bmcconnaha

The only other option was the three blade top prop. It had an rpm restriction, the two blade doesn’t. I hate removing cowling with a three blade.

will do! hartzell top prop two blade. i was level last night at 10500, and it was pretty warm. still making well over 160kts true. seems to work well at altitude! planning to replace the junk ignition harness lycoming supplied with the engine next week when i replace the mag. ordered a new maggie ignition harness. if it works as well as thier customer service, ill be thrilled.

update to this thread. The electronic ignition was believed to be the culprit. i have the lycoming branded surefly. the aircraft is a 28V airplane and there is a known issue on the surefly side on some airplanes. I called surefly, but they couldnt give me a power conditioner since mine was a lycoming branded mag. I called lycoming, they let me know they sent me an old magneto when they shipped my new engine this march. they have updated the software on the mags to not be so sensitive to momentary voltage spikes. the revision on the new mag is L, and lycoming tells me the ligtning protection circuit will not activate until 60V know, and should cure my problem. Ill update when it is in next week.

appreciate that. i got it working this morning. used my ram air bulb, since i no longer have ram air. so for now i am good. the bulb ( for future reference) is a two prong AML7327. thanks to everyone who replied. fix was easy

Thanks skip. Mine only has two screw, but I will pull them off and take a look.

Just received my plane back for getting an audio panel installed. The gear down light doesn’t work any longer. Both when I press the test and when the gear is down and locked. Suspect the bulb. Anyone know what bulbs are in a 1990 28V J model? And how to get to them?

Might have a line on a pristine one from a friend who is thinking of an IFD upgrade from us

yes, its the SOARS kit i am after information on peoples installation on

I’ve had an Sr22 with them, I’m aware of the costs. These airbags are in the lap belt. It appears this installation manual leaves a lot up to the installer, but looks easy enough. Doesn’t actually even connect to ship power

Nice paint, mid time engine. Original interior and panel though. I wouldn’t define this as top of the market. Maybe top of what currently is for sale.

Just a followup here, @LantisPDX, did you get your kit and get it installed?

A pristine layer J I was told will easily eclipse the high 100s to low 200s. You will be into it way more to get it there. I’ll be in mine well over that when it finished. But, it’s a great plane and fits my mission profile well enough. Although Jimmy did tempt me with a bravo the other day, lol. I’d get it airworthy, no more, put 25 hours on it and sell it, assuming the goal Is to get out of it with the least damage to your wallet. FYI, I paid just over 100k for a nice in annual 1990 j 8 months ago. Probably put 90k in it since, not even close to being “done”, and I was told it’s probably 170k plane as it sits.

I am leaning with having hector do mine, but its a 1 in front of that 6 currently....

Thanks, Eric. I’m going to have the cowl off for an oil change tomorrow, any idea where to find the shunt?

Interesting. Mine was rock solid until yesterday. I landed, picked a friend up and took off. On climb out it started doing that.

Video attached. Amps are all over the place, but voltage remains relatively steady. Any ideas? IMG_3008.MOV

I had the remote mount lynx in my Cirrus. I have the panel mount in my Mooney. Like the panel mount much better. The only reason I could find to do remote mount was if the panel mount physically just didn’t fit, like it didn’t in my cirrus. We sell 10x to 1 of the panel mount vs remote mount.

Pulled the belly of the airplane to look for and fuel leaks. None noted. We inspected the gascolator while we had the belly off and found nothing. We looked at the fuel inlet screen. It was also clean. I flew several hours yesterday and it ran great. No long legs like when the event happened, so there is that, but probably an unrelated variable. I’ll have the service center take a look at my boost pump, but I’m thinking I’ll have it overhauled when It’s there for annual.

ill PM you some info.

162 was the fastest i had seen. I've seen 168 with the 390. i expect it will be a little better after a proper rigging at a mooney service center next mo

yes, it is. I work for avionics source with Chase, and am happy to answer any questions for you. shoot me a PM here, or email me at bryan@avionicssource.com. Thank you

this was the previous day from Salinas, CA to Redding CA where the plane spent the night on the ramp. it was the following flight that had the "event" https://apps.savvyaviation.com/flights/4917480/f044d8c0-3395-4340-9ac9-f4ba0217f7f6 this was the flight home from Prossor, WA to Coeur D Alene. this was the flight after I landed and checked things out https://apps.savvyaviation.com/flights/4917482/dbbd15a7-af74-4c6b-960c-86223e017dfa

For those interested. Savvys reply: Hi Bryan,Glad it was a brief episode and appears to have cleared itself.Based on the limited data we have to work with, we can't be entirely sure of what this was. But it does have all the symptoms of a mixture event as opposed to a ignition event. I believe we can rule out ignition because we would expect to see the EGT rise corroborated by a drop in CHT, but instead of a drop in CHT we see a small rise in CHT1 & 3 and no change in 2 & 4 - and where only seeing a small rise of 4-6F. And of course we're also seeing a significant momentary drop in FF which supports the lean mixture event theory as since the 80+ RPM drop with no drop in MAP, could cause the FF drop. So although its a very brief event, what we see fits much better with a ROP mixture event showing a brief leaning of the mixture corroborated by a rise in EGT on all 4 cyl, a rise in 2 CHTs (rather than a drop in CHTs) and by the momentary drop in FF. So what could cause this momentary loss FF drop/lean event?We can't say specifically to this event, but typically when they effect all cylinders as it did here we're looking at a brief fuel contamination event caused by air or water rather than something solid like a piece of lint which would effects a single cylinder.Its interesting that you mention the boost pump was on, since when we do get a bit of air in the line from the fuel boiling in the line at altitude, causing FF and fuel pressure fluctuations, the boost pump can be used to dampen if not eliminate this. The pump on should lessen the chance of this being from air - unless the pump introduced the air. But the stronger evidence of FF sensor showing a drop, contradicts the water theory and is more supportive of air passing through the line; despite the boost pump being on. Most likely we may never see this again, but if we do we'll want to see if we can isolate it to one tank (such as a leaky fuel selector) and if it always happens with the fuel pump on or not. Also I would add checking the drain of your fuel boost pump to see if it drips any fuel after operating on the ground - too the things you already looked at. The aux fuel pump drain is just forward of the gascolator drain under the pilots feet - it should remain dry after operation.Of course keep us posted if this re-occurs but the vast majority of times we never see these kind of events repeat.

I haven't explored lean of peak with the 390 yet, as I'm trying to keep it producing as much power as I can during the first 50 hours, but I definitely plan to. LOP would have enabled me to make it easily non stop from south of San Fran back to norther idaho.

Good points. Plane was out on the ramp for a couple days while I was travelling. I did check the vents before I took off, nothing was apparant. I took off, burned ten gallons on the left tank and then switched to the right tank where I burned twenty. I had just switched back to the left tank a gallon or so ago before this happened