Bolter

Not really part of the core discussion, but I got tired of thick wallets, and have been using the ultra-thin wallets for years. All the same contents, less than half the thickness when filled. You forget it is there, even on long flights. Both flying LOP and ROP... https://www.all-ett.com/collections/mens-wallets/products/nylon-id-wallet Checks are for the Amish... -dan

I think the caveat I would put on this, is that after gaining some time on other planes, you might decide you want a different Mooney, like a turbo or longer body. Or something completely different with better off-airport performance. Or you find you need a 6 place plane. Some time building with rentals will help you identify your real mission requirements. For me, I bought my J after a lot of researching and flying. By the time I was ready to buy, I was looking at C models, then I thought about 182's, but after time realized the J was the perfect fit for 90% of my real life missions. No offense to my C-flying brethren... I see many MS'ers that have had several planes. I have only had one (for 8 years, now). How many of you feel you bought another plane because your mission did not change, just your recognition of the mission? Just my $.02 -dan

Its not truly scientific, but sufficiently convincing that colored lens with colored LED bulb is just fine to the human eye: https://www.autobulbsdirect.co.uk/blog/red-or-white-led-bulb-behind-a-red-lens/ -dan

@donkaye , thanks for this nice summary. I understand ground effect as a principle, but was not familiar with the 50% reduction in induced drag when <10% of the wing span AGL. Since the plane is already a few feet off the ground when on the wheels, would you need to be <1 foot off the pavement at the wheel in order to gain any meaningful ground effect benefit? Or is the 3 feet measured from the wheels, not the wing? Do you have a chart or reference to show ground effect at slightly higher heights above ground? Or improvement in lift rather than reduction in drag as the key value? thanks, -dan

+1 on that. I consider the pulse to be a good indicator, especially since I use a portable system, and the tank and gauge are out of sight. With noise cancelling headset, I can hear the audible alarms from the O2D2, barely. I got the boom attachment, too. Not perfect positioning for comfort (maybe my fault), but very convenient when paired with the quick release connector. Overall very happy with the Mountain High package.

This weekend was my first ICAO IFR flight plan. Due to my lack of understanding the codes, I was entered incorrectly, and they thought I was not /G (or the new equivalent). Garmin created a spreadsheet that will let you know your settings for a given piece of equipment. (attached here as an Excel spreadsheet) WGarmin_ICAO_Flight_Plan.xlsxhen I setup FlyQ with my profile, I thought RNAV1 and RNAV 2 meant a first GPS and a second GPS in the panel, not phases of flight. -dan

Clear any cookies associated with Mooneyspace.com. That will help sever any connection between a login ID and your browser. Or use an incognito browser window.

The pressure relief is to prevent surge of the compressor. If you put all the energy into the air, and it does not flow anywhere, it will make flow happen in the form of flow reversal known as surge. Surge can be quite severe and breaks blades and bearings. I don't know of high pressure itself causing a problem, which is why I asked if there was a failure mode of the turbo I was not familiar with. High pressure can certainly hurt things downstream, like clamps/seals or the engine itself. from the wiki page..."Blowoff valves are used to prevent compressor surge, a phenomenon that readily occurs when lifting off the throttle of an unvented, turbocharged engine."

Do you mean surging the compressor? Or is there another effect from rapid throttle closure?

Early in that conversation. be sure to emphasize to them that when you parked, you had every reason to believe the plane would not be moved. And your safety procedures may dictate use of the parking brakes. How did they confirm that the parking brake was not set before moving the plane? Unless it is posted that all planes must be parked with the brake off. The school may have that procedure, but not everyone would.

I have had one of these get tight, and would not slide up and down as easily as normal. If this was the case on your first try to do it, you would never recognize the portion that slides up to release the ball-end nub (right next to the cowl flap). A little LPS loosened it up.

Follow the goo trail. I had a slow loss of brake pressure over months. Turns out I had multiple intermittent leaks, including the master cylinders. O-ring's nicked in a master cylinder. Replaced the o-rings, polished the actuator rod, and they worked like new (after replacing 2 lines, as well). My point is that overhauling the master cylinder is easy but you can have other leaks to chase down. O-rings in the brake cylinders at the wheel, included. -dan

@Dream to fly The yellow outline area, right? In my limited experience, that seems significant. By nature of exhausts being almost infinitely repairable, I think you can get it repaired. I hope you can do it soon, and local. Or use this as the excuse to get a new exhaust, if you have doubts about the rest of the system.

Does this stuff work as advertised? https://www.skygeek.com/phillips-66-20w-50-aviation-antirust-oill.html

You would need to seal the area around the engine compartment to some level, or else the desiccant is also exposed to the environment and will saturate faster than needed to protect the engine.

Technically, Ukraine. Political important aside, Kiev is much closer to Central Europe than Moscow. From other plane spotter's posts, it seems it was in Europe for some time, at least since the proliferation of internet picture posting. Did it ever return to the USA after the Paris airshow? That may be the bigger question. Being European based, hopping to France, Poland, and Ukraine is not a big deal. 2-3 hour flights. Do the European plane spotters have some forums where you can put out an APB to find where it is? If I was you, I would invoke the travel budget, get to Europe, rent a motorcycle, and go track down N7706M :-) -dan

I found the State Air Museum website, and could find no reference to an M22 on display. There is a page with all the outdoor aircraft listed. I don't read/speak Russian, but I do not think they had any indoor planes. http://aviamuseum.com.ua/ua/exposition This is latest image I could find of it, an article in 2014, where it was flown to Russia. Maybe it never left? https://aerovokzal.net/otkryitie-hasidskih-sezonov-v-vinnitse/

@carusoam I am very happy with the G5 install. I also have the KAP150, original spec for this 1983 J. The old King HSI was replaced with the G5, including a new magnetometer in the wing, and a box that permits the G5 to talk to the KAP150 for heading and glideslope. Summary: I lost no autopilot function and gained GPSS. In case you are curious, I also have a 430W which talks to the G5. G5 function is great, and only adds to what the original HSI did. I like that the MFD is there too, in case of AI failure. Partial panel is much easier this way. One thing to watch for, if you tune in the ILS but you have not activated the approach, the needle has to be moved manually to runway heading. Yes, I know it does not change the signal, but I consider it good practice to point the needle to match your target heading. Unfortunately, you cannot replace the AI with a G5 and still use the KAP150. At least not directly. I have seen a J sold here (N7677V) where they installed a single G5 for the AI and looks like the old vacuum AI was moved to the co-pilot side in order to feed the autopilot. I want to ditch the AI so I can be vacuum-free. But for now, that means planning an autopilot change at the same time, and that makes the job pricey.

What about a single G5? When my HSI flaked, that is what I did. There is no technical reason to think in terms of "pair". Leaves money for college tuition and upgrades your panel. -dan

I have dealt with materials issues before. A company I trust, and may be small enough to take interest in your small job is Metals Technology Inc (MTI) in Northridge, CA Phone: (818) 882-6414. Another is Pacific Testing: http://www.pacifictesting.com/ I would start with MTI as I think this is more in their specialty range. Ask for Dan Fitzgerald. Based on the failed parts you found, it does not look like the they were installed per the procedure of one bent up, one bent down.

I may be getting out of my element, but as others have said, the Trig and the KT-74 are supposed to be the same unit underneath. Therefore you should be equally satisfied. Traffic on the 530 uses an ARINC connector. If you do not have one to spare, the Mode-S traffic on the 530 would bump something else. I personally would give up that Mode-S traffic from the KT-74 for most things. YMMV. Ask in advance, and tell him what your priority is in case of connector shortage. The installation was a "while I wait" item within the day (at High Desert Avionics at WJF), so 5-8 hours sounds right.

I replaced a KT76A with a KT74 that works with my 430W for the GPS source. Overall I endorse the installation. It was under 1 AMU for the installation (incl pitot-static check) plus the cost of the unit. It installed without issues. They do need to do some added wiring, as the "slide-in" does not meet ADS-B requirements, just acts as a new Mode S transponder. You need a connection to your 430W and to your intercom if you want voice traffic alerts. It will give you Mode S traffic on your 430W's screen. I got the unit cheap as I was a Honeywell employee at the time, which was my main motivation for this solution. Retail makes Garmin units very competitive, plus there are more options overall than there was in 2015 when I did it. I think having ADS-B traffic in would be a nice plus. I use a portable receiver, but an integrated solution cannot be forgotten at home. -dan

You must also consider the measurement method of the AOA system, not just internal display that you like. Some have mentioned the Aspen integrated AOA that is software based. If done properly, they can work. I think they need to be told of configuration changes, however, like dropping flaps. Some external sensor types are just glorified pitot tubes and are essentially just measuring airspeed and inferring the AOA. In my opinion, it is essential to have an actual moving vane type sensor so you are getting true AOA measurement (ex: CYA 100). -dan

@M20Doc, if this was incorrectly done on each cylinder, can you identify it on the remaining cylinders, other than waiting for a failure? Could you torque check each bolt and stud, and if any had relaxed you know it was was yielded during installation and should be replaced? Or is the only proactive option to remove and replace every stud and through bolt? Another question, since all cylinders were replaced at once, this would not just be the lack of a blanking plate to leave the thru bolts torqued while the cylinder was off? thanks, -dan