cbarry

Prior to a panel upgrade, my Eagle had the Moritz gauges and a JPI 700. I could expect to see about a 20 degree (F) inflight difference between the two oil temp probes’ readings. I may be wrong, but this was one way to tell if the oil cooler was working well. Now with just the JPI 900 using the probe location the JPI 700 did (the cooler side), I believe the “working oil” to still be about 20 degrees warmer—all else being equal.

That bend on the shroud looks like someone was too lazy to take it off completely to inspect the muffler/flame tubes.

This story makes me want to put another set of “no step” labels directly on the flaps. I do find it helpful to lower the flaps completely before folks board or disembark. The greater the angle, the less the flap appears like a walkway.

Not a mechanic, but I would confirm your fuel injectors are clean (simple items first).

I own N132MA which is a 2001 Eagle 2 that sits at 1026lbs of useful load. My Eagle 2 has not had the Screaming Eagle conversion. I see where N131MA appears to be on the market. It’s also a 2001 Eagle 2 with TKS and the Screaming Eagle conversion. It has a stated useful of 900lbs which I’m curious of. I may be wrong, but I’m wondering if the useful load was updated after the conversion because even with TKS, I would think the useful would be slightly north of 1000 lbs (because of the conversion).

The often dreaded conversation upon arrival: Lineman: “Sir are your brakes off?” Me: “Yes. Is your staff familiar with the nose gear turning limitations of a Mooney?” Lineman: “Oh yeah, we know.” Me: “Good. I prefer this aircraft to not be towed, so if I need to park in a different spot, I’m more than happy to do so now.”

I think you meant to state a beginning date of 1/30/2009.

The Cessna was the go around traffic, not the Bonanza. The Bonanza ended up landing after the Mooney. The Mooney pilot, I agree shouldn’t have paused, especially not stopped to ask permission to cross the other runway when no LAHSO had been given. However, he has every right to use the amount of runway needed to exercise safe operations. It appears he was just being cautious about crossing the other runway out of concern for other conflicts when the main conflict was at his six.

I’d be curious to know if at least 3000 feet of separation was being provided between two category 1 landing aircraft using the same runway (which obviously isn’t that much of a distance if too much time is taken by the first aircraft to expedite exiting the runway…) However, “unable” is still the available to use when the safety of the movement/flight is on the table.

You might want to check the date/year of purchase…

Congratulations! The PPL should be renamed PPLTL— The Private Pilot License to Learn. Keep advancing and enjoy every experience!

This post makes me stop and wonder just how many areas across the U.S. would involve/require flight legs that are more than say three Mooney hours—due to the number of small airports scattered here and there. I bet there aren’t many. So, I would offer up to take a good flight plan with you. Take a stop or two along the way to meet other aviators, stretch your legs and just enjoy the trip. After all, you’re flying a bird that affords you flexibility and still make good time.

I figured someone would want to differ. Over twenty years of aircraft ownership, I’ve fully washed my aircraft exactly three times. I don’t think the concern of self-inflicted corrosion is huge.

I use Sprayway Crazy Clean for the underside. It’s not been harsh on paint or aluminum and makes an otherwise tough job easy. I’m not a real believer in giving an aircraft a complete bath. I simply think excess moisture will find its way in and unnecessarily become a catalyst for corrosion. Rinse-less/washless products such as Aero Cosmetics are what I use as a substitute for a full wash. In your case, a wash might be in order. I would just use a limited amount of a basic liquid soap (Dawn dishwashing soap maybe) and a very soft mitt.

Assuming the EDM930 oil pressure reads zero when on and the engine is not running?

In my opinion, the philosophical basis for neglected items is fairly simple. It falls right smack in the middle of the : “it’s better to have it and not need it than to need it and not have it” mentality. It’s no different than the prevalence in ownership of four wheel drive vehicles, a tv in every room of the house, 4,000+ square feet mansions for two, the flying off of the shelf ED medications, or you fill in the item and someone thinks they win if they can lay claim to being able to do anything because they’re “equipped”. It’s part of a mindset that I loosely call the global consumption model. Until midlife, accumulation of crap is seen most often as symbol of success. After midlife, midlife is not always recognized by the accumulator and, thus, the accumulated items become: “I’ve been doing this for forty years or back when I learned to do….” stories that is nothing more than an exercise in futility of trying to stay relevant in an ever-advancing spectrum of time. Goals and aspirations are great, but contentment is still a virtue. By the way, I’m beyond midlife…

This may sound odd, but it is very likely the yoke mounted disconnect switch that is in need of replacement. I had a very similar issue on a KFC150 and after researching the possible solutions, the disconnect switch seemed to be the best place to start.

The way you describe the situation makes me think the trim may be out of rig. Do you have full trim range or do you have more trim down than up, for example? After I had the GFC500 installed in my Eagle, the trim was out of rig simply due the installer not getting the trim rigged properly. It is my understanding that the trim jack screw should be ran fully to a stop (either up or down) prior to removal to avoid guesswork when installing the trim servo and trim control rod. I ended up flying to and getting this solved by the fine work done by Don and Paul Maxwell—now it’s correct.

I’m certainly not an audio system expert, but I can imagine if the insulator between the jack and the panel had failed or was missing then by tightening the jack it could have grounded out.

Could it be that vibration over time may caused have one of comm jacks to become loose or even possibly grounding out?

Might it be the muffler heater collector/ shroud?

Agreed. Here in North Texas, actually preheat is called Spring time.

Moved my previous post to here: This is a very simple catch, but it may help someone out there. When doing an oil change today (on a cool day, it’s kind of like watching sap flow out of a maple tree..) I try to do a thorough look at the engine and components. I noticed two preheat wiring connectors were not completely seated/snapped together. Preheat is great when the heat is evenly distributed, but it’s best if juice is flowing to all of the heating pads or probes!

This may sound too simplistic, but have the injectors been cleaned? (which could definitely have gummed up after a period of sitting). I’m not a mechanic, but the stiffness in the mixture could be from a change in the clearance between the muffler shroud and the mixture control cable/arm.

I’m fairly convinced any feeling of being wider from a cabin that on paper is the same if not more narrow than our Mooney cabin is actually is in perception only due to the shape of the cabin. Flatter and higher sidewalls will definitely cause a feeling of greater overall width whereas a more aerodynamic transition from sidewalls to the ceiling (more curved) may cause a person to lean in toward the center of the cabin thus reducing shoulder-to-shoulder spacing. I believe Rockwell Commander offered an illustration back in the day that compared cabins/seating positions to show one of their strengths. Maybe that comparison was ahead of its time…due to the smaller girthed folks then as compared to of today. I’ll take speed and efficiency over perceived space every time.