orionflt

You are correct, what I posted really did not express what I was trying to say. In a nut shell my point was messing with the recommended settings is not a good idea, yes you can get the plane to idle a lot lower but it will affect the overall operation. as for my poorly worded blurb on engine loss during a go around, if your down at 3-400 rpm on approach and suddenly give the aircraft full throttle to go around the engine may studder or stall due the required adjustments to the mixture to keep it running at such a low RPM and the sudden introduction when the go around is initiated. Hope I said it better this time.

I agree with KMY, sounds like you may have burnt a valve, do a compression check on the cylinder and see what the compressions look like, also check for blow by and the condition of your plugs.

Glad you got it figured out, sounds like it was previously starting when you released the key, glad you never experienced any kick back and that you now have it fixed.

I.m wondering how many other take the time to evaluate accidents? I am a member aof a pilots group and one of the things we do is to talk about different incidents, close calls and pilot factors. I find those discussions very useful and use some of the lessons learned in my planning and procedures. One of the other things I try to do is practice differ emergencys every flight, the flight where I have passengers it may be as simple as identifying a suitable landing area and reviewing my engine out procedures, flights when I have and instructor or another experienced mooney pilot we have been known to pull power at 4-500 ft AGL just to reinforce pushing the nose over to establish best glide as quick as possible. This training has also helped me understand the capability and limitations of my aircraft thus allowing me to make better choices when dealing with an emergency situation.

I have a 330 that has not been upgraded, most of the time flight aware works just fine, but every once in awhile I get gaps.

700-750 is the engine manufactures and mooney service manual settings, I think the guys that designed the engine and al mooneys engineers knew what they were doing when they decided that they were the optimum numbers to use. Also if your that rich that you need to lean it at high power settings your just setting your self up for an engine out situation on a go around. Not the best time to loose an engine because it is running too rich and your too busy with the go around to lean it out.

There was one on eBay, but they were asking a lot for it. As for the carb air duct, there are a couple of sources out there Lasar being the easiest but you will spend a few hundred $$$ on it.

You minimum idle should be set for between 700-750 with the mixture adjusted so that you get a 25-50 rpm rise when you pull the mixture to idle cut off, if you have everything adjusted so you can get tha engine to idle below 500 rpm then your top end is out of adjustment and is probably way too rich. Brian

Servo can be checked using a graduated cylinder, the procedures can be found online. Also check the flow divider to make sure that is not clogged. It does sound like a servo based on what you descried.

Overhaul it, quickest easiest way to fix it.

Try plane plastics http://www.planeplastics.com/index

Even though there seems to be a big hole the under side of the wing is a high pressure area, between that and the boundry layer most of the air is speeding by the opening. What air does go into that area usually ends up in the dead space on the aft side of the wheel well with no where to go. the wheel well liners redirect the air around and back out of the well area reducing the amount of turbulance crwated by the trapped air,that is why the wheel well liners give an improvement in both airspeed and climb rate.

The cafe closed last yr, so there is no food on the field. There are plenty of restruants just down the road but none with in walking distance. Usually there is some one around that will help you go get food and some places will deliver to the airport (mostly pizza). Brian

The FBO is now heartwood, (good people) I'm getting back in town from Reno on the 16th, not sure what my schedule will look like but either my wife or I will meet you when you get in. Pm me and I'll give you my number Brian

Come into Kukt, I'll host you. Only a couple of miles further then N10, it is also more convenient and faster to get to harleysville from here Brian

It is not an STC option for the C model, you would have to get a field approval for the installation. There should be no issues getting a field approval based of the STC to convert the 180HP to the 200HP conversion for the "C".

I know what the later service instruction says, and the wording about using the tail tie down point states "It is not recommended to use tail-tie down fitting during jacking process to lift nose wheel off ground." The original service manual for my C model states: "When it is desired to raise the airplane off the ground to check operation of the landinggear, the following jacking procedure is recommended. By using jackpoints provided outboard of each main gear(Figure2-1), it is possible to use standard aircraft jacks to raise the main gear off the ground. A yoke-frame jack may be used under the propeller. Care must be taken not to damage the propeller or spinner. The nose may also be raised by anchoring the tail skid tie- down ring to a fixed point in the shop floor while jacking the aircraft at the wing hoist points." The service instruction clearly states that lifting from the propeller is no longer acceptable but it does not prohibit using the tail. I will admit that my preference is to use the engine hoist point except on my older model mooney that is removed due to the dog house style baffling. Even if I modified the housing to allow me to install the hoist point I would still have to remove the cowl and the upper baffling (approximately a 2 hr job) just to change my nose tire. That being said I will continue to use my tail skid when I jack my aircraft.

There is an STC to install the 390 in the E,F and i believe J model mooney, currently you would need a field approval and cowling mod fot the C model.

I was stationed at Brunswick, and got my ticket up there, my daughter moved to Augusta last year and I fly up on a regular basis.

What do you think of the FBO now that mike and Ann are gone?

There are a couple of mooney owners on my field and we fly with each other and practice different emergencies. One of the things we practice is engine out on take off, we have learned that you can safely make a 180 back to our field fro 4-500 ft AGL and if you do everything correctly you are a little high as you cross the numbers. But that being said we also found if you mess up any part of the turn you have no where to go, so we brief if we loose an engine on take off we land straight ahead. We know the temptation of trying to make it back and save the plane will be there but by practicing the different senerios we know what the safest course of action is. It is sad to hear of any accident, especially one with loss of life, my prayers are with the families and I hope the rest of us learn from their mistakes. Brian

Have you checked your grounds?

If you use the original factory shunt or install EI's shunt in the factory location you will be reading the alternators load, fuel pressure is read from the divider (just like the factory gauge), and the fuel senders are resistant type unless you upgrade to EIs magnetic pick up type probe. personally I recommend the upgrade, it eliminates a lot of the jumpiness and is more accurate through the complete scale. I just installed the MVP-50 in my plane, I love it and have already added a few of the additional features such as airspeed, landing gear and some switch indications. I am looking at different rheostat set ups to enable the flaps and trim indications. if you want more info on the system you can PM me. Brian

do you want the actual true cost, or just what everyone estimates...I think if we ever figured out the true costs to own mot people wouldn't. I own more becuase the benefits of having an airplane at my disposal, I hate having to rent a plane to take a trip.

But here is the real question, are you on a level surface when you check your oil?