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What service level? I heard you need the $250 /month variety for it to work at high speed.

No worries. There are a ton of manuals out there, but not arranged in a useful manner. Sometimes several copies of the same manual have been uploaded because someone couldn't find what they were looking for and, after they get one from a different source, they upload a second or third copy. Welcome aboard.

I know Lycomings are tougher than Continentals, but 480 sounds high.

Mine has never done that and I know a number of people with Scimitar props that haven't had that problem, so I suspect it was an isolated issue. Bummer that it was recurring, though.

a properly painted prop wont do that. if they etch, alodine, and primer, and topcoat inside the proper window, it will adhere. This was not.

How does the W&B compare with both props on your E? Will removing weight on the nose and moving the CG aft help you, or hurt you, in terms of loading flexibility and cruise speed? Generally, aft CG = faster, but if you're already near the aft limit then a lighter prop might hurt you. On my J, it helped going from the OEM 2-blade McCaulley to the 3-blade MT that was ~12 lbs lighter. That may not be the case for a C or E.

It would be nice to have a video recording for this session - just to get the dirt on Florida ops!

Bummer. Turbo will be missed. Not you, just Turbo. Which airport is the one being used for Mooney Max? Two come up in Airnav for Branson.

https://www.amazon.com/Imagitarium-Aquatic-Gravel-Vacuum-X-Large/dp/B013GLT5LY?th=1

I got a silicone case for it and sit it on the glareshield in front of me. I’m tall enough that it isn’t in my line of sight. For T/O and landing, it is on the floor, under my seat.

Pics on where you have it? Thanks!

Turbo is sad to announce he will be missing MooneyMax this year. We were looking forward to the closer proximity this year, but the dates didn’t work out. I hope everyone enjoys Branson.

No stall warning through headset on my J, just the Sonalert.

I thought it would be nice, but it’s way better than that. Once you get the power delivery equation solved, you’ll never want to fly without it. Talk about being spoiled, this is the cat’s pajamas. Ain’t technology great?

dkkim: Thanks for the sylvan metaphor. I don't suspect the wire as where I tested at the end of the line, I had voltage, and when grounding that out, juice was flowing in the circuit. If the wiring shorted out between the battery and the sounding device, the breaker would have tripped. If the wire shorted out after the sound device and the stall vane switch, I wouldn't have voltage at the switch, which I did. I have great hope for the noisemaker being the issue. If that fails to be the issue, I think the next logical step would be to check my hearing, which unfortunately would then open the door to medical metaphors. Jer

EGTs can vary between cylinders based on probe position and probe angle, the exhaust runners in the Bravo engine are short and not well tuned, flow patterns in the exhaust runners vary with rpm, throttle position and fuel flow, thus temp, keep your TIT below 1580 and your CHTs below 480, the engine will purr and more than likely make TBO, Gamis and fine wire plugs help in the Bravo engine, I run the engine at 2250 rpm 30.5" for max continuous cruise, lower rpm and higher boost appears to produce more complete combustion, thus lower EGTs, when stretching range I reduce power to 2250 rpm 26" while maintaining 1580 TIT

I’ll usually look for a bad ground when flaky readings present themselves. Can you “T” the line for a test with an analog gauge?

I have a J model with a JPI EDM900 installed. Lately after startup the fuel pressure has been indicating over 30 psi. With or without boost pump on. During runup it sometimes indicates above 30. After takeoff, it indicates 27-28 psi. It seems unlikely that an engine driven fuel pump is going to go over max. rated pressure at any engine speed < redline. Suspect a transducer problem. Anybody dealt with this? I'm not worried about it- I just don't like it. Anyone got a working spare they'll part with? The part is made by Kavlico, with 0-30 range outputting 50mV at 30psi. EDIT: Added screencap of JPI data. The red line is MAP, light blue line is FP. You can see after I took off, it went back down into the normal range. Had a time mid-flight there were FP was pretty noisy.

rear seat belt can hold B-cool, I have dual batteries, run B-cool on #1, start airplane on #2, pre-cool airplane in hangar battery minder plugged in, top off ice to the brim, pull out airplane with B-cool running, jump into cool airplane, B-cool will run about 45 min when really topped, it helps to fill bottom with large ice blocks from plastic food containers, increases mass, top off with ice from FBO ice machine, not perfect but refrigeration system costs 100x more and is typically permanently installed so it has to be carried around in winter

Yeah, but that costs money too- I didn't see it as my problem. Who better to repaint than a prop shop? Their repainting job didn't stick so I doubt that an A&P rattle can paint job would have. Anyhow, that propeller and the aircraft it is attached to is no longer mine. I just offered my experience to help the OP make a decision. I would not spend money on a new Hartzell Top Prop if I could find a good used prop with a B hub. It ain't worth it, and Hartzell did have a QA/QC problem with the one that I bought that was not resolved to my satisfaction.

FWIW, one of the few things an A&P can do to a prop is paint it. You don't need to take it off and send it to the shop if there's an A&P that will paint it in-place for you.

+1

That single row of rivets around the large cross-section of the tailcone/cabin joint provides a LOT of structural capability, actually. And the loads from the tail aren't enormous either... it obviously works well enough with the vast fleet history. I removed the tailcone from my salvage plane long ago... drilling out the rivets isn't awful at all once you get some practice. Dealing with the sealant in the joint was a bit more difficult, but I didn't use heat like I should have to make it easier. I completely agree with the Maxwell method vs. removing the wing. Avoid that if at all possible to save time on the back end.

This is an interesting topic and one I’ve been wondering about myself. I’ve been seeing larger than usual spotting in the hangar out the breather tube. Oil consumption is less than stellar somewhere in the 3-4 hours per quart range, oil analysis shows consistently high chrome, but Boroscopy hasn’t revealed any smoking guns so I haven’t worried about it too much just waiting on any further signs of distress. “Compressions” as the alt test that could isolate one cylinder hasn’t pointed one out. Gosh if we could just have a looksie at rings and cams without major surgery we’d nearly put the forums out of business bc there would be nothing to talk about. Haha. Air cooled piston aircraft engines are just a perfectionists nightmare.

https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20J+201&listing_id=2446769&s-type=aircraft Just to share another example of why an E in the mid-$100k range isn't unreasonable, here is a $215K M20J with a low-time engine, nice interior, nice panel. An E at $160k with all the J-mods equipped comparably is a $55k savings, and if you never needed space in the rear seats, you win.