M20S Driver

From the south, they used to issue a clearance to stay at say 2500 feet and west and south of HWY 101. Once you passed SFO and the hill next to it, they allowed lower altitudes. Nowadays with the new map of Bravo, you can easily ask for flight following and get there without a Bravo clearance. Take a look at Flyaway map on Foreflight. It shows what I use now. Driver

sounds good. I suggest to do the ultrasonic clean anyway since visually nothing was seen in the case I mentioned. Some areas are not easily accessible. Eric has a good point about EGT change or lack of it. In my friend's case, which was much more extreme, CHT moved twice as fast as EGT on the JPI data.

I am not sure if this was discussed or relevant but it may be worth looking at. The issues described by Brandon could be a mild version of what my friend was dealing with. Ultra sonic cleaning of the flow divider solved the fuel flow problem.

After a long list of actions, ultra Sonic cleaning of the flow divider solved the problem. This was one of the most puzzling ones since initially there was no JPI data. JPI 830 was added after the top overhaul and helped the owner and mechanic find the problem !!! The SB attached did not apply to the plane but it points to a similar issue. SB626A AVStar Flow Divider Inspection.pdf

Is there a landing fee if you do a T&G? I heard it is north of $300!!!

Here is a picture from my 1999 Eagle cabin light. It just happens that I removed it today since it could kill the battery if it is left on accidentally during annual. The bulb seems to read GE 40 and it is 28v.

I would check the torque first. That was all my mechanic had to do

Agreed. I had a post on my case. We could not see any evidence of exhaust leak initially since it was so minor.

I could not agree more.. Flying VFR over LAX class Bravo, ATC was vectoring me into icing and was not happy when I declined. I am glad I was VFR 20 years or so ago on an IFR flight plan Socal forced me into ICING in my Cessna 182 and I had to say that I will declare an emergency in a few minutes before Socal allowed me to go lower and out of icing.

it is still April 1st in the west coast... Great if it is true

I just have to say that I am totally disappointed with SoCal. Not only they have attitude problem with VFR flights near Bravo, one of them was vectoring me into IMC in icing conditions. He really got upset when I did not comply and was ranting about the incoming traffic in the area. I was at 10500 above Bravo and heading back from KSNA to KPAO. I can understand how stressful it got when the accident Mooney was in challenging situation and and had to deal with SoCal.

I hope they use the first "P" for "Price Cut" and leave the second one alone.

We used the Mooney schematic in the service manual to figure out the wiring diagram and reinstalled the wires based on that. It works fine now. I have been lucky not to have any Moritz gauge issues so far but I am sure that will change in the next year or two

My Eagle managed to shear three of the wires out of 4 connecting the MAP unit to the Moritz gauge due to a broke clamp. I could not find the schematic or pin diagram for my MAP unit on the plane. I was wondering if anyone has that info? My manifold pressure is a Patriot (65998-SP100110-25A) and the Mooney part number in the manual is KA21-015-25A. The connector is PT06CE8-4S. Mooney service manual schematic shows a PW06F8-4S connector and wiring layout (A=red, B=black, C=Yellow, D=green) but I can not find the data sheet for the connector ! I am a bit paranoid to have my mechanic figure it out since if the Moritz gauge is damaged due to the wrong wiring, that could get expensive. I know it is bound to happen and JPI has me in their revenue plan

Does anyone have access to the prop efficiency chart for 3 bladed top prop? It would be interesting to analyze the above chart with the prop chart.

Thanks for the data Steve. Do you use 50 deg for LOP and ROP? Masoud

I noticed that you have an O3 and used the name "Minnis" (AKA IO550 god). Do you mind sharing your cruise numbers LOP and ROP and settings for low attitude short flight? Anything you can share would be greatly appreciated as education or refresher

I met Don in Harris Ranch fly-in and we talked about go around procedure in 310HP Mooney Eagle and its challenges. I practiced Don's recommended method multiple time in Tracy (KTCY) and it is surely much more stable and manageable. it still require some work out but by far way better than my original method per POH.

Full throttle, 2400 rpm LOP over 7000 feet, and 2400 to 2500 rpm at 75 deg ROP with 20-22 inch MP in short flights. The 2400 rpm LOP is more quiet and less vibration and kinder to my pocket. It gives me 172-176 Knots TAS . Most of my short flights are 2400 75 deg ROP 65% power or less. Bob Minnis commented that you can fly the io550 at 2700 rpm all day and not damage it as long as you can afford the fuel. Driver

They surely don't match on mine either. EDM is more accurate and the probe location also makes a big difference. My Moritz EGT probe is installed at the lower part of the mufflers but after the union of the three exhausts so the numbers are always 100 deg higher.

Belated update: re-torquing the exhaust nuts fixed the problem and this is a proven fix since it has been fine for the past three years I did have the thicker gaskets.

Wow... Where is this?

Screaming Eagle, Saturday in Marina--KOAR.

I had one of the original STCs, changing the RPM to 2500 and no GW increase. I upgraded to 310HP, 2700 rpm, which came with extra 168 lb of GW making it 3368 lbs.

My numbers are almost exactly the same. 171 Ktas, 12.5 gph @2400 rpm, 7500-8500 feet 30-40 LOP