jnisley

Yes, it is turbo normalized, we did check the turbo components, oil lines etc, we replaced one of the push rod tube seals, the oil return lines are dry, three times in the last two weeks we washed down, dried (engine area) and test flew the plane, not a drop of oil anywhere except around this plug and immediately below it. Has anyone used dye/light to find leaks?

My mechanic and I have been trying to find and stop an oil leak that only shows up in flight (the oil possibly doesn't get hot enough during a ground run) , it always shows at the same spot and is bad enough that the belly of the plane has oil all the way to the tail, it appears like it's coming from the oil suction screen plug because there's no oil drips/runs above the plug. (See attached photos) The plug has been tightened then later removed, inspected and a new gasket installed but there was no change when took it on a 40 minute flight this morning. The oil pan bolts have been tightened as well with no change. Any help would be appreciated.

Our 1969 F has an air switch, how do I know? 10 years ago we had our plane in the shop to do a panel upgrade along with some "under the cowling work", as usual after someone works on our plane we do a test flight, my partner and I did several run ups and double checked everything, I even remember confirming that the green gear down light was lit, what we failed to notice is the gear lever in the up position. At takeoff, around 60 mph, while still on the runway the gear retracted.....well, you can guess the rest of the story. We soon discovered what happened, the mechanic put the gear lever up and forgot to put it down again, two pilots that had more pressing things to think about didn't see it, the air speed safety switch (that was supposed to make this a non event) was set too low allowing the gear to retract before the plane was flying.....I hate when that happens!

My great, great, great, great grandfather came to the US from Germany in 1804, alone, at the age of 16, he later got married and raised 14 children!

Angel Flight Mid-Atlantic (and I'm assuming the other regions) also have a "Fuel Reimbursement Program" that I never took advantage of. There are additional requrements to meet under FAA Exemption No. 10009A, such as having a 2nd class medical certificate.

Here's a screen shot I just took of some of their upcoming trips to give you an idea of what trips they do. Some of these trips involve other Angel Flight organizations such as Northeast and Central coordinating together.

I'm with Angel Flight Mid-Atlantic, they are located in Virginia, go to their website and click on PILOTS, most questions are answered there. Also, any other questions you might have can be answered by MaryJane Sablan, she's the best! MaryJane Sablan Flight Operations | Angel Flight Mid-Atlantic TEL: 800-296-3797x209 | mj@angel-flight.org www.angelflightmidatlantic.org

Congratulations to a great job, it's nice to get a compliment from the examiner! I just looked at my logbook dated 11/08/2004, the day I did my IFR check ride (Cessna 172), in the comments section I had written: "PTL! WHAT A DAY! WINDY/BUMPY, MARTY (examiner) SAID THAT IT IS A DAY I CAN TELL MY GRANDCHILDREN ABOUT" It was so bumpy that shortly into the flight Marty told me I can call it quits at anytime, I pressed on, the hardest part was holding over the YNG VOR, but I must have done ok. I find that flying in the IFR system on cross country flights is less stressful than going it alone.

What affect would density altitude have?

I agree, my manual indicates that "the system should provide normal sea level cruise power up through 20,000 feet." I know the waste gate is fully closing, (the cable was adjusted at last annual) it could be that there is leak in the ducting between the compressor and the inlet box.

It's the RayJay, installed just after leaving the factory in 1969, in the last 1100 hours we sent the turbo out once for overhaul, Approved Turbo Componants from California overhauled it for $1051.57 (2007) I'm sure for that money they didn't need to replace any major componants. It has cost us very little but we didn't use it much (flying mostly in the east) but I would expect heavy use would change that.

I kept it set at 25/25 all the way up thru 17,000, ( at 17,800 I still had 24.5mp) with fuel flow around 13.8 to keep cylinders below 385, my climb rate was around 250-350fpm @115IAS

I didn't take pictures but I could see Lake Erie, Lake Huron and Lake Ontario at the same time.

After all these years (12) I finally took our turbo-normalized Mooney M20F above 15,000' 17,800' level flight MP 24.5 (waste gate fully closed) RPM 2500 FF 11gph IAS 143MPH TAS 195MPH GS 171MPH Oil temp 194 degrees OAT 22 degrees F #1-316 1407, #2-388 1270, #3-375 1377, #4-328 1405

Just had mine done last month for $160 (same as two years ago) at Quality Avionics, Grove City, Pa 29D The airport is within walking distance of the Grove City Outlets and Gary will do it while you're shopping if scheduling works out.

For what it's worth, I was on a long road trip yesterday so I decided to see if any glitches show up using Foreflight 6.0/Stratus 2 with updated firmware and iPad 4, nothing showed up in the 8+ hours I ran it. I'm really impressed with how the Stratus 2 keeps Foreflight updated with the iPad in sleep mode. (yes, it does occasionally pickup ADS-B towers on the ground)

Love the panel, very uncluttered!