Bolter

Are the 2 alternators equal size in the TIO-360 engines in the M20K's?

When I bought my Ovation, there was an Alpha Systems Eagle AOA installed with display on glare shield. It is great. Not life changing, perhaps, but now that I am used to it, I would not give it up. If it is a just a question of utility, go for it.

If being close was an important criteria, what about Poplar Grove? Good reputation.

I know they have a loyal following, but I was very unimpressed with the Rosen visors in my J. Particularly for the J, perhaps, the visor goes into a pivot that is only a screw into the plane's frame. If I swung the visor forward, the screw tightened. If I swung the visor aft, the screw loosened. I was constantly getting bonked by a swinging visor on takeoff. I always had to have a screwdriver up front to tighten the screw after each use. I contacted Rosen to be sure there was not a missing part. I even sent the visors in to be confirmed they were the right parts. (I do applaud their custome service). It really needs a bearing or a Teflon bushing with some friction adjustment, so the screw is not torqued when you swing the visor. Note that the Mooney factory visor used the same mounting point, but the swing was in a bushing part and never torqued the mounting screw. Other issue is if you have the compass on the post instead of glare shield. The visor will hit the compass. So you must move it in all axes with every swing from stored position to sun blocking position. With my Ovation, I decided to just carry sunglasses rather than get another Rosen set. I think Muncy's are the right balance, based on the pics. Not too big, so they will not hit the compass.

I have flown into the area a few times from my old base in SoCal, and always planned both routes, and confirmed my choice based on the actual weather that day. Always give yourself options, including cancelling. If Truckee is "Reno Area", I flew there around Thanksgiving, and it was a good GA airport. More than one rental car company across the street, which is very convenient. An exceptional website for pilots, emphasizing safety. https://pilots.truckeetahoeairport.com/flight-planning.html -dan

Conveniently this experience was a long body, so very applicable. -dan

Send me a PM with your email. It is a large file.

Has anyone had an actual flat with the FC 3's? I would think the stiffer sidewall has benefits in case of a flat, versus the lower rated tires. -dan

saw this on FATPNW. Unusual to collapse some gear on a Mooney with all gear linked. Does this require failure of a connecting rod? This appears to be at the end of the northbound runway 34, where you taxi to the parking area. If so, unlikely this is a typical pilot-forgot situation.

Where did you get the disks?

Fellow PNW flyer here. My personal experience was traced to fuel pump and divider wear from age, and leaking internally. Replacing these parts AND proper system tuning, fixed it all. You already confirmed good plugs and igntion wires, I assume.

No luck searching, can you specify the tape? Was the advantage of this tape that it adheres well? Or does not hurt paint? Both?

If the Garmin AOA is just a glorified air speed indicator instead of a real moving vane type, then it seems like a blocked inlet port. It is essentially tracking altitude, not airspeed. When you leveled off, it slowly restored, like 95% blockage will eventually let some air equalize.

My 1983 J had fuel pressure in the top row of gauges, near the fuel level and oil pressure gauges. What gauges do you have? The 830 is not a primary gauge, so the original gauges must be retained. edit: found photo example

I listened the Ask the A&P's podcast the other day, and they talked about the induction leak in-flight test. It would target if a single cylinder had an induction leak, not an overall leak. Essemtially (from memory), operate at a steady condition at high alitutude. When satsified with the numbers, make a large power reduction with throttle. I think he said 8". Watch for a cylinder that does not track like the rest, and that one has an induction leak and is keeping up power by sneaking in its own air. As I finished writing, I found that this link, end of the article, has the test: https://www.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2012-01_flight-test-profiles.pdf I liked that article on Turbo Troublshooting someone shared. I have a normally aspirated engine, so it was just academic to read it. If I understood the wastegate function, it is spring loaded to maximum bypass when there is no oil pressure. For as long as you have sufficient oil pressure, the wastegate will drive to the setpoint, regardless of the oil viscosity. In other words, it will always try to achieve its goal. If you don't get full MP because of the wastegate, then I think you have to have one of these conditions: pressurizing oil is leaking past the piston applies pressure to, assuming you have oil pressure in the green - look for oil leaks? you have reached min bypass already point already, and the turbo is already giving all she got. - check settings on wastegate since you are too low to reach min bypass? wastegate sensing pressure point is higher than MP gauge measurement point, perhaps due to temperature profile under the cowling - put a temp measurement gauge at the wastegate sensing point? Just a brainstorming exercise, certainly no expert on this.