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About Chessieretriever

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  1. Folks thank you for the due diligence from several members who kindly informed me that I overpaid for unit. I do that from time to time; someone will get a good deal on this modern avionics part. The unit is new (even though it has re-manufactured paperwork from the OEM) based on everything you can see.
  2. I bought this IFD-540 Bluetooth completely reconditioned by Avidyne this past summer for installation in our Rocket. It is essentially new (looks, feels, operates and has all of the attributes of a new unit). We never installed it and decided to go a different path for this project. Unit comes with new tray, new connectors and an antenna as well as all of the paperwork. Paid ~$14k, will entertain offers from Mooneyspace first (please be real in your offers) for about a week before conisdering other options. Slid the unit into a docking station that my local FBO has this past week to make sure it power up properly and take a picture. More (or better pictures) can be created if needed by serious buyer candidates.
  3. N9738M owned and flown (now accompanied) by the same A&P for 40 years seems to get above the 150kt TAS mark with 3 on board at 11,500 feet after letting it stretch it's legs. ARI cowl, gap seals, no step, antennas cleaned up, wing root fairings, tail fairings, gear door fairings, 201 windshield and wing tips. I thought that this was normal but maybe it is not. Fresh blue-printed O-360 and 2 blade scimitar airfoil prop. We checked the AS indicator with a static column for calibration purposes and found it to be dead nuts on between 140MPH and 160MPH so CAS is most likely close.
  4. Yeah Piseco NY this weekend was almost 100F ambient and I suspect everyone that climbed out that general area probably saw temps on the upper range of the normal. By the way the alloy used for the head part of these late model cylinder assemblies in these engines is RR350 or a close derivative thereof for most manufacturers and although it also is not immune to high temperature creep (most high strength aluminum alloys fare alot worse) it will handle short time excursions into the 425 and 450 range very well "in relative terms". I am not recommending longer exposures to temps above about 200C (400F) but the time period you are describing is not something to loose sleep over. Good job in your decision matrix.
  5. I agree with you; took up N9738M up with my son and my friend George (at 86 he is still flying his bird right seat) yesterday in 100F day and saw TAS of 160kts on 8.6gph at 11500. This is a naturally aspirated C model with the Johnson bar. Makes me wonder why I went for a Rocket when you consider this type of efficiency... Great airplanes!
  6. The emulsion you are creating in such a short time seems to point to a higher level of "blow-by" gases (mainly CO2 and H2O) from your engine. Obviously this can not be diagnosed with compression numbers alone as the actual conditions found during the combustion process (combustion pressure behind the rings supporting the seal with the cylinder walls) are not present during a leak down test but you may be able to measure the crankcase pressure in operation if your local A&P is able to collaborate with you. You need a transducer that measures in inches or cm of water column. If you are experiencing high crankcase pressures it could be that you either have a.) a crankcase vent system that is compromised (link to your air/oil separator and the leaks you are seeing) or b.) you are generating volumes of gases [via blow-by] that are higher than what the system can candle and you are using the A/O separator as a type of emulsifier (back to causing leaks because your system is overwhelmed). I know that some folks will point out that temperatures will play a role (if the temperature of the gases his higher than the H2O mass fraction saturation temperature then it should not emulsify and show up as "snow") but I doubt that it is the root cause of your problem causing this symptom. One question that comes to mind: does this happen after a longer duration trip as well? I am sure that we will have some vivid discussion on this going forward.
  7. Mine has looked like yours a couple of times when I did not purge it with sufficient time ahead of the icing encounter or when I had not used the TKS for a while in my plane. I have since added that step to my pre-takeoff checklist (the purging part) no matter what the expected conditions are and avoided this little accumulation on the leading edge of the TKS strips. I realize that the alcohol content of the fluid may change a little with time but I doubt that it will be the differentiating factor for your case. If you fly high and descend through weather you will often go through a cloud layer on the way down and can test how well the front pores of your TKS strips are purged (including leading edge fouling from flying through organic material [aka bugs] at lower altitudes and in VFR conditions).
  8. My son and I flew a friend's M20C yesterday to 9500 to see how well it does based on this conversation. Well at 9500 TAS per the Garmin computation (temp and press etc.) was 156..kts leaned to 9.2 Gal/h with 3 people on board and full fuel. This one is about 10 kts faster than the C we used to have.... Hmmm now I know why I should have kept my C back then... From my perspective the small details make the differences in aggregate and this particular airplane has everything (speed mods) and is rigged perfectly (as it should being maintained by its 86 year old owner that used to be in charge of half of all 747s in the PanAm fleet).
  9. This is what can happen when you get a little help from the winds in this airplane while in the flight levels. Most reliable airplane we have owned so far (we have had more than this one...)
  10. I am in on the group purchase. Chessie
  11. I had a similar problem in my rocket many summers ago. It would go away when I added the electric boost pump and turned out to be a failing engine driven fuel pump.On my bird I have to add the boost pump when climbing above 12,000 or the fuel flow is insufficient for the big TSIOL-550 even when everything is perfect. Perhaps you have fuel pressure before and after to confirm? Either way you were flying leaner on the flight you are describing (higher temps and lower fuel flow).
  12. I have the original M20M (TLS not PFM) that Conrad used to obtain the STC for the Liquid "351" rocket from the FAA. That STC was used to later include PFMs albeit I am not sure it all of the original mods were included. Mine has extra gussets on the steel cage, stiffeners on the tail for flutter prevention, stronger landing gear, and an 8 point engine mount as opposed to 4 points. Logs show flights at FL 350. Can consistently cruise faster than an Acclaim in the flight levels at cruise power (due to the higher HP number used for the 70% to begin with). Awesome aircraft. Not for the faint of heart. Chessie
  13. TO EVERY ONE THAT CONTACTED ME REGARDING N92AV. Thank you very much! The airplane sold several weeks ago and is now happily reisiding with its new owner 700 miles from our airport. A trip out of the country for me with a return 'sandbagged' by hurricane Sandy and no electricity and communications infrastructure afterwards prevented me from responding to all the inquiries and comments in a timely manner; my appologies for this. Good luck with your search. OFB
  14. Many folks have asked questions so below are answers to the most common ones: Have All Logs since new Current in all aspects (airframe, engine, AD's, SB's, IFR checks); flown on regular basis Total Time Airframe 4030TT Engine 569SMOH, Mena Aircraft Engines done at Tach 216. Major Overhaul in March 1993 at 3378TT Engine Inspection Prop Strike at Tach time 639, Mena Aircraft Engines in January 2004 At that time engine had 423SMOH. Engine now has 146hours since prop strike inspection. No Oil Leaks. Upgraded Fuel Pump, Carburater, Plane Power Alternator Engine Oil changed every ~25 hours Useful Load is 875 lbs Total Fuel is 60.5 Gallons All speed mods have the corresponding STC in the records of the aircraft Turbo is operated with a manual waste gate from the cockpit with a vernier type throttle cable. Yes we have flown over 1000nm non stop with favourable winds. See flightaware Fuel can be managed to fly 5.5hours. Hope this helps. OFB
  15. Selling our little 1963 Mooney that was used to back up our 351 Rocket. She is a fast and economical plane, cruises at 165kts on 12.5gph at FL 150 and does 170kts at FL 180. Down low without the manual Rajay turbo it will cruise at 150kts all day long. Has 12 gallon auxiliary tank in the rear and the standard 48 gallons in the wings. Since we purchased it we: re-sealed both tanks got a new paint job And added: Aspen EFIS Garmin GTX330 Mode "S" transponder with traffic (ready for ADS- (Traffic displayed on Aspen and Garmin) PS Engineering top of the line Audio Sytem with recall and bluetooth Garmin 400Waas GPS coupled to the Stec-50 AP with GPSS (Flyes approaches to minimums) Dual King Radios Garmin 496 in the dash for weather JPI 730 With: Progressive maintenance at MSC (Weber) The plane has pretty much every speed modification available for a Ranger including: 201 windshield Gap seals Rear vertical stabilizer fairings Leading edge wing fairings Cowl closure 231 dash Additionally, 92AV has a great manual Rajay turbo. It has the battery relocated to the rear, dual oil filter systems, Mena Aircraft engine (785h), Plane Power alternator, plus one oxygen bottle with 4 cannulas included for the winning buyer! We have all records and paperwork for the aircraft (one thick folder of pure STC stuff alone). Main wing spar was replaced by previous owner (Maintenance Director for Southwest Airlines). No corrosion at all anywhere (pics are all available). We have flown >900nm non-stop (take it FL170 with the turbo and then decrease power to 50% and continue at 150kts burning 7.4gph) without having to install Monroe tanks (would make this a 1300nm+ airplane if you can handle it) PRICE $55,000. Aircraft is located at KMPO. We can help with transporting it for reasonable distances and coverage of out of pocket costs. Private message me or call Otto at (570) 807-7513.