Andy95W

You're probably just fine. Keep running it hard, keep your CHTs below 400° (380° is better), and change the oil and inspect the filter when Lycoming says.

You beat me to it, Hank! +1

On my JPI-730 you simply add a wire to the back. Any programming is accomplished in the setup pages with the unit installed in the airplane.

To get back to the original thread topic of engine reliability between the O-360 and IO-360, both engines are very reliable, and of course each engine is its own unique individual. My experience is that the Lycoming O-360 carbureted engine is one of the most bullet proof engines around, and generally forgiving if it is abused (within limits, of course). Perhaps this is due to slightly lower power output (45 HP per cylinder vs. 50). The IO-360 is a bit more temperamental and maintenance intensive, and the cylinders are only available from Lycoming, no aftermarket cylinders exist. -It is hard to beat the reliability and simplicity of a carbureted engine- less maintenance and never a hot start issue. -It is hard to beat the efficiency of the fuel injected engine, especially Lean of Peak. -The M20E is quickest, but the M20C is close and generally a lot cheaper to acquire and maintain. As to carburetor icing- the carb on a Lycoming is bolted directly to the hot oil pan. Carburetor ice is possible, of course, but not nearly as likely as on a Continental, where the carb is out in mid-air. Fear of carburetor ice should not factor into the equation.

I'm really hoping M20Doc adds his input to this thread. Any thoughts, Clarence?

17" and 2300 rpm is about 50-54% HP. At that point, there is a good chance you are not breaking in your cylinders and possibly glazing them. I doubt you've successfully seated the rings at such low power settings. Definitely use the book settings for horsepower until you get your MVP properly setup and calibrated. 23-25" and 2400-2500 rpm for 2-3 hours will do it, just keep an eye on CHTs.

I've worked with owners who did their own oil changes but didn't realize they were supposed to log it in their books. Most would say "I'm not an A&P, I'm not allowed to write in those books." Even after showing them the regs (FAR 43) some still wouldn't feel comfortable logging it. As for the missing oil changes, they were probably done at some indeterminate interval. I'll quote Dirty Harry: "Do you feel lucky?"

Not sure about that, but I will put my M20C up against ANY airplane in the most important performance standard:. MP$ (miles per dollar). It leads just based on acquisition price, if you throw in maintenance and maintenance reserves, it's the winner hands down.

I'm having the same issue. If I go to a thread where someone has posted a picture, that picture continues to show in the background until I clear cookies and history, or unless I always block cookies. But if I always block cookies on my iPad, I can't post or quote. Just started happening a few days ago, haven't done anything different before then. Annoying for iPad users.

Or get a hairy index finger?

Until your parts arrive, 3/32" stainless steel rod bends nicely and works well. Not a permanent solution, but will get you back in the air until the actual part arrives. Actually legal as an owner supplied/manufactured part. Plan to replace it before your next annual unless your IA buys off on it.

Your wife will enjoy the cabin-class feel and comfort of the A36. You will enjoy flying the Bravo into the Flight Levels. You will enjoy how the Bonanzas fly- but it's not a Mooney.

And eventually charge user fees for take-offs and landings. Yay!

Actually, Anthony, there is: http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/faa-h-8083-19a.pdf I had to go back about 25 years in the old memory banks to remember that one!

Great. Poke the bear. Thanks.

I think he is implying that if your ignition switch is "iffy", then the weight of your keys could make your ignition switch short/ ground when it wasn't supposed to. But again, if this were the case, then your problem would occur in all phases of flight, not just one specific phase, i.e., full power during the takeoff.

+1 Harsh but valid, IMO.

1.) I don't think it is spark plug related. All 4 of your EGTs went up in an orderly, uniform fashion. What are the odds you would have 4 plugs all hiccup simultaneously? (But I do agree that Tempest fine wires are the best, bar none.) 2.) The thing I thought was the MOST odd was the fuel flow drop from 18.9 to 16.8 gph. That's a 12% drop in 2 seconds, after which it stabilizes at 17.2 gph. Manifold Pressure actually rose slightly, which would be consistent with a decrease in rpm while maintaining a relatively stable power setting. 3.) I think the most common problem that could cause these symptoms would be a magneto that was beginning to go, or a p-lead that was intermittently grounding. The problem with that theory here is that I would expect this to happen fairly regularly, with increasing frequency. That doesn't seem to be the case here. Nor does it explain the fuel flow drop. 4.) If the rpm dropped and stayed 100 rpm down, I would definitely suspect the governor, but of course that isn't the case here. If there was a bit of crud in the governor that caused a temporary clog or surge, I would expect to see that happen regularly, and not at one unique and specific flight regime. 4a.) If the pressure metering system in the governor was sticky at low pressure (fine pitch), maybe it could cause these types of pressure fluctuations in your prop, until the governor settles down and gets the pressure correct. I would NOT expect to see a change in engine oil pressure, since the governor is using high pressure oil that will not be seen far downstream at the engine oil pressure gauge. But this does not explain the drop in fuel flow as I mentioned in #2, above. 5.). If it isn't 4a, above, then I may be leaning toward a fuel problem. Almost as though at the highest power output and fuel flow the pressure regulator portion of the RSA unit (that regulates metered fuel pressure to the flow divider) says "Oops- too much!" and then drops the fuel flow down to where it was supposed to be, or doesn't realize it was supposed to stay there. This would cause a slight drop in rpm until the governor could compensate. This would also explain why your EGTs continue to rise until they stabilize as fuel flow stabilizes. Good luck, please keep us posted.

+1 Very nicely put into words.

All's I know is that I never thought plaid could be that fashionable.

I agree. The "buttonology" matches my Aera and of course it talks to the GDL39. My work uses Foreflight as its back up data to Jeppesen, so I get Foreflight for free- and I still prefer Garmin Pilot and am willing to pay the $75 per year. Did I just lose my membership in the CB club?

My experience also.

But the Brittain uses vacuum to actuate the controls, so no dice if the vacuum pump is out.

Are they going to re-start production on Russell's 201 windshield mod? Or 201 instrument panel?

Also displays on the Aera 500 series, on a display bigger than the 430. (Not as big as Scott's 696, though. Nice!)