FloridaMan

I don't think there will be enough metal for them to analyze -- at least when my engine started making metal, I had enough flakes to cover the end of a round magnetic pickup tool and that wasn't enough for the analysis. I also second that it sounds like a very small amount of metal and I wouldn't be worried yet.

Has to be one of the worst feelings.

I haven't read the whole thread, but I did buy one of your shirts a while back. One thing I would highly, highly recommend is if you're going to use auto-incrementing ID numbers, parse them out of your URL and include descriptive information in the address as well (note how common it is for MooneySpace to be at the top of search results when looking for GA related discussion without specifying Mooney). Example: Instead of https://www.wingswap.com/listing/10098 you could probably use the URL https://www.wingswap.com/listing/10098?Cessna_170B_For_Sale and not have to do *any* backend code changes as your controller or URL parser will ignore the querystring after the question mark.

"The light's better over here"

Group buy? I'd hate to inundate them with emails requesting info for GA aircraft, but the approach I would use, which is true, is that many light aircraft owners and operators are tightly associated with corporate and commercial operators and, just like FBOs treating the guy in his piston single well may bring him back with his boss in the BBJ, the same goes for products and market penetration. So, with that said, has anybody contacted them?

Mine takes two Par36 lights on the same switch. It seems like maybe on Whelen landing and one taxi light should do the trick.

Hangars at KVDF when I first bought my Mooney were less than $200/mo. I called and they wanted over $400. Perhaps all the cheap hangars are gone, or they've just all gone up. X39 is for sale and I thought it'd be kindof cool to own an airport.

Rather than start a new thread on this, can we get updates on the state of the art of new LED landing lights?

Anyone have a lead on a cheap hangar or sublet in Florida? I have decided to hold onto both airplanes for a while and need a place to keep my F that I will fly less frequently. I’m on the west coast in Tampa Bay, so closer is preferred. The best I’ve been able to find is 250/mo for a shared hangar.

Not to blow too much sunshine: I tout the efficiency and range of Mooneys as a safety factor over cherokees and 172s. Most Mooneys carry at least six hours of fuel and travel fairly quickly, meaning winds affect them less and an hour of extra gas can get you a lot further than other light GA singles. Compared to a Cherokee 180 that may carry four hours of fuel, a 25kt headwind can consume your reserves and if your destination is socked in can make it tough to reach your alternate.

I think that's probably grease and not oil. Oil tends to come out over the cowling and not around the blades. Someone could have overgreased your prop too. Happened to me once (on a Hartzell, not sure if it's the same); IA removed bottom grease fitting and pumped grease in until it came out the other side. I didn't know any different and ended up with grease streaks like that. The good news is that a prop R&R and reseal isn't all that bad. Also, if you decide to pull the spinner and especially if it has the bulkhead that attaches to the flywheel (as opposed to the back of the hub), make damn sure the spinner fits tightly on the hub or you'll find yourself with a nasty crack and needing a new spinner assembly.

Were there no screens anywhere in the fuel system!? Next time you've got a tank that's pretty low, look through your fuel cap towards the bulkhead and you can see your fuel pickup. It looks like this. Note the screen; it's hard to see with the image contrast: That's the first line of defense against contaminants. Also note how high it is from the bottom of the tank and truly how much water has to be in the tank to get it into your fuel system. Your drain has to be really screwed or sealant on your bulkheads must really not allow anything to pass under them to allow water into that pickup. Then, inside your fuel servo there's a finer screen that would catch things that either made it through the pickup or were introduced elsewhere: If a contaminant made it through that screen, it would pass easily through the injectors. Either someone left screens out in that accident airplane, the contaminant that clogged the injectors originated from within or past the fuel servo, or the cause of the accident was not blocked injectors.

Sounds like terminology people can sit around in meetings and waste taxpayer/shareholder dollars on.

Does the TSIO360 have the same fuel setup as the TSIO520 for hot starts? If so, hot starts should be made easy if you understand the following. When the engine sits when hot, the fuel will vaporize inside of the fuel lines. If the mixture is all the way off and you run the fuel pump, the fuel and vapor within the lines will return to the tank. This clears the fuel from the lines and cools them too, to keep the new fuel from vaporizing as well. You can hear the fuel pump changing speed with the varying load from air and fuel. One the sound of the fuel pump stabilizes, start the engine as normal.

My guess is that there not much to the compound, but the application of it involves masking and a fine control of an atomized mist in a sterile environment.

Just as a note, the $30 borescopes from Amazon that use your phone as a display work better than what you would’ve paid a lot for just a few years ago.

I’ve been feeling out the performance of my Rocket and it seems to be a bit off from what I’d expect and I need to determine what portion of the airplane and what portion of my expectations need to change. I’m in Florida and it’s hot as hell right now. My empty weight is 2203. Today I did some mid afternoon trials and with full fuel (105 gallons) I was making around 1000fpm in the full power climb and I calculated my TAS at 15,500 at 198kts (31”, 2400RPM, 21gph, IAS 150kts). Book shows 203kts at 12,000 and 218kts at 18,000 at those power settings. Outside air temp at 15,500 was 7C and altimeter was 30.05. I felt like it was misfiring intermittently in the climb and performed an inflight mag check, which didn’t cause any alarm, but I then relaxed my climb speed to 120kias and 2500/35”. Per the Rocket manual, I also performed the peak TIT check at 10,000ft and was only able to reach 1575 on the gauge, so I ran a conservative 1450-1475 on TIT. I do not yet have a modern engine monitor (ordering an EDM900). The single CHT and oil temp looked fine. On the return leg of my flight I did 14,500 and the same power settings. I calculated tas at 201kts. I would’ve been 18 gallons lighter on fuel. I was seeing closer to book numbers in the climb. At around 13,000, I heard a ticking sound. I wasn’t sure if it was something in the plane rattling or if it could’ve been detonation so I backed power off and lowered the nose again. The one CHT looked fine, but I wasn’t going to take any chances without better engine info. I don’t have detailed performance charts for the rocket, so I eyeballed those from the POH for the m20k. Unless I’m reading the charts incorrectly, the POH shows increase cruise speed at higher temps for the same power settings. This sortof surprised me coming from the NA side of things and knowing what pigs turbocharged cars can be in the heat.

I got most of the coating off today and it looks better without it. I ordered a screen protector and I think I’ll be happy with that solution.

It’s a flat fee of $1400 from Garmin to do whatever it needs. I’m first going to try an anti glare protector without attempting to remove any of the coating to see if that does the trick. The damage is only visible when there is glare.

Was this the one where they reground the tappets instead of replacing them?

I generally try to avoid this sort of diction when trying to help people through problems. I performed a quick web search as well, and people said to remove the anti glare coating and install a screen protector, but that was for Garmin marine products and not aviation displays. I figured I couldn’t be the only person to have encountered this.

There was a fingerprint on the screen of my 530. Following the manufacturer’s instructions, I used a cleaner that did not contain ammonia and was specified as being safe for anti-glare surfaces. The cleaner did not damage the coating, but the coating is no longer present where the fingerprint was. So now the question: Do I attempt to use something to remove the rest of the anti glare coating and install an anti glare screen protector, or do I send it off to Garmin and spend thousands of dollars to have them replace an otherwise perfectly good screen? Or is there some other solution? I’m certainly pretty spooled up over this and I find it absolutely asinine that they would use such a treatment on a screen, especially one where the controls are right next to it and that you can be expected to be operating in turbulence.

here’s my 696 linked to the GDL39

I’m getting old. Also, when attempting to make a target landing site, aim for the center of your imaginary (or real, if so lucky) runway. Only when you’re sure that you have it made, employ slips, etc to make your imagined approach end.

Holy fuck. I don't think I paid 38 hours for my entire engine R&R. I'd lean on them for some clarification. And if there's anyone who gives a shop the benefit of the doubt, it's me.