warrenehc

Was told by the machanic he did so after a lot of experiment's he did flying the plane back in the 90’s. Even running at 1650 or under on the tit people were still burning up cylinders and turbos using the factory tit location at that location running at 1600-1590 he found best performance and longevity out of cylinders and turbos. I have been running that from that probe. 15k-17k running 27/22 fuel burn is 17.2-16.8. Here below is a picture 14.5k running 27/22 16.8 a gallon. TIT from inlet (red box from upper picture) shows 1588 from manufacture probe location 1495(green circle from upper picture). CHT’s between 341-360. EGT show low on the graph. Cowl flaps complete closed. Would gladly take anyone’s thought and opinions on that..

Hello, I have two tit probs on my Mooney. One at the intake and one 2-3 inches back towards the wastegate. My understanding is that the tit probe should be located 2-4 inches aft of the intake towards the wastegate. The first probe is on a stand alone JPI tit gauge on the panel. The second is on a JPI 930. I can never get to peak tit regardless of the power setting before hitting 1650. The second probe is always 100 degrees cooler than the first. My CHT’s never get above 365 regardless of power setting speed or altitude based on a 1585-1590 tit reading off the first probe. I feel that is extremely rich considering redline for the cht is 500. I fell 380-390 to probably be the right cht temp for a standard cruise setting to be around best economy/power range. So is the first tit probe in the wrong position. Or was that recommended location after the Bravo update and I’m not seeing that information.

Hello, I’m looking to find interior plastic side pieces for my Bravo. It’s a 1990 that sat outside for a bit I believe and the interior plastic side pieces are cracked and broken. If anyone has any leads on a used set that would be appreciated.

Hello, what all is needed to upgrade the old steam gauges to a GI275 on the G1000’s

Thanks you. Unfortunately this is not the full maintenance manual. But does have a lot of good info.

Hello, I’m looking for a digital copy of our TIO-540-AF1A or B maintenance manual. I have a parts catalog but need the maintenance manual. Many thanks in advance.

Hello, Helping a buddy out in the Mooney market. He is looking for a 2 or 3 Ovation. If anyone is looking to sell or knows someone who is about to and or thinking of selling this let me know.

Hello I just installed a G3 X system into my bravo. I am looking to remove the vacuum since it is not needed anymore. Can I remove both pumps or just the top one. On the lycoming engine parts catalog, it shows the second pump area is a turbo scavenge pump. Is that really a turbo scavenge pump or the standby vacuum pump that can be removed? Asking you all before going to the shop to talk to the mechanic about it. Thanks in advance.

Hello, I have a sentry adsb with the CO monitor. I use to have a F model and never had issues with CO. My M model during climb the CO alarm goes off but when I level off the warning stops. It is mounted on the pilot window in the same place as it was in my F model. I thought it could be the lower pilot side vent since the exhaust is on the pilot side. I closed that and still have the issue. I have checked the firewall and see nothing. Any help would be great.

Not a problem. Thank you for reaching out.

Electronic. 1990 M20M

Thanks Rich. To be more specific, I feel that I am running the trim through its full range. 10-15 full rolls of the trim. When rolling full up and full down the elevator appears to be moving its full range from the outside while watching it move. The panel was replaced in the upgrade. Do you think by chance just the trim indicator cable is not working properly. Indicators were located in the same position as original panel.

Hello, I just had avionics work done and my elevator trim position sensor is not normal. When going the full range of the trim it only goes done to the top of the TO setting and all the way to the full up position. Where is the sensor located to adjust back to show full trim travel

With engine off it shows 0 TAS, with the slightest wind around the pitot tube (blowing air near it) causes it to jump. So it seems like it’s prop wash getting over and manipulating the TAS on the ground stopped. Different from last Mooney with Dual G5’s. I didn’t have that happen.

Ok thank you in flight thing seemed ok but on ramp at idel it showed 20k.

Hello all, I just got my plane back from the avionics shop with G3X and G5 upgraded. When stopped on ramp the IAS shows 20kt while stopped on the ramp. I have seen treads on the internet about this but for some reason I cannot locate them. Any help would be greatly appreciated. Thank you.

Hello, Does anyone have a good recommendation for an experienced shop in AZ for a tank reseal.

Hello, In working with my mechanic to insure airworthiness after installing GARMIN G3X and GFC 500. You have to secure the panel using the shock mounts unless getting 337 to hard mount the panel back in place. Garmin cannot approve that change with there STC. My avionics shop stated they would still be using the shock mounts. The next thing was moving the toggle switches on the panel. Per my mechanic, to move the toggles from there current location on the panel one of a few things have to be in place. 1. Mooney drawing showing toggles in different location 2. New 337 approving 3. Old 337 for model and following those placements 4. STC from shop allowing them to place toggles in new locations key word used for all was “APPROVED DATA” With that all said does anyone have access to any of this approved data to relocate some toggles on the panel?

Hello, new owner here. Is the rudder trim on the panel tied to the KAP 150, or is that ran independently? Asking because I’m looking to upgrade my autopilot.

900’s was installed 50 hours ago. I opened up the cowling. The original individual JPI probe is at the inlet of the turbo. (The one running 1600) The new one on the 900 is back to the right where it looks like it was designed to be installed at..

I am having the opposite experience based on FF. Stand Alone JPI TIT reads 1600 when my JPI 900 TIT reads 1500. Fuel flow is 3 gallons per hour high (based on peak TIT) so I’m guessing I’m about 2 gallons high for running at 1600 on the hotter TIT.

To add to it all, I am going to install Duel Garmin I275’s so I will be pulling all the old king stuff and the vacuum system. Question is if I install a KCP vs my KAP will that add altitude pre select to the whole operation

With what you listed above, does the KAP150 need anything else do drive a preselected altitude from the GI275 or will the 275 do that when selecting altitudes on its own?

Hello, I am new into the Bravo and am wondering if I can remove the vacuum system. I am installing dual G5’s soon. That is when I would remove. It has JPI 900 and Garmin 650 and KAP150. After swapping for the G5’s I don’t know of what else needs the vacuum system. Am I missing something? What is everyone’s experience removing the system?

Yes, you are correct. It’s a B&C. we checked the alternator and it was fine. Believe we violated it to somewhere between the battery and the breaker. With everything off, and when I turn on the master that is when it pops.. We removed all wires from that regulator one at a time and it kept popping we removed them all and isolated the regulator and it still popped. No new equipment installed. replaced breaker still pops. we disconnected everything around the battery and cleaned all of the terminals and reconnected everything. Still no luck. prior to it completely failing it would pop and I would be able to push it back in and it would all go back to normal. I did this for two flights of three hours total time now, when it pops, I can push it back in, but it will not stay engaged.