201er

With my plane down for months, the only kind of flying I've been getting is watching my parrots.

4450TT, 1400 SMOH in 1998. Flew <100 hours per year last 2 years prior to my purchase. Flew 200 hours in first year no problem. Then ferrous metal in oil after annual.

Long story short, same exact thing as Byron (including approximate engine hours, years, and problem) one month behind him. It's raining Lycomings and conversions...

How do you perform a gami spread test? I never did it cause a friend helped me with that when I was getting into LOP ops and haven't done it since. With new engine coming up, I'll want to know how to do this in real time on an EDM830 and in post-analysis. What exactly am I looking for and what do I do about it?

So it sounds like the engine is fine and just needed some time? When are you cranking up the timing to see what it's really got for you?

Yeah but on the SI, maximum power is step 8 which comes after 2 hours 75% (and 65% cycles in 2nd hour), not beforehand. How's it going after 50 hours? Did you get your speed back?

Please chime in if you've ever broken in an engine and haven't broken it (aka had major problems down the line). The lycoming service instruction SI1427C says you should break in at 5000ft and 75% power for the first hour. Meanwhile I've heard guys recommending max power and low during the first hour. Anyone have good sources/experiences on this topic to share and which you used, why, and how it affected things in the long run.

Quote: jetdriven Nope I think the plan is Philips 20w50 X/C and camguard. Also dropping regular oil analysis. We knew from the filter before it alerted us.

So did the rings seat yet? Did you get Lycoming's blessing?

I don't know what to call it but it's the unit on the bottom right of this picture (not mine): http://images04.olx.com.br/ui/2/07/68/20749968_2.jpg

Nothing happens as in regardless of mode or roll selected, it keeps ailerons at same somewhat neautral position. Tension is felt in the controls but nothing causes it to turn. My avionics guy spent a while diagnosing it and is trying to convince me it's cheaper to replace than repair. Anyone have any replacement suggestions for me? It's the acutal auto pilot box that is in the center pedastal that needs replacement. A temporary swap operated fine.

Hey guys, my avionics guy couldn't fix the problem which has disabled my Century IIb but has pinpointed it to the actual autopilot unit. Does anyone have a system lying around or an idea where I could buy a replacement?

Clearly the issue isn't that there are many strips the Mooeny can't land in (even if it ends up using most of the runway) but rather that pilot's proficiency wouldn't be up to the task

Quote: KSMooniac I can't believe that the SI didn't trigger massive POH mods to cover the reduced performance.

Quote: jetdriven I spoke with Lycoming today. Their rep agreed with me, that undoing SI-1325A and using the correct 25 degree lag-angle magneto, resettig timing to 25 degrees and making a log entry is legal, and airworthy. It is a service instruction, not an AD. The Type Certificate allows 25 degrees. 20 degrees is an option, and one I do not want.

Can someone explain just how illegal it would be to slip on the mag timing and set to 25 BTDC by accident? Are we talking voiding warranty, insurance, FARs? How big of a deal is it? Seems so silly to have to invest so much money into changing to electroair for a paper problem. PS Does the electroair maintain 20 BTDC in the climb? Does that mean takeoff/climb performance still suffers?

Byron, how soon are you putting the electroair in? What is holding you back?

The one from sporty's is what I got too. It's not a top notch one but it's certainly good enough. I've taken it to 13,500ft and taken readings every 1000ft for future reference. Also went up with a friend as pilot to 17,500 without O2 to learn how I make out and then see how much and how quickly putting on oxygen helps. Now I use my pulse oximiter any time I'm flying above 8,000ft.

Sounds like a steal but be careful cause some of the cheap ones are terribly innaccurate. I don't know about this specific one but I've read and heard from people that the cheap ones give very inconsistent readings.

What if it's something other than the timing??

Byron, do you regret switching to A3B6?

My plane came with the 700 but now I'm replacing it with the 830. So if you're making the choice from scratch, I say go 830. Someone said the 830 is the same probes, but it's not quite true. It has more. It has RPM, MP, Oil Pressure, OAT, and perhaps a few others I'm forgetting. Also, I would put the unit in the unused slot above your CDI and left of GPS. You will probably spend more time looking/glancing at the engine monitor than most other instruments. I didn't like the 700 because I was wasting too much time scrolling through different parameters. On the 830 they are all displayed simultaneously and in full. What kind of Mooney do you have? Is it fuel injected? Honestly though, if you're not going to be flying LOP or fine tweaking your leaning, this kind of precision isn't as important. I doubt you'd be saving much or anything by getting an expensive engine analyzer on a carbeurated engine. PS I'd be ok with having my full name, N number, etc for Mooney pilot's eyes only. But I don't like the idea of someone googling my name or N number and finding all my posts that way. That is what is keeping me from posting that.

Have you considered teaming up with MAPA and having them do the fundraising or provide the funds to "buy out" the site and run it? I think it's in the greatest interest of the Mooney community to keep this site going as it is not only a wealth of archived knowledge but also a wealth of fine members!

Hey guys, do your cowl flaps stay anywhere you set the knob? Or does it creep? If you are crusing on a hot summer day and want to keep the cowl flaps creeped 1/4 way, do they stay there for you or do you have to keep adjusting them?

I bought my well equipped Mooney with the intention of flying it, learning to fly IFR in it, and actually flying IFR in it. Has worked out great for me. It prepared me for the actual flying I was training to do.