M20F

Thank you for the most useful post here.

There is T, S, I, and a host of other letters. When you want to get serious about power on piston planes, that is when the letter G enters the conversation and your (W)allet leaves.

One of my life’s desires is to see some actual numbers on a 400HP Comanche with a RayJay.

Hangars don’t fix salt and humidity. I do however recommend against the canvas cover. They aren’t great in the best of conditions, add a little sand and they really excel at taking paint off.

Stop applying logic to governmental agencies.

I wouldn’t be worried about a ramp check, I would be worried about wrecking my engine by having insufficient oil in it.

Hoses, oil coolers, etc. have oil in them as well, when you drain the oil they are empty and need to refill. If you put in 6, run it, and it reads 5. Put 7 in, should read 6 once you run it.

So you had one indication on one flight where it burned 1 quart more than normal, all other flights (it appears to be 4 plus a 7hr high altitude flight) burned per normal?

This is the hose that comes out of the oil filter (top left of engine) and goes to the turbo. It runs in the chasm behind the mags where the prop governor and some stuff sits. This is the continuation of the same hose where you can see it duck down. The scavenger pump is in top left (you can see the hose on top that goes to the oil pan) and the vacuum pump is in the middle of the screen affixed to the scavenger pump. The hose then goes under the engine and connects to the turbo. This is the hose that brings oil into the turbo. It comes out of the chasm and is under the case and muffler going to the very bottom of the cowl and then into the turbo. Scavenger pump has three fittings. The top hose goes back to the oil pan (the end of the loop). There is a vent hose on the side. The bottom hose receives the return oil from the turbo which goes out the top and into the oil pan. The top hose on scavenger goes to back right of oil pan (returning oil) I thought I took a picture of from the turbo to the scavenger pump but I guess I didn't, that is probably the easiest of the hoses to track though. Let me know if you need it or have any questions.

I would reflect upon 61.53 and determine if based upon cross wind component and other factors if perhaps I was being too cautious. A broken ankle is for concern and reflection but is not necessarily disqualifying.

Earl Scheib

That is the list for type ratings, I thought I had seen P51 on it. This and this appear to be the more relevant pieces "Some experimental aircraft operating limitations require that before acting as PIC, a pilot must get an aircraft authorization on his or her pilot certificate. The process is similar to seeking a type rating in a standard category aircraft." // "Experimental piston powered aircraft with an engine over 800 HP and a Vne (never exceed speed) greater than 250 knots" Not anything that really pertains to me, I just recall seeing the 900HP thing somewhere a while back. Guess it was 800.

The hose that brings new oil into the turbo correct? Not the three hoses on the scavenger pump? I just want to make sure I get the right pictures for you.

I keep forgetting to take pictures. Scavenger pump has 3 hoses that all run to the right side. Top goes back to the oil pan (bottom right corner) Right side is a vent out to the bottom. Should be a little rubber hose. Bottom goes to the turbo (scavenger sucks through this hose and pushes out top hose) On the turbo there is a hose that goes over to the turbo which pushes the new oil to the turbo. I can’t remember what it comes out of but it is on the left side somewhere. Mine has a spin off filter so that is an addition not originally there. I have to go out tomorrow will try to remember to snap some pics. There is no stand alone filter in my set up.

The list my understanding is anything 900hp+ now is getting a type requirement (though technically not required). P51, P38, etc. are listed.

Piper did, it’s called the Fury.

I am going to start flying helicopters to save money.

I am really going to get the ball rolling and suggest the reason is because you didn’t use nitrogen in the tires.

I wouldn’t replace thing’s that are working, especially given you have a new engine going in. The more known quantities you have the better. I would also add that if it is working why replace it. Probes are light and cheap, toss replacements in the hat rack and use as needed.

I find the UI to be unintuitive, clunky, etc. It is not as polished as Garmin or Avidyne.

Till the Teflon seals wear out :-)

Yes third party, if you want Avidyne they make nice packages as well. I flew behind one (both pre and post upgrade) for a lot of hours in a SR22. I know I am the only one who has issues making differing manufacturers stuff work with each other.

I have a friend who went full in on Dynon in their Seneca. I don’t like it and it takes a 3rd party GPS to drive it. In fairness though I don’t like most things. I do like my G5 though.

To some extent I agree. Though to some extent if a door popping open on a Mooney is going to make a PIC declare, perhaps they need some work in decision making or a differing hobby. I feel competency and decision making have relevance. 45% of accidents are pilots being scared to declare. 45% of accidents are pilots who had no business being in a plane in the first place. I left out 10% for whomever wants to point out some obtuse situation, such as the door popped open and an Albatross flew in and attacked the PIC.

Your biggest squawk is that quadrant, real Mooney’s have vernier controls.