FloridaMan

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Everything posted by FloridaMan

  1. The first few pages explain why: https://redskyventures.org/doc/cessna-misc/Continental_Tips_on_Engine_Care.pdf
  2. Anyone know what causes it to hunt for pitch? Flight director is spot on, but the KFC 200 will get into an increasing pitch oscillation when flying a couples approach, turning or attempting to capture altitude if you’re climbing or descending at over 500fpm
  3. The above is why I didn't go with the factory. With Aero Engines of Winchester, $24,300, including shipping, my engine arrived with new flow matched cylinders, new camshaft, et cetera. Had I gone to Lycoming at that very time, I would've been facing an engine teardown in the near future due to an AD for rod bushings. I guess what I'm getting at is that I had all of the same motivations for going with a factory overhaul thinking that it would give me some sort of advantage over an overhaul shop. The long wait put me off and I ended up dodging multiple bullets by going with a different shop. It wasn't the money (I did end up buying the Rocket 9 months later and still have the F). https://www.lycoming.com/sites/default/files/SB632B Connecting Rod Identification.pdf
  4. I'd call Dillon's Aviation in Greenville NC (KPGV). Not a MSC, but I'd trust them as much as anyone. Make sure to request photos of the spar under the back seat as part of the PPI to make sure they actually look at it. The guy in the thread below paid good money for a PPI and they didn't find the corrosion because they must not've known to look there.
  5. Paging @cujet to the white courtesy phone.
  6. My EDM-900 on my Rocket often shows 0.0 fuel flow until I start taxiing around and then shows 2-3 gallons at idle, which is close to what my M20F shows at idle. The old fuel flow/totalizer in the Rocket did the same thing at idle, but had even greater error in the totalizer. I think the sending units are the same, but my IA used the new JPI one when he did the install. I figure there's an adjustment for K-factor, but I'm also curious if the mounting location could be causing it to not read at startup.
  7. You may be annoyed about where you installed it because of that required "ENGINE" light. When you pull power to idle to land, it'll blink yellow. If your prop holds 2700RPM, it'll blink red. Is it coupled to your GPS? I wrote a piece of software that converts my JPI downloads to logbook entries. Includes start/destination airport and day/night flying.
  8. Use avgas. The dye dissolves in it.
  9. Pull up the rear seat, remove the panels covering the round holes and give a thorough inspection of the corners of the spar under that seat. Demand pictures.
  10. I went with Aero Engines of Winchester for my overhaul because of Lycoming’s lead times. Added bonus was they used parts from superior so I wasn’t subject to the required teardown that all Lycoming factory overhauls from that time needed due to the potential that rod bushings were out of spec. I had all of my wiring for the alternator and power replaced when they did my engine. Those wires fail from vibration more often than alternators fail and can cause you to have an AOG situation (happened 3x to me before replacing them and to many other MS members). No need to overhaul your prop and governor, just have them IRAN it. Make sure your governor bracket is included and let the prop shop install it so your IA doesnt damage the seal.
  11. Whatever you do, get her painted in Imron. My '67F was painted in Imron paint in 1994. (on the left. photo was last month. I have other photos, but I don't feel like digging around to post a fucking picture. It looks new)
  12. Do you have the factory oil temp gauges? I had the same issue prior to getting my engine monitor. I noticed that when I turned off the master switch, the oil temp did not go to 0. I gave the gauge a nice firm press with my thumb and the temperature returned to exactly where it was supposed to be. Then I bought an engine monitor.
  13. One of my biggest fears. Did all of this develop since the previous annual? Did you ever get it treated previously? I get both my Mooneys fogged with one of the LPS variants every two years.
  14. I've wondered how far out one must get before being unable to "catch" the stall. I think it was @jetdriven who used an example of the possibility that a pilot set on returning could be banked at 45 degrees and 20 degrees pitch down with the stall horn blaring while trying to turn back. I imagine that a stall in that attitude at 300ft AGL would end in disaster, regardless of who's at the controls. I've gone up with an acrobatics instructor who had thousands of hours of Mooney time and done aggressive stalls at 4000ft in my M20F. You can be at full power, bleed off airspeed, hold the yoke in your lap and keep the wing stalled and keep the plane right-side up with the rudder (full power stalls require almost full right rudder just before the break). It is violent, requiring significant rudder correction and the airplane's response lags and overshoots, but it does not roll over. Aggressive accelerated stalls ended up with me being immediately wings level. I don't know if it's the flight characteristics of the airplane or if I was so terrified of ending up inverted that I reacted so quickly with top rudder as to recover wings level. If having to turn to make a target with an engine out, I've done the thought experiment that I should use top rudder to correct for centerline alignment if base-final needs to be aggressive. It makes sense to slip to align and track with the centerline of the runway, level the wings and track straight with the rudder once wings are level. If you're being pushed away from the centerline in a manner that requires a tighter turn, the temptation is to not overbank and to tighten the turn with the bottom rudder (skidding turn) since that will align you with the centerline, but only briefly, as your plane continues on its path. Continued input means more rudder and more bank, shadowing the bottom wing even more. If that bottom wing stalls, the forward CG of the normal category airplane and the stalled bottom wing means that the nose drops, the non-stalled "top" wing gains speed and lift, rolls the plane and creates a smoking hole in the ground. A side slip (top rudder) to correct centerline displacement allows for change in offset with no change in bank. If the pilot screws up and stalls with a little top rudder, provided there's not enough input to enter a snap roll, the bottom wing remains flying while the top wing drops through level and you have more time to prevent the spin with the rudder. Or, to put it another way: stall the bottom wing (skid with bottom rudder) with 60 degrees of bank and you're inverted after rolling only 30 degrees, stall the top wing (stall in a slip with top rudder) and you've got 150 degrees of roll for recovery before you end up inverted. I haven't tested the above theory, and hope to never have to, but it's something I've thought about.
  15. There’s another member here who sent an instrument off for a light repair and ended up dilated from the process.
  16. I can’t quite say for sure. It seems that sometimes I’ve flown at lower altitudes screwing around for 3-4 hours and needed a quart and others after a 5 hour cross country it looks like it hasn’t used any at all. It seems like that there are certain types of flying that are more likely to blow oil out from somewhere than others.
  17. I’ll also mention that the FAA/FSDO was calling me repeatedly within minutes of landing in that field. Everyone here should carry AOPA extended legal protection as, while there was no warning of imminent failure and all of my documentation was current and correct, it was nice to have them to advise me.
  18. I visited the crash site where a member here had an engine failure leaving EastHampton and landed in the birch forest that surrounded the field. They escaped prior to the post impact fire that destroyed the plane, but they made it out. There was an M20J that resulted in two fatalities in (I think) Texas. It may the the airplane that’s involved in a current lawsuit blaming magnetos even though NTSB reported finding significant amounts of water in the fuel lines and fuel servo. Witnesses reported the pilot made a hasty start and departure, takes off and the engine sputtered. He had plenty of runway remaining. He lowered the nose and the engine regained power. He then started to climb and the engine lost power, so he stall spins it trying to make it back. If you lose power and there is a suitable place to land (and nowhere else if you overshoot), make sure the power doesn’t come back and land it there.
  19. To continue my thought, my answer is gear down, but try to get the mains to dig in first. If there’s something bad enough to hold a wheel, it’s also bad enough to grab a prop blade or spinner and I visualize a fast sliding plane hulk smashing itself, pivoting on the nose, putting tremendous force on the motor mount and flipping inverted lengthwise.
  20. I have not done power off 180s in the Rocket yet. It’s something I need to practice along with going up to altitude and testing elevator authority at different trim settings and speeds. The a major variable with the rocket (and a difference between ours) is the full feathering prop. I don’t know if it’s a good idea to feather it in the air outside of an actual emergency, and even then, there exists the chance of recovering the engine and then being unable to get the prop to unfeather. When I had my failure in my m20f, my issue wasn’t making it to the field, it was slowing down to get there. The sight picture at the time of my realization was that I could see the end of the 10,000ft runway and the 1,000ft marks were about in the middle, so I was at 130mph at 200ft and had 2,000ft of runway underneath me. I stood on the rudder, pulled back on the yoke, loaded the wing as much as I could and dumped in full flaps; my passenger made a hand gesture towards the gear handle. I thought “good idea” (for adding drag). In my practice with my m20f I noted that getting below 100mph before a slip would shorten my glide distance. I’ll say that in spite of that, she kept wanting to pick up speed. As I got just over the field I was back up to around 100mph. I thought “fuck it” and forced it down. It bounced and lost a lot of speed. After a couple more bounces, I’m rolling fast and the field dropped out from under me. It was a steep downsloping runoff field that, when not covered in 4ft weeds, has the appearance of a dry delta with all the little eroded channels in it. As I continued rolling quickly through the weeds I for a brief instant had the sobering thought regarding my own life: “shit. Is this all there is?” I also remembered being ready to dig in a wing and ground loop the airplane if necessary as the end of the field and neighborhood approached. The plane felt like it had settled on its mains so I applied the brakes and came to a stop. I had 805 hours total and 600 hours in the Mooney when that happened. While I dropped the gear to slow down, the gear ended up buffering my touch down, protecting the airplane and control surfaces, and allowing me to maintain control authority after touching down. If making it was an issue, I would keep the gear up until I was certain I had the field made and then throw in all the drag at once. I was trained to imagine the center of the runway as my target, not the threshold, and to make adjustments on short final.
  21. Guy killed himself leaving Brooksville or Ocala in a Bravo a couple years back. His fiancé survived. He was turning back and tried to drop the gear in the turn and stalled it. Had he not tried to turn around he could’ve gone just about any direction and landed in a field. Mooneys do great landing in fields and nobody should be intimidated at the prospect. Remember, when the engine stops making power, the plane no longer belongs to you; it belongs to the insurance company.
  22. We have a legal system in this country, not a justice system.