jetdriven

Quote: carusoam Becca, Consider adding sky radar to your I-Pad thoughts. http://www.mooneyspace.com/index.cfm?page=4&mainaction=posts&forumid=2&threadid=2009 It gives blue tooth, waas and weather to your I-Pad.... I am with Magnum on the proven value of the portable garmin. I am still using both. But the IPad always has up to date charts and approaches. I am also thinking that the lower cost I-Pad is an excellent solution. I have not used my 3G, an external Waas antenna is better, 64MB of memory is way more than neccessary...... If you have an I-phone or other smartphone with "Hot Spot" connectivity, than your wifi enabled Ipad should be able to communicate through it anyway.... I usually don't go anywhere with just an Ipad and no phone.... Best regards, -a-

Quote: DaV8or I'd like to know too. I have an Stec 30, but I'm new to it. I've used it a fair amount and it seems pretty simple and straight forward. If the plane is out of trim, the little blue lights tell you to trim up or down and there is a audible tone in the headset to alert you when it needs doing. If there is a safety issue, I'd really like to know before I go in the clouds with it.

its all in how you first display it. I have had prospective students who, after a half hour lesson on a discovery flight, I showed them what happens when you pull the throttle to idle. Nothing really. No power, the plane just glides, see it doesn't fall out of the sky. That takes a lot of the fear of flying out right there. Re: being conservative: Its all about risk management. People often dont have the ability to accurately judge risk, given as many people dont believe in running a tank dry, landing on anything shorter than a 3500 paved strip, or landing in a 15 knot crosswind.

Suposedly the only thing to do when the porsche engine runs out is convert it to an Ovation engine, but it still has the lower gross weight, so you got yourself a less capable Ovation, for more money. Man I bet those owners of those PFM Mooneys were pissed when Porsche pulled out.

WOT fuel flow on the RSA-5 fuel injection is not adjustable. 1385 EGT is like 250 ROP at that setting, so I thought it was just right. I havent tried a LOP speed run down low, full rich, 2700 RPM and WOT it indicates 183 MPH.

Quote: Shadrach Scott, what is your take-off FF? Full rich should be around 18 - 19gph at 2700. I have experimented with LOP climbs, and have not found much utility in doing so for a few reasons. 1) At slower climb IAS (typically 120mph just like you), I have to be pretty lean to keep CHTs under 350 (which is were they run ROP target EGT method), the power drop is noticeable and I don't like the reduced climb rate. 2) If i get distracted or I am busy with ATC I could conceivably climb my way into the red box. 3) ROP Target EGT method is easy with little to no risk of over-temping your engine. 4) ROP Target EGT gets you to cruise alt as quickly as possible. If I was flying a turbo with an automatic waste gate, my opinion might very well change...

in my opinion its nothing to buy a newer plane over, but any plane I bought would have the left sidewall pulled out and the tubes visually inspected. Along with the spar cap in the center section and especially in the wheel wells for corrosion. We also pulled a cylinder and looked at the cam and followers to be sure that was good too. We did all this, ours is a 1977 and it was fine. Make sure SB-M20-208 A and B were done in the logs, and verify the old insulation has been replaced and the windows dont leak. Fuel tank leaks can cost 8K or more, the same whether its done right or fails a week later. Bladders solve it but cost 8K. You also lose 30 lbs useful load. Make dang sure its filled to the brim and sits a while, check for staining and leaks. One piece belly is nice but it saves a couple hours labor 2x a year for 7K. Zero speed gain. Nice to get on one but I woudnt add it to mine.

One thing we noticed is how much smoother it runs, especially at idle. then flight testing it we noticed we can go to 90 LOP smoothly, instead of just peak with the old (worn out) massive electrode plugs. So now we can run 20-50 LOP at 65% power and save 2 GPH. They are Autolite plugs, which are now called Tempest.

We all know those old books in 1977 lie, but this is 34 years later. You know we didnt tape any doors, vents, scoops, seams or gaps, had misrigged ailerons, droopy nose gear doors, crappy antennas, forward CG, overfueled, ball not centered, hell, we didnt even polish, wax it or take the tiedown rings out. This on 200 HP, 18 GPH, and CHT's of 360. I have a few things planned for the next race, as you can see.

double post. delete

Here is our latest GAMI test. Notice all EGT peak at a FF of 9.0 GPH. This is stock injectors, 1 swapped for 4 and all cleaned with acetone. 10 GPH is 50 ROP, 9 GPH is peak, and 8 GPH is 50 LOP. It costs us 13 MPH but we save 2 GPH. Figuring in fixed costs, somewhere around 10-30 LOP is the most ECON cruise. This is around 65-70% power. CHTs are around 370 at 50 ROP, in the 330 range at 30-50 LOP. 70 LOP they are around 300.

Many more pilots run their engines ROP than LOP, and shops do many cylinder replacements and top overhauls. SO I'd say that more engines need cylinders that are run ROP than LOP. These are air-cooled engines and exceeding CHT of 400 dF will damage them. Most of this advice hanst been updated since the 1960s. However Lycoming recommends peak up to 75%, so if your engine can run smoothly past peak, why not? I do know that LOP is lower cylinder pressure, lower FF, lower CHT, and a slight speed loss, perhaps 5% of power, which can be recovered with 1-2" more manifold pressure. There is a place for ROP also, such as takeoff, final approach, full speed air races, and anytime you are so high you can't maintain acceptable airspeed LOP or at peak, because ROP does make more power. We save 10-12$ an hour running 65-70% at LOP. Its basically, "Free engine reserve when operated LOP".

clean them and swap them around. Ours peaked #1 at 8.8 GPH, #2 was 8.2, #3 was 8.3, #4 was 7.9. after they all peak at the same FF, in this case, 4K, 62% power, at 8.6 GPH.

Quote: sleepingsquirrel It turns out the Yak flew the whole race with his gear down and then when he came into land, he put the gear up. Yes, that confused.

G: there are two transistors that are sorta connected together in mine. Test the transistors individually, and you can replace them with a MOSFET transistor. there are also two ridiculously small fuses in there as well. And a rheostat.

Ours as delivered would start to shudder about peak. The GAMI spread was 2.5 GPH. we swapped #1 injector with #4, cleaned them all, and it would run smoothly to 10 LOP. Installing tempest fire wire plugs now it runs smooth to 70-90 LOP. GAMI spread is somewhere less than .1 GPH. This on stock injectors, now we can run WOT LOP at 4,000' and control airspeed with the mixture, around 8.4-9.0 GPH, 330-360 CHTs as well.

Quote: OR75 http://www.sensata.com/klixon/circuit-breaker-aircraft-20tc.htm what is wrong with these ?

Quote: Geoff Greg, If you need a new light dimmer box please contact Stacy Ellis at the factory. I have contacted the factory and they don't have any in stock, so they are currently thinking about whether they will build one for me. I suspect that if they have a couple of orders for the same part, they might build them and we will both get our much needed parts sooner. Sort of the opposite of field of dreams. Let them come and pehaps we will build it.

Yes the nose gear doors aren't closing all the way, the last shop that worked on it adjusted them a little, but now the nose gear hits the left door when towing it around. they operate on an eccentric along with the nose gear, and the whole gear system must be rerigged to change that. We will, though.

How many candlepower are these LED lights? Our XeVision is 750K CP.

Are you sure the FAA considers tehm a major alteration? If your Mooney had visors installed before, and the Rosen's are PMA (I think they are) its just a logbook signoff. We changed a Northstar GPS-60 GPS to King KLN-89B (VFR) and it was just a log signoff..

ours has the alcor EGT indicator and an MPI monitor its just a standard type K ungrounded thermocouple. 50$ from aircraft spruce.

Sorry, an old sailing and car racing term. Protest means to contest the results.

We have though of that and I am aware that strobes count as anti-collisiion lights just like a Cirrus. However, Houston has a large amount of traffic and that Whelen belly strobe is super bright. I like the red baron XP or something like that, but they are like 700$. That's the ultimate solution. We just bought the plane and spent around 5K fixing things and getting the aera, panel dock, and panel straightened up. I did remove an old LORAN antenna and that had to be one knot. I got two Comant shark fin antennas to replace the old "ball on a stick" transponder and DME antennas. I'd bet the belly strobe is another knot. If the LED collison lights come down much at all, we will likely get one. The final antenna hurdle is the cat whiskers, I hate them. We havent heard back from the protest committee except he noticed our speed was alarmingly low, and seeing as how they calculated we finished two minutes longer than a C182L and 1 minute faster than a Cherokee 180, its going to be re-figured. We have the track log from the Aera and it shows time over every waypoint. Our aera mounts above the audio panel front and center, check my photos to see. I think we are the first to do it that way. Its a poor-mans 430. We love it.

Quote: carusoam Becca, Nice work, must have been a busy 57 minutes. Best regards, -a-