MIm20c

We had great weather for flying today so I decided to go out and do some testing. I’m posting this info for those without an engine monitor or fuel flow gauge. I get conflicting info when comparing the mapa key numbers and the operating handbook so I ran all the tests at 75-80 degrees ROP at roughly 70 ish percent power. One thing I notice is when I’m on the turbo or down low pulled back the egt’s run very close. However, up high at wot or slightly pulled back the back two cylinders run a warmer egt. Also when the o360 cylinders peak they are not crisp like an io550 instead they get kind of mushy and hold the peak values into the lean. I have a unique monitor setup (for a C) that also shows TIT. Consistently running 110 degrees ROP via the TIT would give me 75-80 on the leanest cylinder. Surprisingly, the speed stayed very close throughout the different altitudes and power settings 148-150k TAS. However, the fuel consumption increased around 1 gph descending from 10.5 to 6.5. Also going from rich of rough (very smooth) to 75 ROP increased the FF by 0.8 gph.

The past two Chase had for sale were 12+. If I could get the 430w to 540 delta to 3-4K I’m ready to pull the trigger.

@mooneyman darn, yesterday I flew to ptk with a stop at the jxn tower restaurant. I could have easily stopped over to see your new paint job. Must have felt like picking up a new plane. Hopefully I’ll run into you at the gas pumps and say hi, your paint job is one I will not soon forget.

@LANCECASPER please send link for the 10k 540’s. I’m ready to upgrade. I missed a 440 on BS a week ago for 7.5k by 5 mins.

You can’t move the 256 and replace it with a G5 because of the lacking Flight director. However, I think you could add the G5 as a backup (as the backup is not legally needed I’m sure a shop or kind IA will install it for you). My strategy is going to be a Garmin 660 with a GDL 50R attached. It will combine the TIS traffic from my 330es and adsb with target trend, has an internal AHRS with a 5 hour battery hardwired to the 660, adsb weather, flight plan push from my 430w to my iPad on the yoke, and extra screen for mfd usage. Only problem is I’m not a fan of the current docks. Going to have to fab one up.

This is the way I’ve been flying. I closely monitor all temps and if you try for full forward to level in the summer you will be in the 425 cht range. 25/25 on climb immediately and dramatically reduces cht’s. The good news is obviously these engines can handle hot temps and leaned to almost peak at high power settings. They will also keep up with all the trainers when pulled back to 6-6.5 gph.

I agree with Robert. Once the engine is out the tail almost drops to the ground. As long as you are not jumping around in the plane the engine lift should work fine. I’m planning on picking up a harbor freight one in the next week or two.

The incentive is massive IF you can find a trustworthy non equity partner. In this setup the owner can still depreciate the aircraft and write off the majority of his expenses. So you can save 50k on your taxes during purchase (not possible in a normal partnership) and then only be responsible for half of the fixed fees of which might be reduced another 40-50 percent by Uncle Sam. It is a genius idea and one that could play huge dividends on an expensive turbo prop.

Call up us sport aircraft and get a written quote for a full install on a 172m. My guess is 50 percent parts 50 percent labor including a new panel. Add on a waas gps if not already installed. Still a lot cheaper for the full blown system it is but not ideal if you already have a nice engine monitor, AP, and adsb out.

I can’t believe the number of used Cirrus aircraft selling or at least advertised for 80-90 percent of new value with 1000 plus hours on them. I’d want the new plane smell if spending over 1/2 mil on a SE piston plane. They must have some good used car salesmen on the lot if they can move overpriced used aircraft like that.

The secret for the royal treatment at Cirrus is being 45-60 and have your wife (or husband) dressed in designer whatever at your side. Otherwise you’ll be lucky to get a bottle of water.

Back in ‘03 and ‘04 I flew in and compared the new g1000 182, Mooney Ovation, SR22, and the Lancair 350. Flew the SR22 at OSH, and was in the back seat of the Lancair at Lake Tahoe. The Mooney rep flew the ovation and spent half a day with us at our home airport. All sales reps were very professional but without a doubt the Cirrus guys had a well oiled machine even back then.

I think Steve from Garmin said that the unit itself can handle more than one input but the STC currently limits the unit. The HSI can switch between two nav sources (like the 750/650) and will show both (via RMI?) at the same time. So at this time only the experimental version will select between sources but that could change next year or next week if Garmin wants to. I’ll try to find the thread.

The TXI would interface very well with the 750 for charts, flight plan info, etc. Keep in mind the Garmin system needs the gad 43(e) which is about $5k including the required unlock. I think you can also add the altitude preselect interface unlock for another $3k if you want that feature. The txi architecture is probably ripe for many upgrades in the future. I’d want to make sure I was all Garmin to make sure everything worked seamlessly for the next 15 years.

Just say OK and move on I would feel a lot better about my own coverage and the future of lower rates for retracts if the owner was responsible for the first 5-10k of a prop strike. I think someone said 30k was about average for each occurrence so the insurance is still pulling their weight. I guess I favor higher deductibles for everyone.

It would be nice if the Garmin 660 could be programmed to call out “check gear” at 500 or 300 agl like it currently does for 500 agl. Would be one more good reason to spring for it this summer.

This happens on every approach but I’m in the process of instrument training so I think he’s trying his best to distract me at critical times.

@gsxrpilot could gain similar capability with the gad 29(b). If the aspen fails the 540 and g5 take over. If the 540 or 165 fails the other interfaces with the aspen.

Not disagreeing but the R with speed brakes and a three blade prop can come down like a rock compared to a 2 blade J or short body.

Kind of a reinforcer to always have the portable ready to go at a flyin etc to keep a fellow pilot from having to call the insurance company.

Very nice, tons of backup. 2 batteries 2 alternators 2 full back systems to the Aspen 2 gps/nav/com Very Nice!

Call Jeff, he is VERY knowledgeable about everything O2 related. Talked my ear off with a massive amount of Mooney specific info. Reasonable, and has many positive reviews on BT. He will test your equipment and fix what is necessary up to a full overhaul.

The MX20 is 5 inches tall vs 4.6 for the 530/540. I’d recommend the 750 because of the clean install needed and the similar although slightly smaller size of the mx20/gx60 and the 750. Spend the extra on the gps before replacing the audio panel etc.

You might also need a step down pressure regulator to lower the inlet pressure slightly, going from memory.

The L3 is the only one that is legal from my understanding. The Sandia requires a field approval.