Tim Jodice

what air speed are you climbing at?

About 20-30 degrees. I did what I thought was the easy things. New baffles, checked timing checked fuel flow. Am I missing anything? I climb at 105-110 ias, full rich, 2700 rpm, cowl flaps open. Thats what it takes to keep them below 400 in the summer. If I climb at vy it will sail right past 400. Cruise 25-50 LOP WOT 7000' I need to keep the cowl flaps in trail to keep them below 380. My instructor has a 78 201 with no cooling issues. The only difference is he has removed the dual mag engine and my mechanic said his calls for 20 degrees on the timing where mine is 25. Could that make that much of a difference? Since the day I bought it I have compared it to my friends 67 F and his out performs mine in take off and climb and a little in cruise. That is at gross weight both having a gross weight of 2740. Is the anything that might result in low power and excessive heat?

If Cessna hadn't put 14,700 in the POH I probably would have believed him

The usual Cirrus vs Mooney post made me think of this. Not to often people talk about 152s. I had nice talk with my private/multi instructor. Reminded me of the day I got my private. Like everyone that gets their pilots licence i was excited and I was hanging around the flight school, I couldn't get enough. I had flown only a 152 and I thought it was the best thing since sliced bread even though i knew almost everything out there was bigger faster etc. I was talking about my solo flights and on one of them I climbed to 7000.Then in the background this guy that reminded me of Fat Bastard from Austin Powers said "I can't believe you got it that high". I asked why not the book says it has a 14,700 ceiling. he starts laughing just like the Fat Bastard and said "no way it would ever get that high"!Remember I loved the 152 so i am like Later that day I rented the 152 filed a VFR flight plan so it would show up on flight aware. Filed KASH-KCON-KASH at 14,500. I called ground copied the flight plan and he cleared me to taxi. Halfway to the runway he asked me what I was doing so I told him the story. He clears me for take off and said good luck. I am thinking why doesn't any one think it will make it. I get handed off to approach and then they ask me "what are you intentions?" I tell him and he said with a laugh "altitude your discretion. around 10,000 I got handed of to center, she could care less and was rather busy. Knowing that you can't be above 12,500 for more that 30 min when I passed 12,500 I started the timer. It took 21 min to go from 12,500 to 14,000. Took pictures outside and of coarse the altimeter. I told center I would like to descend to Nashua"proceed as requested. handed back to approach and I said, I made it to 14,000. He said, I know we were all watching and I lost $10 buck to a bet! Back to tower He clears me to land and said I see that you made it up there. he asks what was the point of that? I said because Cessna said I could and someone told me I couldn't.That following Saturday I Showed Fat Bastard the proof and he got mad that proved him wrong. It was hilarious! looking back at it now he reminds me of my 9 year old right before bedtime.In his defense it most likely would not have made it there with him in it.

Reading everything I could on find MS about Powerflow exhausts naturally most people that buy Powerflow exhausts buy them for the performance gain and some are happy some are not. They claim on there website that the lower CHTs. I am interested in one solely for the help with lowering CHT. Those of you that own one even if your not happy with the performance did you see a reduction in CHT?

I used Wings Financial they start at 4.5% but they limit the term to 10 years.

Fortunately it is not. You need to meet the requirements as always but it is there for the taking. Typical loan requirement is 15% down and 5-6% interest for piston singles. That Is based off talking to Dorr Aviation.

As much as $200,000. I think that is insane. It is not like the market is flooded with new 2 door Mooneys. I was pissed when mine was down for a week and $2500 out of my pocket. It wasn't enough for me to spend time going after them. Small claims court at best. $200,000 buys alot of legal services.

If they were identical in every way I suppose, I would think in the real world there would be something different to be the deal breaker. Hours, interior, paint color, options etc. Or a big one in your favor would be availability. Yours next to a picture on a computer of one the will be built in 6 months and I want it now. Based on the way you handled the situation I would bet that an inspection by the very best Mooney person wouldn't be able to tell that anything happened. Like many things for me I am the exception. What does a damage history like that do to it's value?

What does damage like that do to the resale value? Sounds like it was handled with perfection, everything and then some that was affected was replaced by the factory. I am guessing I am the exception but if I was in the market for an Acclaim I wouldn't care.

I had Retrix do the same thing to me a few months ago. They also told me to screw off. Why did the engine need to be redone?

Over torqued like bent the nose gear truss with a tug?

If traditional piston aircraft engines are inferior why are the majority of experimental aircraft flying with one. I know there are exceptions, I saw a velocity with a small block chevy in it but by far they use plain jane Lycoming or Continental engines.

I second that. $150K hull on a Mooney costs me about the same as 3 cars with a total value of about 50-60K

Imagine that on a Mooney! Would you call it a Bravo being a Lycoming? Bravo X 375? what do you think a mooney would do with 375HP?

The Tiger, it was a new engine in 1977 The Arrow, it was a factory overhaul in 2005. I last flew it in 2012. I doubt it is still on the airplane it would have like 6000 hours on it.

It is the jar of course!

Lack of use is the reason. From Cape Air running turbocharged 520 Continentals to trainers running (I)O-3XX Lycomings that fly everyday rarely have theses issues. Continentals have there cylinder issues but a regularly flown engine reduce them. Before I bought a airplane I rented a Piper Arrow. One day they had all the log book at the front office so out of curiosity i went through them. The engine had 2800 hours on it and it had no repairs any deeper than mag work done. it accumulated those hours in 7 years. There are always the exceptions but I think everyone agrees that if you fly frequently they will give you good to great service. If it is 20 years old with 600 hours on it it probably will rot from the inside out. All that said a friend of mine who has a 1977 Grumman tiger has used Avblend with Philips X/C 20w-50 since the day he bought it 1992. He used it because the previous owner used it. It still has the original engine in it with about 1800 hours on it. It has had one cylinder repaired because there is a cylinder on tigers that don't get the best cooling. For a engine to keep corrosion out for that long takes something other then regular multi weight oil and Avblend is the only thing he does differently.

What engines do people only run 6 instead of 8?

How does a fuel injection system on a normally aspirated Lycoming work? What makes it reduce fuel flow as you climb?

If you fly for business and need to keep a schedule it is a very helpful tool. It looks like the only one you would buy new today is a WX-500 that connects to almost any screen. 10 minute old information is great until it is not. I think ADS-B weather is great to figure out your overall route followed by real time information from a stormscope to stay out of the dangerous stuff. I currently have a WX10, if it failed I would try to have it fixed if it can't be fixed then I would have a WX-500 connected to the MX20 I have. If most of your flying is light if any IFR and/or you have a lot of freedom of when you fly I think it is nothing more than dead weight.

If you can edit your poll choices I think that would make help. So far almost everyone is over $75. I suspect that people in Southern California and other expensive areas are way above that. Sometimes it also depends on the service being done.

$90 hr

I have a KFC150 do you know if that is the same? I was hoping to get rid of my vacuum system during a panel upgrade also.

Why did you replace your KAP150 if it was working properly?