Bartman

First of all this is a tragedy and there may have been a medical or workload issue. My condolences to the family and friends. I am convinced the appearance of the wings is an artifact brought about by capture rate and the speed of decent. If you look closely at the tail there are two images superimposed. There are two stripes and one elongated tail.

It would be far easier and cheaper to find a bird with the turbo installed.

Many of us have replaced the seat rollers and have been very happy with the results. Google search LASAR and search for seat rollers. Take a drill bit in your fingers and remove the debris in the locking holes in the tracks. I bet this fixes your problem.

I’m in East TN most of the time, but still spend time in KY and hangar at PBX. I spent 2 years back and forth from Danville and had a hangar at DVK.

I would not pass up he opportunity to fly coast to coast and back. Will you ever get the opportunity to do it again ???

I’m no accident investigator but I think it would take a lot of energy to run off the right side of the runway, then back across the runway and exit on the left side, then go thru the grass to the spot where it stopped moving.....All of this with a collapsed right landing gear.

I occasionally do a 4-way GPS run and have done this at various RPM, temps and density altitude. I always get 155 or better and the best I have seen is 159Kts. I don’t cruise like that and realistically I plan for 145Kts

I would have to disagree with the revolving door approach, and maybe that was meant to be said in jest but just doesn't read the same way as spoken. I spent the last 15 years getting my J where it is now and although there are much nicer toys to play with and look at in the instrument panel, I know she is in sound mechanical shape and since I help with maintenance I know just about everything about it. Now if something catastrophic were to happen such as corrosion or damage that's one thing, but if it's an engine, prop, or tank reseal I'm going to invest that into my known airframe. I do not wish to start on another airframe to work out the bugs, even if it is priced at the top of the market and expected to be well maintained.

I still have the trusty EDM 700 with the FS450 that have worked flawlessly for 10 years. I’ve thought about upgrading, but I see no reason for it as it gives good and useful information. Now if I were to spring for a panel upgrade the I’d definitely go that direction with the EDM 900 and remove factory guages. You don’t have to spend 7,500 to get reliable information.

Going south to the FL panhandle ATL has never let me in and after repeatedly getting that amendment I always file HEFIN and they are happy. Due to weather and uncooperative controllers I’ve cancelled IFR and gone over airspace VFR including CLT, but the 12,500 ceiling over ATL adds an extra challenge to go VFR.

I have received permission and flown thru Bravo both VFR and IFR, but have NEVER been given permission in CLT Bravo. In fact, I got the “I have an amendment to your flight plan advise when ready to copy” with diversion to THMSN and RAEFO so many times that’s what I file and rarely get an amendment.

I once used raw EGT numbers to diagnose a failed magneto in flight. Everything was fine on run up and climb and at 6,500 when I leaned everything was as usual. Minutes later I noticed all 4 EGTs were well over 100 higher than I had ever seen. I don’t remember the exact number but they were all 4 EGTs in the 1650 range and all 4 CHTs were much cooler than normal. I could only think of one thing that would cause that. Sure enough we had a failed magneto. So yes, absolute EGT values are meaningful in the right context.

Excellent ! Thank you Craig for the quick response one the dark theme, and for maintaining the site.

Thanks for the info. Personally I really liked the dark theme and if I had to choose between dark theme and the reputation icons, I would choose dark theme 10/10. This site is consistently over the years by far the best and most collegial group of members and the site is very well moderated and maintained.

If you are trying to increase airflow then do what I did. Mine is different from above and my J has a plenum instead of the eyeball vents in the previous picture. Inside the plenum which was basically another piece of plastic we found fiber material which is a poor excuse for an air filter but may or may not protect against rain. Anyway, since removal the airflow is much increased.

Obviously it’s hot outside now and this stress will uncover any weakness in the airflow affecting the engine and oil cooling systems. Before I installed new cylinder baffle kit from @GEE-BEE AEROPRODUCTS I would see 380-390 in summertime climb. Since then which was about 5 years ago I have never seen anything close to that. I also agree to adjust the cowl flaps open about 1/2 inch in the summer and flush in the winter. BTW we flushed my oil cooler at engine rebuild last year and it made a big difference in the oil temps in cruise, and since the elimination of engine heat is also thru the oil cooler this can be a significant factor.

Good on you for finding that broken piece. I have the Skytec on my 4cyl IO-360 and some have said you can taxi with the 149 NL starter. My first one lasted about 800hrs but did crap out at the worst time on the ramp at KDTS.

I would also be concerned about CHTs as high as 398 on #3

B

@gsxrpilotalways states the advise very well. If you want a project then that one is a project, but if you want to fly that is not the one.

I bought a J in 2007 and after putting 1000 plus hours on her I couldn’t be happier. However, in retrospect there was an F model we were looking at which was very well equipped and I simply didn’t know any better, but I could have bought a modified F which was basically the same performance as a J with better avionics for significantly less.

I had similar experiences, but I also had what I would describe as “chatter” in the pedals on rollout. Have your mechanic jack the plane and check the nose gear truss. Mine had worn out parts including the steering horn. We removed the nose gear truss and steering horn and sent to LASAR. They rebuilt the truss, installed new shock discs and bushings and steering stops, and upgraded the steering horn. My mechanic was very happy with their service and I have a nose steering that acts like new. Also if you are new to Mooney, please be aware of the turn restriction of about 15 degrees left and right and damage that can happen when linemen use a powered tug to move the aircraft. https://lasar.com/

As you stated above the sediment is only detected when the fuel is agitated after flying, not when sitting still prior to flight. I agree with pulling the sump drains and flushing. In addition to flushing lines, screens, and the gascolator I would also recommend opening the flow divider. After having multiple injectors clogged we sent mine to the specialty shop and they reported contamination that we think was from new fuel hoses, but I also understand this can be serviced by your A+P.