Ragsf15e

Funny you should say that... I once picked up my F at the FBO after they finished my ADSB upgrade and drug it over to the fuel pump to top off. While getting gas noticed a family looking through the fence with young kids. Asked if they’d like to check out the airplane. Showed them in /out. Said goodbye, hopped in and cranked for taxi to hangar. Saw the bright red Bruces plugs with flags and strap go flying across the ramp. Shut down, picked up plugs and pride off ramp, waved to kids still watching, got back in, crawled into my hole to hide.

Got one of those for an F laying around? IO-360A1A?

Just curious, who’s “they”? Ray Jay or another builder? Would definitely be nice for my F out west...

To me, that’s 1 qt every 4 hours. Basically just counting the 2 hour lunch run from 6 to 5.5. The first part is just putting oil into your filter. Anything over 6 quarts will definitely be on your belly, and if the dipstick isn’t right you may be running 6 1/2 or 7 quarts and not realizing it. not great, but not terrible. Better than Lycoming advertised limit. Mine is like 1 in 6.5 hrs. To me, this seems like break in didn’t go right. Borescope be good. Compressions be good.

Sorry, off the oil leak, but takeoff picture has pretty high cht on 2 & 3... is your mixture set rich enough? Whats takeoff fuel flow? At 4 C oat, 430 degrees cht seems very high to me. I usually have no more than about 380 on the hottest cht.

Cylinder 1 running around 30-50f cht cooler is normal for my F on jpi930. Lots more airflow over it. Also have to know if all the cht probes are same type & location before comparing.

I guess I should have bought a J?! My annuals have been $3k, $9k, $3.5k, & $3k. Not including 2 new cylinders in between annuals. I haven’t been able to owner assist which could save some $$, but the maintenance manual calls for about 40 hours to annual my F, and my AP/IA is $90/hour, so... I think I’m getting a discount at that!

I too have my son up front and wife and daughter in back of my F. Back seat is great once they’re in. Difference is kids are both 3 years old. They ride fine like that though. The hard part is packing 2 car seats for the rental car and all our luggage! Plane gets real small real fast!!

I use 120mph clean while vectoring for an approach, but slow to 90mph & takeoff flaps & gear on the ils. 120 mph is the max gear speed for my 68F, so that’s clearly too fast to be flying the approach. 80 is mushy... 90 works great. 100 probably ok. I use 40% power from the JPI 930 as a starting point at glide slope intercept. As you mentioned, there’s a good bit of extra airspeed to dump after you break out. I generally just leave the flaps, but pull some power and retrim for 80-85mph. Usually runways with precision approaches are long and it’s not an issue, but 120 mph on final definitely too fast for me.

1.0” more mp for Ram air like Marauder and Bob B. 1968 M20F, JPI930 and consistent. More importantly, ~3-4 knots better cruise at 9,000’!!! That’s better than gap seals+cowl closure+inner gear doors! Several 4 way and 3 way ground speed checks, and that door does make a little difference. of course I didn’t use it all summer in Washington because I couldn’t climb higher than all the horrible wildfire smoke. I know what that’s doing to my lungs, and I don’t want it in my engine!

Thanks. Guess I always thought that’s what folks were talking about when they mentioned doghouses. Are those particular to a model, year, or engine? Mine is a 68F... woulda thought doghouse originally?

Ok, I’ve had my F for 4 years and these are the first pictures I’ve seen of someone else’s doghouse... I don’t have that?! At least I don’t think so. And yes, I remove the cowling often. I just have thick silicone pieces that seal against the cowlings to guide the airflow. Temps are great. What gives??

It will depend a lot on your cruise power setting, LOP or ROP, IOAT, and altitude, but my 68F generally runs about 290, 330, 340, 300 in cruise at 65% power and 25 degrees IOAT. So a 50-60 split seems ok. Definitely different airflow over each cylinder from our old intakes. I have seen them all 40 warmer on a hot day ROP, and I have seen them all sub-300 LOP on a very cold day in the winter. Btw, i have the lasar bottom cowl closure and JPI 930.

Clarence was right, it was a cap covering the antenna connection on the #2 radio rack. Had to use a scope because there’s 1,000’ of wiring in a 3’ x 8” space behind the instrument panel. I’m sure nobody else’s is like that, right? It’s not far up there from the bottom, but no chance I can get it back on without taking the rack out. Think I’m just gonna leave it alone. thanks for all the help!

COLD, I do the procedure from your original post except I leave the mixture rich or close to full rich after priming (fuel pump on, 5”, off), then engage starter. After she fires I adjust for 1000rpm and lean as far as possible until it almost quits. Now HOT, is a totally different approach. Don’t touch anything from shutdown... throttle ~1/4, mixture cutoff, NO prime (no fuel pump). Crank. Be prepared to add mixture when she fires. Will take 10-15 blades if normal start is 5. There are 100 other feasible ways to hot start.

I’ll check the yoke clock, but i found the part on the copilot side floor. Could have made it that far, who knows. Had the plane for 4 years, but I agree, it may have been hiding somewhere a long time. I guess i just want to make sure it wasn’t securing an antenna cable or something.

The picture M20 Doc sent looks like it... does that nut secure the antenna into the back of the radio or just cover an opening? I.e., without can my antenna wiggle free? Thanks Clarence!

Thanks guys. I took the top of the instrument panel off today. Couldn’t see it. I think I’m gonna have to start pulling radios. On a separate note, does anyone know where they got the measurements for mechanics and pilots around which they designed the airplane? I’m 6’3” and 180lbs. I cannot get myself below the instrument panel in the foot well or my fat head between the J model windscreen and top of the instrument panel.

Wow, 6 replies and 6 different guesses. I think I’m gonna have to take off the cover on top the instrument panel and look down. Can’t see anything from below. Plane flew 8 hours without it so probably not the flux capacitor. No whiskey compass either. it is the right size for the antenna cable though so I will start there when I’m at the airport tomorrow.

Wow, 6 replies and 6 different guesses. I think I’m gonna have to take off the cover on top the instrument panel and look down. Can’t see anything from below. Plane flew 8 hours without it so probably not the flux capacitor.

Guys, found this screw under copilot instrument panel on floor, halfway back towards rudder pedals. It’s about 1/2” diameter. Laying under instrument panel looking up and nothing obvious. Looks like it might cap something? Anyone know where it goes? thank! Rags

Thanks guys! I’m gonna check it those injectors again. It’s only while leaning. I would think all those other issues would cause the fuel smell and leave stains all the time?

Awesome, thanks for the help and ideas. I’ll put my jpg on 1” interval and lean really slow. I already use target get in the climb, so I usually arrive at level off around 100 ROP. Yeah, I hated to bump a thread that old, but I really didn’t want to start another LOP leaning thread!

Quick question about EGTs when running LOP... my GAMI spread is between 0.2 ~ 0.5 and I usually fly around 65% power and just barely LOP. Recently I've noticed #4 (which is always last to peak) also decreases slower (noticeably) than the other 3 EGTs once I'm LOP. This causes me to get ~50 LOP on 3 cylinders and maybe 5 LOP on #4 even with the small GAMI spread. It's easy to get too lean on 1, 2, or 3 and cause it to sputter a bit before I get #4 comfortably LOP. Any ideas on what I can do to remedy this?

sorry to bump this, but mine does exactly the same thing when I lean. I do have GAMIs and have make sure the "breather" holes are correctly positioned. No blue stains... did you ever nail down the problem or a solution?