Bolter

I am sure someone will correct me if I am wrong, but you may need to adjust the prop to get full 2700 rpm if the governor adjustment is already maxed out.

I have used the typical Howard Leight orange plugs for +20 years and a few hundred thousand miles. Buy in bulk. I say this more for the people who ride and don't use ear plugs. Once you have reached the sensitivity that ear plugs no longer help, I don't know what to do. ANR without a good fit on your ear seems like it would much less effective. Can you look at reducing the noise created rather than suppressing it? What do you ride? Can you stand up, crouch down, move your head around, see if there is a spot that is quieter, then get a windshield that height? Maybe a Laminar Lip add-on will help?When I ride a Goldwing, the wind protection is so massive and effective, I don't close my helmet or bother with ear plugs, and can chat casually with my passenger. On my BMW R1200ST, I get great wind protection, but the air is so turbulent coming around the fairings, it is the noisiest bike I have ever had. Of course some helmets are quieter than others. I hear Schuberth is supposed to be better than the more popular Shoei and Arai options, though I have not tried one. I find that in winter when I wear a neck gaiter/scarf, it closes the bottom of the helmet and quiets things down. A lighter weight cloth may accomplish the same thing for you all year round. That said, since having a baby, I have stopped riding. Anyone want a BMW R1200ST with lots of extras :-( -dan

If your JPI is connected to a 430/530, you can go to the trip menus in the Garmin and see fuel estimates for the entire trip, if you like. I agree that total fuel would be more useful than next WPT on the JPI display. on 430: AUX -> FLIGHT PLANNING -> FUEL PLANNING

Does average weight include carry-on luggage? With the increasing fees of checked bags, more weight is moving to the pax area. When I take people in the Mooney, I never charge for baggage :-)

Anthony, I am working with TurbAero (booth 615, Experimental area, just North of Vans' booth). Coincidentally, someone posted about our engine on MS a few weeks ago, and we appreciate the discussion. In short, we are developing a turboprop engine to displace the iconic O-360 class piston engines (200 HP). Unlike PT-6's and Walther's, this engine is clean-sheet designed for the altitudes of the "common" piston pilot (<18k feet), so efficiency remains strong (BSFC is effectively the same as the piston engine it replaces, ex:12.6 gph at 150HP cruise at 8000'), power goes up, and weight goes down. Of course, it also runs Jet-A instead of 100LL, which can be a big plus, despite recently approved 100LL substitute. My attendance this year was short, leaving on Wednesday morning. I was not originally on the OSH-team list, and did not have the time for the entire week, and had to fly commercial instead of arriving in the Caravan. Next year will be the full week visit, and I will fly the J over there again! And to address the questions the popular questions that may come up: experimental market first, with plans for certification already considered I know of no STC for Mooney's or other certificated aircraft planned yet, but I think that is an inevitable long term outcome Not assured, but I expect a 300 HP range engine to be the second model released Expect a real engine with performance data at OSH next year, and maybe even some test aircraft disclosed I would also like to emphasize that we were not at OSH to sell engines this year. Come by the booth, and ask questions, if you are there. Even if you wanted to buy a spot, we would not take your money. If you are possibly interested in an engine in the future, feel free to let us know through this site: https://turb.aero/how-to-buy/register-interest -dan

Could not make it over, too busy in our own booth this year. Order placed. Thanks for offering the OSH deal on-line at the same time. -dan

L71 California City airport and WJF Lancaster are both good airports near Edwards (I used to be SoCal based). You may find that you can get a hangar for a few months. There is also Rosamond (with a great restaurant), which is a public access private airport fly-in community, and someone may have an empty space there that is not advertised. PM me if you are interested, and I can call some people I know in that area. I parked outdoors in SoCal for almost 10 years. Other than the paint fading over time, it is a good environment, and there will be no corrosion. Put a good wax job on it before your trip, and you will be fine. A cover will do a lot for the heat. If your roof is similar to mine (antenna placement), I will loan you my old Bruce's cover for the duration of your trip for the cost of shipping. I flew coast to coast back in 2012. Thought for sure I would have done it again by now, but there you have it. If you have the time, take the adventure. -dan

Also fixed. Thanks, Craig.

Craig, In case this is a widespread issue, I am posting here. I recently renewed my annual donation, and within hours, the ads went away. A week later, the ads have returned. -dan

I used Xometry.com and was pleased with the parts, and customer support when there was shipping damage. It was a completely automated process. I uploaded the solid model (I use Solidworks) a price was calculated, and I clicked "buy". This service is not unique, there are many competitors with probably equal performance. DO anticipate the manufacturing needs. Watch a few videos or read a blog. My learning lesson was adding structure to support thin walls, that I removed later, or else they may sag under their own weight during the manufacturing process. I am out of PAE, if you want any assistance. I can also help with making the solid model. I do not have access to a 3D scanner, however. -dan

Wouldn't that be the action of the person doing the inspection? They clean it, so they know where the tell-tale leaks are?

I have been told it is better to not wash before annual, only after. You may be removing evidence of leaks, smoking rivets, or accumulations that they would want to see for diagnosis purposes. Wash after annual, and have a clean slate to see progress on leaks after repairs, if any.

As already said, you need to define your budget. Function-wise, you have similar content to my J, so I consider your panel to be modernized, except for the shotgun layout. If you were doing a lot of IFR, I would suggest a digital HSI (like a G5) as a modest upgrade that provides safety and function in IFR that I now consider to be essential.

My unit increments in whole numbers from 0 ppm to something deadly that you hope to never see. This is sufficient resolution for safety purposes.

Contact Hector for the latest price list. Hector Fernandez <hectorh@aerocomfort.com> There are many variables, such as sending in the interior as parts versus bringing the plane, and having them overhaul the interior in every way. I think the range is 10-20 AMU's.

I was parked outside at WHP and then FUL for 8 years. Visible impact on the paint that you can see as a line where the cover stopped. Never an issue for corrosion. Moved to Seattle, got a hangar as soon as I could :-) -dan

I may not be visualizing correctly, but sounds a bit like the articulation of some car trunk hinges that lift before rotating. Maybe some inspiration there?

I have never tried using right controls from the left seat. Practice it and share the results. I practiced right seat flight, in case I ever needed it (no intention of being a CFI). It paid off for me when I lost pilot side brakes, and co-pilot ones still worked, permitting an uneventful landing.

@kortopates It is not my place to give out all the details, but I know a few things about the yoke-less J that I consider to be "facts", and OK to share. Facts: The left yoke did not break, but came off the shaft. Immediately engaged the auto-pilot, called MAYDAY, and then moved over to fly from the right side. There was damage to an inner gear door from the rough landing, but otherwise the plane is undamaged. Opinions: I think "surprised" is an understatement. :-) And I think he did a great job of reacting to an unusual situation. -dan

Good candidate for owner-manufactured. Gives you the chance to replace the multiple spacers on each side of the heim joint with a single spacer on each side. Note: I am envisioning this is the same as on my J and the E I have also been under.

Reminds me of the California 3-strikes law. They always talked about a case where he was sentenced to 25-life foe stealing a slice of pizza. What they left out was that he already had 5 felony convictions, and he stole the pizza from children. The final reason was just the final mechanism after a pattern of unchanging behavior, and questionable explanations.

But those prices, and factory prices, are the only published lists I know to give a sense of scale when evaluating other shops.

For referencing cost of the overhaul itself, check https://www.jewellaviation.com/overhauls.htm for a price list. @gsxrpilot can confirm if this is the right link. There is Jewell Aviation and John Jewell Aircraft, and I forget which is the one who just did his engine. Where West Coast are you? Which model Mooney? I know an A&P/IA at KWHP who has done a few engine swaps in Mooney's (including conversion from dual mags to single mags if that applies to you) and aside from being experienced, probably competitive on the labor cost you were quoted. -dan

I have a friend with one of the air frames in process when Cessna took over. It is a mix of Columbia and Cessna labels. I think he prefers saying Columbia because that says a lot more about what to expect than saying Cessna. It was a really nice flying plane, too. I could live with the side stick, no problem.

Brainstorming idea...are these pumps using ball bearings with phenolic cages? If the bearing seal is leaking fuel through the bearing, could it break down the phenolic back into fibers?