gear is in transit.

I just remembered you have a C. Limited ability to use LOP. But it does run smoother at idle and near peak. I would think you can go leaner before roughnes. They do last longer, so the cost is more up front and less later.

We just got them. Suposedly they are worth 2000 hours. We went from being able to run just about peak before roughness to 90-100 LOP. SOP cruise now is WOT, 10-40 LOP and around 8.5 GPH ~65% power and about 145 knots true. It also idles smoother without popping like it used to. We had 1200 hours on the cheap champion massives in there from before. Id say its worth .2-.4 GPH for the same TAS and the ability to run as lean as you wish.

You will find a bucket full of cement and a linch pin in our shop. It has worked well for 34 years.

I looked at them to and they might be 10 knots faster below 8000', and the higher they fly the faster they are. Unfortunately for us, the expensive overhaul coupled with the higher fuel burn and a possibility for a top overhaul at midtime, and the 30K+ overhaul cost drove us into a 201. If I lived out west or had to fly long distances, a 231 or 252 it would be. There is no equal except a 600K Acclaim.

Our plane has neither brakes nor rudder pedals on the right side. What about removing them completely, and having the small tubes there? It works for us.

I have noticed the difference between pea and 40 LOP~ is around 7% less power. I also get the feeling Shadrach could get in my plane and it wouldnt know the difference in who is flying it. Just make sure to climb 300' above final cruise altitude then descend to accelerate quickly so as to get her on the step. 20 MPH over book that way.

did he actually split the case and measure then bearing clearances? check the oil pump?

we removed our inop KR-86 and installed an Aera 500 in a panel dock. If it was working i would have considered leaving it there. Sure, for a checkride, deactivate and placard it inop.

its 10 and 8.72 GPH. I think the fine wire plugs add another .02 BSFC so it would be slight lower.

if you are on fire remember the early M20 airframe was tested to 300 knots.

take IO-360 and add 2" of MP when operating 10-50 LOP to get the LOP power setting. Check your FF and it will be right on that way. Like Shadrach I run full throttle, 2500 RPM, and lean to the speed I am looking for. 9 GPH is 75%. 8.5 is 65%. If it gets near 380, lean more. If it is getting slow, richen a little. Above 8-9000 feet, you will be near peak and maybe even raise RPM to 2600 or 2700 because your % of power is making your airplane just get too slow.

Ours is actually calibrated for 2300 RPM. 1977 J. Yours might be too. Which is a rip off. We might change ours for a 2500 RPM version. Wonder how the Horizon digital tack counts tach time? 1:1 same as hobbs? What does that cost you?