EDNR-Cruiser

Thanks for all your advice, fellow Mooniacs. Luckily the problem disappeared after the previous flight. Last flight I had no more temperature issues at all with my cyl #3, all values stayed within their normal range. I checked magnetos in flight before but couldn't detect any anomalies so I assume that it was indeed a partially clogged injector causing the issue...

Thanks a lot, Tom! That sounds more reasonable... - will check the plugs on cyl #3 in flight next time. For whatever reasons the usual mag check on pre-flight and after landing didn't show any misfunction on the #3 plugs.

Hi ArtVandelay, this would explain the rise in EGT but not the decrease in CHT! A burned exhaust valve would explain this combination but I assume that this would result in constant readings of high EGTs and low CHT but not explain the dynamic fluctuations in the picture attached.

I have a weird reading for my cylinder #3 on my Lycoming IO-360 for a few flights now. All of a sudden the EGT of cylinder #3 rises approx. 100° above normal and at the same time the CHT goes down with the usual lag. I read quite a bit the past days but still can't get my head around it. At first I thought it might be a partially clogged injector but that wouldn't explain the drop in CHT, instead the CHT should increase as I am still on the rich side of peak. Same goes for a faulty spark plug... - the CHT should go up as well if a spark plug on this cylinder quits on the rich side of peak. The EGT sensor should also not be the culprit because of synchroneous decrease in CHT, same goes for a poor ground wire... The file attached shows the readings of my JPI 900... - right from engine start the EGT of Cyl3 is higher than the others, coming down in sync after about 3 mins, passing the mags test and prop test as well as climb out, getting unstable between 13:30 and 13:35 and finally going way up 100° after 13:35 while the CHT comes down 30° with a little lag at the same time. 28 minutes later at about 14:03 the EGT comes down again and fluctuates up and down and the CHT goes up accordingly. At 14:22 the EGT goes up again and CHT drop accordingly for 3 minutes and remains unstable until landing. Anyone ever experienced anything like this? Higher than normal EGTs and lower CHTs at the same time? Doesn't make sense to me, especially as I am running this JPI900 for years now and the values were always in sync and as expected. This anomaly showed up only a few days and flights ago. Any help is much appreciated!

It's really worth to keep a vintage model up to date... - where ever I go, nobody wants to believe that my Green Lady went airborne in November 1966...

I got some wingtip mods on my 66er M20F and apart from the good looks they seem to help a bit on short fields. Not sure if they add any additional speed because they were in place when I bought my Lady...

84 flights and a total of 90 hours flight time, 83 h in my Mooney and 7 h in a Cessna 172 as volunteer pilot for an Air Rescue Squadron. That's doesn't sound like much but I enjoyed every minute up there...

Well, I am always doing the full calculation too and even though the costs per hour cannot be compared when flying in Europe, I fully agree with your comments on reliability, efficiency and cost. My average fuel burn last year was 7,73 Gal/h... - and even though the AVGAS prices have come down somewhat in Europe, this is a great motivation to fly my Mooney as often as possible.

Gents, I would recommend to ignore the subtle difference between IAS and CAS completely... - there is a place for it but not during approach, with usually shifting winds, gusts and all the other nice effects of low altitude turbulences... What is much more important is to understand the effect of weight (or mass) on the required approach speed of our birds! At full MTOW (which will never happen because we burn fuel during roll-up and take-off) the full flap stall speed of a M20F is 62 mph! Fine! Never try to fly THAT slow during an approach at MTOW though... - common sense. However, when the tanks are almost empty and we fly alone the total weight goes down a lot and all of a sudden the stall speed goes down as well... - and with my Mooney it is now just 53 mph!!! Multiplied by 1.3 is still just 69 mph! This is a huge difference to MTOW speeds! I invite you to try it out... - based on total weight of your plane, the fuel onboard (as little as comfortable) and your individual "gross weight" your M20F should stall somewhere between 51 and 55 mph! The runway of my home airfield is a comfortable 2.000ft long and when I stick to my weight & balance calculations (including the stall speed based on todays weight), I have no problems to vacate the runway at the 1/2 marker with minimum fuel, I do not even have to brake hard. This would be impossible though, if I always flew the same approach speed as if at MTWO.

That might be true if you still fly the old dog-house style cowling, which was a real air-brake at that time... If you have a modern cowling installed, it is contra-productive and my original 1966 POH mentions a max speed for cowl-flaps extended...

Gents, RobertGary is not talking about a 300° difference between full rich and peak but 300° difference in EGT between the cylinders at exactly the same mixture and power and RPM setting. This is wrong and has to be fixed and he already checked that it is NOT the probe. So it's in the engine and no matter what Lycoming says, it is not normal. No matter what I do, the EGT difference in my IO-360 is never more than 70°, mostly just around 20-30° between the cylinders. I would not rest before that is fixed.

I switch it on because the POH says so... - it may not be necessary but it won't hurt either. Why would I care? I am just happy if the engine keeps running... I once had a problem with a PA28 switching tanks and despite the aux pump running and the other tank half full the engine quit. Switching back to the initial tank helped and the engine started after some coughs... Minutes later I switched back to the right tank and - surprise - the engine kept running. Never found out what the problem was but since then I always hold my breath when switching tanks...

I fully agree with Robert! If you have a good and experienced mechanic at hand who approves the Mooney, the rest is just to find a good CFI with Mooney experience! Mooneys are really easy to fly! Even though some guys with little experience and knowledge claim the opposite. Mooneys are gentle birds, not aggressive or mean at all... - they just want you as a pilot to know the procedures and follow them, that's all! Mooneys are fun to fly, very fast, very economic and very predictable... - all you have to do is respect their virtues (and the numbers) and you will never understand why some folks insist that Mooneys are difficult... ;-)

You should at least calibrate your HP settings... - 105% looks nice but is not realistic... ;-)

I saw a Cessna with a rather new SkyTec starter die just infront of my Mooney after I asked my shop for one and they refused because of bad experience. I now have a brand new Bendix and I do not regret the choice.

Sidenote: this does not mean you should not practice slow flight manouvers in your Mooney! The Mooney behaves quite nicely when the stall horn starts beeping and the controls begin to feel mushy. Even when a wing drops it does not begin to spin immediately. I always had about half a second (which is forever if you are waiting for it) to push the yoke forward, throttle in and pull her up gently. You must never try to catch the dropping wing with the ailerons though... - that would be the immediate entry into a nice solid spin. Always try to gain some speed first, you have some altitude to lose (hopefully) and the Mooney does not behave like a beast - unless you're pulling the yoke and work the ailerons but then I would become a beast too... For safety reasons I do not practice slow flight manouvers below 3000ft AGL, although I hardly lose more than 500ft as long as I do not enter a spin but in case you do, you definitely need some altitude to recover.

Gents, I cannot comment on what Uber is doing in the US, I don't live there anymore. When I saw their approach to market in Europe however it was an immediate "no go whatsoever"... - you can put a gun to my head but even then no way... - I am a very stubborn Prussian!!! ;-) Taxi services in Europe have a lot of "social" obligations and regulations that simply do not apply to Uber... - however those obligations are way more important to the "price" of a lift than anything else. For me life is always a give and take... - just asking for myself is impossible! I am in a very lucky spot and I know that I should give more than I to ask for. ...and Uber in Europe is just a VERY bad idea!

I would rather crawl on all fours than using Uber... - life is about live and let live and I pay others as happily as I expect to get paid for my job. Uber is another service using the fools and uneducated to make the rich guys even more rich and that's it! No service, no warranty, mostly no taxes (well, that isn't too bad in my opinion, at least one fact I like about Uber!!!)... - nothing I would like or support...

I am still waiting for my snubber... - it did arrive in Germany in the meantime but my dealer will keep it until I come and pick it up or the German Post stops striking... I wonder now if the snubber is really needed and if JPI know what they are doing? I bought my 900 in April and had it installed in May. When I complained I had to send them some data to prove that I'm not nuts and then they sent the snubber. Wished they had sent a firmware upgrade... - so I will keep flying with a MAP display jumping around like crazy...

Except that shops charge different bucks for the hour of labor, plus sales taxes/value added taxes differ mightily around the globe... In the end it's important to know how many hours the installation might take and even that varies a lot... - I have an old F model with the new 201 windshield and a tighter cowling... - plus the whole panel/avionics were modified a couple of times. I cannot blame my shop at all for the hours it took, rather the opposite: I expected many more hours of labor, knowing the score...

Connecting it to the GPS system and the programming may require an avionics shop, at least it did in my case.

My shop charged me 34.2 hours of labor for the de-installation of the old devices and installation of the EDM-900 incl. the fuel gauges. This includes some extra work as the original fuel transducer didn't work and it had to be replaced with a new one. Some fittings of the original pack didn't fit either and had to be replaced... If you're lucky and everything works out of the box, your shop should be able to install the EDM-900 in 30 hours. Important: Make sure that you get a "snubber" with your kit and have it installed. Mine arrived in the meantime and I can't wait for my annual to have it installed... :-)

Thank you very much, Houman!

First of all they have to send proof of their rights and not just claim it... - if there's no proof of a (still) valid claim then just kick their butts... - it's not worth the paper! Secondly, as far as I remember, Jolie has no commercial interest in what she is doing for her "Women in aviation" and that will make it hard to prove any clash of interest here. Apart from the above, their request is so dumb that I cannot believe that this group and thus any rights exist in the first place.