aviatoreb

I dont own a sidewinder but I have watched the guys at weepnomore use a sidewinder easily on my rocket which has an MT 4 blade.

My engine is entirely different but lead times are similar right now. My engine is literally on a truck right now going to a top shop. Why are lead times so long right now for major overhauls? Is the supply chain still messed up from Covid?

Wow - that does look handy - and easy to adapt to a tug.

Pre-emptive.

Overhaul - 20 weeks. ;-/. But at least I timed it to be down largely during the winter. Penn Yan. Btw I have little faith in factory cylinders so I’m going with superior cylinders and a superior camshaft too.

Well... I like mine - a lot. Enough that I'm doing a new engine at just shy of 2200hrs now into 12 years of ownership.

Im not sure sumping can catch all ice crystals suspended in the fuel if they are there or would even point out that there is crystals in the fuel when looking at your sump cup. How did Victor find ice in the flow divider long after the event? Wouldnt ice melt right away after landing? BTW - IPA - when I was first reading about it one thing I read is it is standard practice for the Canadian Mounties - and I figure if its good enough for them - its good enough for me - I live in a cold winter climate - but again - it can happen at altitude any time of the year.

My guess as said here - suspended ice particles in the fuel clogged the fuel screen. This is not a Mooney specific or even a Continental specific possibility. It can happen to any of us who might fly in below freezing conditions - which can happen in summer at altitude or winter at lower altitudes. I have for at least a decade put a dabble of IPA - you want extreme pure IPA rather than the drugstore stuff that has water in it which is self defeating - for this purpose. Correct dosing is mentioned here in other threads and IPA is an approved substance at correct dosages for continental engines as noted in their circulars. It doesnt take much to prevent ice crystals from suspending in the fuel and clogging the flow divider. A thought - if this does happen to anyone and it is above freezing at lower altitudes I would guess its possible that the ice would melt before landing so even if a restart is not possible early in the event during cruise it might be possible at lower altitude - so file that away in case a restart might still be possible. In any case well done - and wow! I too once upon a time had a complete loss of power in cruise - at FL16 but due to a turbo issue - and a nice dead stick landing to an airport - on a nice summers day - not ice in any form. In any case I was quite shaken after. Well done sir!

I’m going ti try your methods

Ill try that. I forgot to mention - I do tape paper or cardboard to the sides of the glasses to prevent peripheral vision.

In a pinch - having misplaced my official foggles - I have made my own in a pinch with cheap walmart glasses - and masking tape.

When does that modern mooney era begin? Starting with which models?

Mostly hours. I have felt a slight reduction in general power in the last year like getting tired but not drastic. Sone moderate elevated oil analysis values. No smoking gun but that and hours I figured ok let’s do it. In the winter a time of my choosing.

Well - it's Engine Time. I dropped my airplane off at Weber for engine overhaul. My TSIO520NB is at 2050 hrs - on a 1600hr TBO engine. It was going ok but I decided enough is enough. When I bought this airplane in 2010 it had like 700hrs on the engine but the owner I bought it from who had owned it for 1 year had bought it from a widow and it had sat unused for 3 years or so. So I was worried about corrosion and it wouldn't go the distance. But I got it for a fantastic price in that post 2007 crash economy. I was prepared to need to overhaul it sometime in 100hrs or so...but I guess it made it the distance. Hello Penn Yan. Can't wait. Is it Spring time yet? I am a flightless bird for the time being.

This guy actually did it