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  1. So the radios are mid 70s era, I've owned the plane for almost two years and the same radios in this airplane for at least 30 years. I did do a little more research this morning and the static is still there with the engine off and nothing but the radios powered on. I'm in Colorado, so it's been pretty dry here with the exception of snow a few days ago. I've got a extra radio on the self and I've tried swapping them out, moving radios top to bottom in the stack, but always the same outcome... "Warm up"
  2. "Warm up" is kinda what I was thinking, but it's progressively getting worse. New radios are the last thing I was hoping to hear...
  3. Both radios have the same static, both have separate com antennas. Coax looks in okay shape, but it's definitely old.
  4. I've tried to do my due diligence, but have come up short... My radios "collins 251" have really loud static for about 5-10 minutes after start up. Ground control can't hear me, but I can hear transmissions just fine. After that 5-10 minute period, the static gets extremely loud then goes away completely. ATC can then hear me loud and clear. My question is, can static electricity build up while an airplane is just sitting, then discharge abruptly? And would static wicks help discharge while sitting still?
  5. I guess I can ask a more technical question... When turbo normalizing a carburetor, is it necessary to do anything to a carburetor as long as you don't run anymore manifold pressure then a engine would produce at sea level? Hence the normalized, not charged.
  6. Yeah but does the turbo blow straight into a stock unmodified carburetor?
  7. So I've read all the threads on here about turbo'd C models and the lack of stc's and so on. I've also done all the research I can find on the internet about the subject, but still lacking a understanding. My question is, what are the turbo C model guys running for a fuel system? Is it a modified carburetor, blow through style like something similar to automotive or a draw through style? Maybe a enclosed carburetor with a box or even a Ellison style throttle body? I'm far more familiar with automotive applications of turbos and their workings with fuel injection and carburetors, so the in
  8. Should I try full rich takeoffs? I usually lean for takeoff in the summer, but not as aggressive in the winter. Usual climb outs are between 100-120 mph. I'm going to start with better cht monitoring go from there.
  9. I've considered the same thing. Seems odd to put the cowl closure on, but leave the place open between it and the cylinders. A simple piece of sheet metal and rubber baffle material would possibly stop turbulent airflow into the plenum.
  10. I broke 400 today in Colorado with a oat of 9°f.
  11. I've got no way of measuring fuel flow, just fuel pressure.
  12. The forward rubber seal, if we speak of the same seal, is new and fits about as well as one could get it. I even took silicone and ran around the bottom where the rubber sits in the little tray at the front of the cowl. I'll probably regret that move when I need to remove the bottom front cowl piece for anything, but I was desperate....
  13. So more than likely, what's under my cylinders is what lycoming/Mooney wants as far as sizing, but the gaps might need adjusting.
  14. New member, but I've been reading and observing for two years since I bought my first Mooney. Like most c model owners, I fight with cylinder temps. I've done my absolute best at sealing the plenum and all baffles around the front of the cowl. I'm positive it can't get any better... Still seeing high temps on climb out and takes a long time to come down even when I level off. A little background on my airplane, 1964 m20c, low time engine, powerflow exhaust, lasar cowl closure and factory single cylinder temp gauge in the #3 cylinder. My question is, should I consider altering/adjusting th
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