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Question I've put 250 hours on my j this year and started running camguard about 200 hours ago and also started running strictly LOP and I noticed prior to implementing both operations that when I turned the prop over by hand and stopped just before top dead center on a compression stroke that after a second or two much of the compressed air leaked out resulting in being able to more easily turn the prop through the compression stroke. Now doing the same procedure even waiting a couple seconds after resistance is felt when turning the prop it takes a considerable amount more effort to "pull it through". Tell me its the voices in my head but 200 hours after implementing Lean of Peak operation and running a full bottle of cam guard at oil changes there seems to be a noticeable difference, also I'm not saying its a direct relation but I'm darn near 5kts faster at the same power settings. I haven't done a compression check in the last 200 Hours but will soon to see if there is a noticeable difference. I've heard camguard does a great job cleaning up deposits ECT, so I think that might be it. I'm also the last one to try things that arnt proven just to make me "feel" like I'm doing something good for the engine, but my goodness what could be causing this if not the items mentioned above?? Ill also installed a new battery and starter a couple months back and when cranking it over it turns slower than before to? More of a "woomp, woomp, woomp" instead of turning over faster with less resistance..... Tell me I'm losing it please /:)

Cheers! JimO

I still maintain that a careful new pilot can handle a Mooney. My mistake that night was not related to the plane, but to me being glad to be home and I stopped flying in the flare. Could have happened in any aircraft, even a rental Cessna. But my Mooney had the ability to pull my porpoising self back into the air and over the trees. The second time I gave it the full attention I should have the first time. All new pilots learn something on every flight, if they leave the pattern for somewhere other than the Practice Area. I've had the plane for over 5 years now, picked up IA, flown from WV to both WY and FL, and I'm still learning things. Just three weeks ago, I learned to pull the Standby Vacuum knob when the AI shows a 30°climb with >45° left bank but eyes out the windshield said Straight and Level. So did HSI, compass and 430-CDI page.

That was Jim Baccus? Gilligan's millionaire? -a-

I use the same. Phillips X/C 20W50 and camgaurd, made the switch from Aeroshell last year at my A&P's recommendation. It appears to be somewhat of a favorite combo on this board.

I think those gentleman could benefit from enrolling in a Wings course. And a few ASF training sessions.

In our case, using Philips X/C 20W50 oil and camguard is about the same cost as Aeroshell 15W50.

One of my all time favorite movies!!! (Yeah, I'm old...)

One other thing to consider re: your speed increase. It is undoubtedly cooler now then when you started your new technique, and cooler air will always yield faster TAS at a given altitude and power level. That's why flying in winter is so good for the ego!

I find hot-starts a bit of a git on Lycomings too. I've thought about it and seem to have settled on this sort of reasoning below - whether it works for you is your choice After shutdown, all the fuel after the gascolator/electric pump gets hot over several minutes, so this is pipes, engine pump, metering unit, flow divider and injection pipes. As the throttle/mixture metering is in the throttle body, it is likely that all the fuel after those has vaporised out through the injectors, and being heaver that air has descended the intake pipes into the sump, where it is being kept warm by the oil and contained by the throttle plate. It is a mixture that is too rich to fire. It takes some time after shutdown for the 'heat soak' to take effect, maybe 10-20 minutes, before which you can easily restart by cranking. When the fuel has been vaporized out through the injectors however, it will sit around for several hours, gradually condensing out on the internals. It is this interim period when the start is very difficult. What works for me (normally!) means pulling some fresh air through all this vapour, and then throw some fuel into it when it has been drawn through. The briefest of primes - open throttle & mixture, and a 1 second hit on the fuel pump, and then ICO for the mixture. This is to get liquid fuel up to the engine pump, and you need to close one of the taps to stop it running back. Now you need to draw some air through the sump & heavy vapour. The cold start amount of throttle is only just moving the throttle plate away from a fairly effective seal, so you need to open it a bit more than that so some air can get in, but not so much that when the engine fires it runs off to zillions of RPM when it does pick up. I would guess to wind in say two or three full turns from idle about, two or three times much as for a cold start. Then crank with one hand, with the other hand on the mixture. Hopefully, after a few blades, the engine will fire, and then the RPM will rise before falling again. When the RPM starts to fall, you have drawn all the vapour through and it is time to smartly go to full rich before it dies. Do it too quickly, it dies due to going over rich, too slow and the inertia goes before the fuel gets back to the injectors. If you crank and crank and crank and it doesn't fire, a couple of possibilities: - you haven't opened the throttle far enough to get some air in (open the throttle open a touch more & try again) - It shouldn't have been a hot start If you have opened the throttle too far, it will fire, run up to a high RPM briefly before cutting out. In the last two cases, now it is a hot engine without the vapour, treat it as a cold start with a minimal priming required

Because its fun to talk about

Thats easy in a J. 155 knots TAS ROP, 150 LOP, and if you really want to stretch the gas, 3.9 GPH at 90 KIAS

Not a ground speed record, but I remember once flying above the NYS Thruway in a 172 and seeing cars going faster than me. What added insult was when the controller called me up and told the world what my ground speed was (50 knots) and asked "you want to try another altitude?" all the while I could hear laughter in the background.

Mooney's have an amazing amount of height so you'd be surprised how well you'd fix in one. I'm 6' -0" at 205 lbs and I fix easily. Mooney's get a bad rap for being cramped. Once you learn certain techniques to get in and out, it's a breeze. I personally find it harder to get into and out of a J3 Cub than my Mooney. I'd suggest you find someone near you that owns one and ask to set in it. I bet you'd be surprised how well you'd fit.

What started out as an IFR cert has ended in a panel upgrade of sorts and I'll get to see the results thursday. I completed the IFR training in September and in the process learned how much the panel needed. I pondered trading for a better equipped plane but I just cant part with the economy, I just cant do it. Anyhow, plans were to take out the DG, the Narco 122d and the Narco com and putting in a 430WAAS, NSD360 and also there was a problem with the A/P that needed ironing out. Everything was going according to plan until it was time to install the HSI, which wouldnt fit in the available space. So a new panel has been cut. Cant wait to try it all out! If I ever DO decide to trade up, I think I'll just go in a partnership on a twin and keep the little Mooney nothing beats it.

Kelly strikes again! Sorry for your troubles....hopefully you get underway shortly and enjoy a sunny and warm vacation.

Wow, AmigOne, that's a really clean panel you have... I wound up purchasing the RAM mount with the suction cup. First I took the suction cup off and used an existing screw on the right side pillar... seemed a but flimsy so I put the suction cup back on... it's mounted vertically so I can see the geo-referenced approach plates better. Tomorrow is wash and wax day... I'll be taking plenty of pictures and uploading them soon.