Sandman993

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About Sandman993

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    M20J

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  1. Sandman993

    Pireps on firewall forward HP + STC

    Yeah, the digital tach had to be sent off to be re-calibrated...which means the rpms have some new operating ranges. Also, the old badges have been replaced with exactly what you were writing about...it’s pretty rare in my part of the country to have minus density altitude, but it does happen... plus you’ll need this information while on away trips. Not a big deal, just fly the numbers with a little less MP so the engine doesn’t over pressure itself. I have a lot to learn going forward... finding the new sweet spots and learning new parameters. The ships baffling is right so I’ll get an honest assessment on how to manage heat. I do like the new takeoff power... still surprises me every time.
  2. Sandman993

    Pireps on firewall forward HP + STC

    It really is about the gauges isn’t it? I wonder how anyone can manage one of these very expensive engines without knowing what’s going on inside them. TN is a great idea, but I’m already funding an overhaul... the turbo notion is just out of reach for me. To add one to a solid engine, might be a different story. Now, I’ve painted myself past the door since hi comp pistons and turbos are not compatible. As you probably know, the high output turbo engines typically have compression down in the 7’s... if I tried that with 10’s, I think there would be a Fukushima moment coming to an airspace near me. if I had it all to do over again, I could see wanting a 252... but In the beginning, I didn’t realize where this journey would lead. Am sure we can all remember moving up to a 201 from something... for me, it was a Grumman Cheetah...a fulfilling moment... I just had to figure out how to drive what was then, a new and challenging, complex platform. Over time and lots of training, the complex little ship revealed itself and for the most part, her mystical vail was lifted. In other words, we always want for more, once we’ve caught up to something... flying is no different. I keep telling myself, it’s the economy of the 201, along with her good looks that is it’s true, truth. In the certified world, there’s not much out there to compare. Of course, you can buy an experiment platform... built somewhere, in some garage by a stranger.
  3. Sandman993

    Pireps on firewall forward HP + STC

    This is an STC and while all engines are different, the basic goal is 25hp increase. They do have a dyno test stand at the facility...and folks that send their engines in for overhauling will get a certain amount of break-in on the stand. I chose option b, so my overhauled engine went straight onto the firewall and a company test pilot did the honors for the first 1.5 hrs. Of course, everything went fine, but not sure I would trade jobs with that fella. In theory, this mod should increase hp output by 25hp + or -. I was there and watched the test flights... it’s in FlightAware. The break-in procedure is straight forward. Cht’s Under 400 and fly long legs over 2hrs at 60 to 65% power settings at or below 7,500’ for up to 50 hrs. As the cylinders seat, they will begin to transfer heat better to outer cooling surfaces so in essence, temperatures dictate power settings. Mines at 25hrs and break-in is almost complete. Soon i’ll Be able to stretch her legs (cool pun) and see what she’s hiding. But she’s already faster than before.
  4. Sandman993

    Pireps on firewall forward HP + STC

    Can’t bang out everything she can do yet... at 25 hrs, she’s still got a bit to go until I can ask all the ponies to gallop. At this juncture, im trying to stay around 24” , 2450 2500 and 11.x gph to stay below 380 Cht’s...at or below 7.5 altitude. Part of the reason for the hi comp pistons is higher altitude flights with more ponies at a given altitude. Making more horse power up there, where the air is thin and less drag made sense, even to me. I know there are turbos to buy for this sort of goal, but there’s the maintenance and operating cost notion to deal with...didn’t turn this 201 into a F18, but I could say this 201 is awake. 70% of stock 200hp is 140hp 70% of horse power plus 225hp is 157hp and change. there are always bigger faster fish... but they don’t burn 10.x gph rop.
  5. Sandman993

    Pireps on firewall forward HP + STC

    Digital tachs and analog mp gauges... it wasn’t a science project... only took a few seconds to see the difference and that it was not going to be a contest. trust me, everything some have been writing about the firewall forward co is pretty much inaccurate across the board. They did a pretty good job and the engine is making power and torque like crazy. The rigging looks as good as I’ve ever seen under a cowl. One point to make clear is, I’m twisting the prop knob more than ever before to bring rpms back. Bigger bite, more speed. Come on by and I’ll show you. No tears.
  6. Sandman993

    Pireps on firewall forward HP + STC

    Previously, I mentioned there was a hanger mate with same year 201 as mine. Just before I left for Loveland engine gettin place, we went up and paced the airplanes... they were dead even at cruise settings albeit his climb was substantially better (he runs a 3 blade). This week, we took that same flight.... I’m still on the tail end of break-in, so we lightened things up by setting him up at 25/25 and I was at 24” and 2450... the new engine had 10 knots on the other ship at a slightly lower power setting. I believe it’s because of the increase torque.
  7. Sandman993

    Pireps on firewall forward HP + STC

    Not to get too technical, but I think helicopter engines are de rated... not real sure the purpose of the high compression pistons for roto wing ships... possible high altitude operation maybe the answer, but that’s a question for the scholars here. I’m the guy that would much rather fly em than work on em albeit I can’t seem to have one without the other. Many things about logic and aviation in the same sentence along with FAA continues to mystify this pilot. As far as I know, the STC for horsepower plus doesn’t over tax the prop and doesn’t change the TBO. Time before overhaul is just a manufacturer recommendation in our world... badly managed engines don’t make it to TBO while well managed engines may exceed those hours substantially...and sometimes, only luck will do. Some mysterious old pilot once said, the two main rules of continuous flight are; 1) Don’t hit nuttin. 2) Don’t do nuttin dumb.
  8. Sandman993

    Pireps on firewall forward HP + STC

    I don't know how many of these are out there...think they said around 50. All I know is the RV guys do this mod on a regular basis along with ignition systems for their engines. Yeah, the engine is probably a little more high strung, but it can be managed. The ship is already a complex platform...if we want simple and easy, better get a 150. Imagine what those twin engine turbo piston guys have to watch for. Not seeing any heating issues that can't be managed so far...in fact, the flight manners haven't really changed that much except for the new lease on performance. Just my opinion, but if we aren't flying 75 or more is better hrs per year in the little Mooney... calling it "well handled" might be a stretch. Recognizing trends, having good flight control and cockpit rhythms along with good sight pictures are perishable skills. Don't need a bunch of flight data history to break it down in minute details...I can see and feel the difference...put it another way...it used to be a camaro and now it's a Z28. Time will tell on the rest.
  9. Sandman993

    Pireps on firewall forward HP + STC

    Ok guys, have completed the horsepower + stc and the cam stc. Flew it back to victoria Texas from Loveland Colorado and it’s smoother than it was before and I haven’t had the prop balanced to this engine yet. It was expensive, but the rigging looks great and the whole engine looks awesome. Have been flying the pants off it now and have about 17hrs. This engine is starting to come in and every time I fly it gets more powerful! So for all those nay sayers that weighed in on how lousy this company is... I want to lay in a vote 180 degrees from that notion. The 201 will almost throw you back in the seat on takeoff run... the prop comes off the stops at 2700 and back to 2600 as she bites down on the air and pulls right back up to 2700 and it’s time to rotate. This 201 will get it! at break in cruise power (65%) at around 6,000’ 2400rpm and 21.5”- 22... she’s doing the speed numbers I used to get at wide open. The reason for that, I think is because of the new torque and how much you can honk on the prop now before the prop can load the engine enough to bring rpms back. Oh, and the climb! Even in this hot air here... I see 1,000 fpm thru 5,000 at 120. Two of the cylinders are running nice and cool (335) and the other two are still 360 and 370. Hopefully they will continue to improve. Anyone wanna race? I’ll be ready soon.
  10. Sandman993

    Cowl Fasteners

    Milspec
  11. Sandman993

    Pireps on firewall forward HP + STC

    Idk, seems there are delusions in my head about visiting places like New Mexico, Yellowstone etc and flying to other parts of the country towards the east. I’m from a small town in Texas, south between Houston and Corpus ...so to me, everything cool around here, I’ve already seen...whenever I get an opportunity to go, I didn’t want to be hamstrung by the worry of a higher time engine. That’s how I explain it to my hanger mates who think I should wait a couple more Years. Been saving for this for a while...the mooney has spoiled me, it’s an incredible, economical distance machine. Hopefully this will wake it up and make it even better.
  12. Sandman993

    Pireps on firewall forward HP + STC

    Correctomundo
  13. Sandman993

    Pireps on firewall forward HP + STC

    Progress report... engine removed and disassembled... was told the internal view revealed, everything looks normal for an engine of these times (1700hrs) except the cam. They said, two intake lobes showing significant wear and I was probably not producing full power. Would like to mention the engine was still making its numbers (rpms &mp) and last compression was 3) 78/80’s and one 79/80. Also, and more important, the engine received NEY nozzles at last overhaul in late 2001. I’ll post pictures of the cam when I see it. Cylinder condition, I attribute to temp control... as I mentioned earlier, I don’t allow them to hang out above 350 + or - much, if ever. Anyone can buy the stc’s and have them done at their fav shop...I chose to go up there (at great inconvenience) for the extra attention to detail. Hence the term, fwf. Plus the pistons and cylinders will be balanced. So if you see me standing at the intersection with a cardboard sign, toss $ in the can! This is painful!
  14. Sandman993

    Pireps on firewall forward HP + STC

    Oh wow... appreciate your input. Think I’ve read something from you before or someone’s similar experience. It’s important to know a thing or two about when the engine was overhauled and especially intervals between uses. Would be good if everyone spent some time reading material on what happens at those dry starts and the evils of what happens if there’s corrosion present. And of course, we absolutely have no business operating our engines without a 4 point engine anylizer to monitor temps. Spoke to them about pre-oilers and they weren’t against the notion although they said it’s important to know, when you power up the pre-oiler, you’ll need to pull the prop through so the holes line up as oiling points rotate by. Make sense? of course I’m apprehensive about this whole process... know several helicopter drivers with 22’s... those come stock with higher compression pistons and they seem to live to TBO and run great. These higher compression pistons are common in experimental aircraft like rv’s. Our engines are pretty small and already produce 50hp per cylinder...therefore I believe it’s critical to control cylinder temps... use them often (not good to sit). looked very busy at fwf... they aren’t lacking for engines to overhaul. I was given a tour of the engine rooms and a glimpse of the rebuilding procedure. Told me it was 4 to 6 weeks turnaround. Im pretty picky about engine oil change intervals... typically, change at 30 hrs. It something we as owner can do ourselves. I sure miss my ship.