wiseng

My first thought was "there goes the neighborhood". After reading the posts I am starting to get worried if production ends up in China. I do not trust the Chinese nor do I trust most CEO's of major corps. There are exceptions but with China its a no brainer.

Ok I will bite. I think i read somewhere that Al Mooney or someone said if you look at the nose up attitude when landing the tail is essentially straight in reference to the ground and supposedly provides better control.

OK ,the long version. Hot right mag. Brought into West Texas Aero and specifically told the boys to check the P lead and obvious connections that would cause such. Was inspected and told it was internal to the mag and got the feeling then. Shipped off to Quality Aircraft accessories for repair and 500 hr inspection. Got mag back, installed and its fine. Got $1800 bill for the mag work I.E. 8.5 hours to R&R mag @ $80/Hr and for the mag rework $1018 with a %20 markup (which is reasonable not the labor). Called QAA and asked about what repairs were done. New points, gears, shaft bearing, condensers, capacitors. and impulse springs. With the exception of the shaft bearing (which is condition based) this is all standard replacement for a 500 Hr inspection from QAA. The mag had 360 hrs and 4 yrs since last inspection. So i am probably going to bitch some more and see if I can get the labor cost down and pay the bill.. Welcome to the price of ownership and airplanes where everything is one decimal point to the right of what it should cost...

I have come to the conclusion on this scenario the time proven "Fool me once shame on you etc.."

Just say no to grass er I mean, yu know what I mean!!

Bumper Waiting on the mag shop report to see what the problem was. I have had 51Am for 16 years. The only other problem I have had with the mag was a bad capacitor bout 6 years ago. The plane came out of annual 3 months and what you described is entirely possible.. What gets me is the 8.5 hr for the R&R. I emailed the mechanic and we are going to have a chat.

That was just to remove and reinstall the mag. I was presented a bill for $1194 for the mag repair/inspection..

I had to get my Dual Bendix mag sent in for an internal short that resulted in the right mag being hot. I.E. No drop in RPM during the mag check. I was charged 8.5 hours for the R&R. Anyone have any experience from their favorite mechanics on time to do the job. Quality aircraft accessories did the 500 hr inspection and repaired for $950.

In, see what happens?

Bob, How dare. I resemble that remark. On reflection I prefer to be a PITA..

Bitch mode on.. Bitch mode off. I guess I am now a Junior-wont't leave member....

Can someone explain to me how the member designations are given. Junior, senior, etc.

Yesterday I landed at MAF with a 60 degree 40 gusting to 50 Knot crosswind. It was challenging, the gusts are what gets ya. The end result was that I put a flat spot on my left main. First time that has happened and when I opened the door the wind caught and ruined the stop latch on the bottom sliding door guide mechanism. It was an expensive landing... You gotta land sometime.

The way I move mine is use the tow bar and pushing both the bar and placing my hand on the thickest part of the prop right next to the spinner. I have been doing this for 16 years on my 78J and never had any problems other than it is a bitch when you have full tanks and have an incline to go up Ha.

Just to make sure. Verify you have an RPM drop on both mags during runup. If one or both does not you have a hot mag. The P lead has come loose or you have some other problem. There have been serious accidents because of this..

I understand International Avionics Inc. is no longer in business and the founder Charles Beck II has passed. Has anyone found a shop that can repair/overhaul the annunciators found in our Mooneys. I am starting to have some problems with mine sometimes it tests, voltage warnings low and high etc.

Found this on the Sky Tec page. FYI http://www.skytecair.com/Too_Fast.htm

I have had a Skytec starter for 7 years and never a problem. Spins fast and has never let me down. I wonder why the B&C is ~ $150 more than the Skytec per Spruce??

Dugosh did this when I first presented the problem. The flow was within Lycoming tolerances. It is a frustrating problem. Am looking at reducing the area of the front top vertical baffle. Just gathering info at this time on how to proceed.

I think the GAMI spread is the fuel flow differential to each cylinder. Understand it should be less than .5 gal/hr. I have no way of measuring fuel flow. Just the CHT and EGT with a JPI 700. As I stated earlier I have switched CHT probes and get the same temp diff.

No fuel flow indication. I generally have a 20-30 EGT Diff. Unable to download it is an older model JPI.

Now that I think about it the high EGT switches between the #1 and #3 on leaning. It will vary with on which from my observations on density altitude.

Cooling air. Running Rich or lean of peak gives the ~ same Temp differential between the #1 and other cyl temperatures. I had Dugosh look at the problem they rechecked the Baffling etc, no joy. On leaning my #1 cylinder EGT starts out as the highest but the #2 cylinder always reaches peak first. Go figure.

Not the CHT probe. I have switched those around. it is a airflow issue. Looking into the suggestion made by Cruiser.

I have JPI probes that are screwed in with the exception of the #3 cylinder which has the factory thermowell probe and the JPI is reading temps via a spark plug gasket type.