A64Pilot

Lycoming says continuous oil temp should be between 180 and 220, and seemed to indicate that he Vernatherm rated temp is the fully extended temp, not it’s beginning to move temp. http://www.yeeles.com/Reference/Hi-Temps.pdf

I see very little if any difference in speed on my J too, I will do whatever is necessary with cowl flaps to stay in the middle of the green arc myself, I don’t have a monitor.

Any thermostat has two temps, one is the cracking temp where it just begins to open and the second is the fully open temp, they are gradual devices, it’s not an on or off thing. The rated temp is I believe the cracking temp. From the oils perspective 200 is better than 180, 200 is more likely to actually cook off all the moisture. ‘Most all high performance automobiles as a example have an oil cooler, the oil cooler uses 195F coolant as the cooling medium, so it’s actually an oil heater unless oil temp is over 200, so they maintain oil temp somewhere usually between about 220F and 195F. It was Exxon that told me that they like to see oil temps of around 200 when I called asking if I should shorten oil change intervals as I ran 200+ but under 220 during Summer months. 180 is the min acceptable number. They couldn’t speak for the engine but said their oil is happy and not experiencing any degradation until temps way above the engines max temp rating. So if they are correct and as they manufacture the oil I assume they are, the oil temp limit is an engine, not an oil limit. ‘Now I assume Exxon wasn’t a super oil and Shell is similar. I ran Exxon Elite back then, and just used my last quart the other day.

Humidity plays a big part, it greatly decreases air density and therefore engine powerJust off the top of my head your density altitude at 2,000 was likely about 5,000 https://www.faasafety.gov/files/gslac/library/documents/2011/Aug/56396/FAA P-8740-02 DensityAltitude[hi-res] branded.pdf Your difference in book speed vs actual closes up at slower airspeeds as the power required is less ‘Any airplane that makes book speed is unusual, then we are pretty much left with the inescapable fact of what it is, is what it is, check timing sure it’s easy to do. A GPS is phenomenally accurate in determining speed as a shed load of measurements are averaged out, it’s way more accurate than any true airspeed display can or will be, the fancy TAS indications on the glass displays are about as accurate as the % power readings on the fancy engine monitors are. So far as flying at high power in hot weather with the cowl flaps closed, I can’t or won’t as I like my cyl head temps in the middle of the green, any higher than the middle I’ll open the flaps by whatever amount is required to keep the heads cool. ‘In hot weather I believe the maintenance manual says to adjust the flaps to where when fully closed, they are a half inch open or so, mine are a quarter inch as I will often cruise real LOP and way back on power and need them well closed fo keep the heads from being too cool. But don’t be afraid of using the flaps to cool the engine, that’s what they are for, if it hurt to have them open the POH would say so.

Read this https://resources.savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2010-10_egt-myths-debunked.pdf

IF you notice your running higher EGT’s than usual, especially if the airplane just came out of maintenance, check timing, incorrect timing can raise EGT’s, and if it’s just one cylinder, suspect a stuck valve or anything that could reduce compression, broken rings or whatever. To see how timing can effect EGT, do a mag check and watch egt when you do, it will increase significantly, retarded timing will usually increase EGT

Back in the day, EGT gauges didn’t have numbers on them, and that’s the way it should be. The number is completely irrelevant, all you need to know is how much less than peak you are, so yes you need to know the graduations but not the number associated with them. Since adding temp numbers to the gauges, people have become concerned with total temp, and for a NA airplane it’s completely irrelevant, as there is no max allowable EGT. If memory is correct lower compression engines will peak well over 1600F, first time I saw that I thought something was wrong and became concerned with running the engine so hot.

For things like mountain bikes etc. it’s not so much interior space as it is the size of the hole it has to go through, and the wing it has to go over A folding mountain bike would be a real PIA, best folding bikes are Bike Fridays or Brompton’s, but you pay for what you get. Might get a Bike Friday though the baggage compt door. A Dahon is a good mid priced alternative, I have three Mariners, one motorized and haven’t tried to get any of them in the Mooney, they will fit, but getting them in and out is going to be tough. For hauling stuff, get a Maule, 130 -135 kt cruise and station wagon type doors, a good one is in your price range and nothing is cheaper to maintain than a Maule. For those that don’t understand we keep our tailwheels because they are a challenge to land, they require a skill set that nose draggers don’t and not much beats flying around with the door off or the windows open and your arm out like a car. Oh, and if any are interested the C-140 prototype first flew two days and 76 years ago. Think about that a minute, we were still at War with Japan, the first nuke hadn’t been tested yet, and Cessna is building a Civilian airplane for after the War. ‘My little 140 is 75 years old and will outlive me barring a major incident.

My mistake it’s a -21 https://turbineconversions.com/conversions/turbine-206-cessna/

You may be right, but most turbine GA conversions are for those that money isn’t much if a consideration, you know the people who buy new aircraft types. ‘Most but not all, a Friend has done many turbine conversions, name of his company is Turbine Conversions Inc. he specializes in working aircraft and PT-6’s for example he did a PT6 conversion on Cessna 206’s for a jump school, rapid climb and fast descents are the way to make money, and you can set the prop pitch flat on a turbine and comedown like a rock. -27’s I think, but pretty much anything from a -11 to a -27 may be suitable for a Mooney. ‘Now realize that the -66 in a TBM is roughly a 1700 - 1800 SHP motor. derated to 800 or so for high altitude performance, so while a -27 may sound like a lot for a Mooney, derated for altitude it’s not.

This is a dangerous statement as aircraft and conditions differ, but my airplane is way safe at 725C, and it’s awfully close to best power. ‘If you pull back to 75% or less and slowly lean to peak, you may get to 800C or close to it, or at least I can get close. However peak is a function of conditions and cylinder compression, one reason why cylinders will peak at different temps is slightly different compression ratios, low compression motors will peak at higher temps. Engine monitors are nice and good for troubleshooting, but they aren’t as necessary as many woud have you believe. Your airplane has flown for how long without one? When I have the excess money floating around I’ll install an EI UBG-16 myself. based on I know the people and know I can get great support if needed. ‘At 75% or higher, be rich, best power or richer. I define normal cruise as a power setting at or below 75%, once below 75%, you can pretty much do anything you want to with the mixture, you can’t hurt the motor, it’s not making enough heat to hurt itself. I like 65% or lower to add an unnecessary safety margin. Only time I’m above 75% is takeoff and climb, I never cruise above it for engine longevity.

He may be converting though. On edit, problem with recommending a set EGT is it’s a sliding scale, there are low power settings where peak is entirely correct and power setting thst it will cause damage guaranteed.

I believe he’s like me, only has stock instrumentation, and it’s marked in C for some reason. the smallest increment if memory is correct is 25C. 25C = 77F So if he is 50 degrees rich of peak on a stock gauge unless he’s converting to F, then he is 122 F ROP If running ROP, a little extra fuel is a safety margin

50 ROP is fine, but too hot for me at high power, it’s a good safe cruise mix though,a little richer won’t hurt, a little leaner could depending on power setting. Look at your cruise charts, I pick 65% as a safe number, at that power or below you can’t hurt anything wit the red knob, above 75% and you can. Being risk adverse and knowing what motors cost I stay way safe, so if I’m wanting LOP that means I’m sacrificing speed for economy, so to further maximize economy I run at 65% cruise, which isn’t bad, it’s what my Maule and a C-182 cruise at, at higher power and fuel burn. ‘I downloaded an app called aircraft power that tells me percent power, I’ll attach a photo, at 22 squared your only at 55% power if ROP, less if LOP, so making 130 kts on 100 HP ain’t bad at all. ‘This app is apparently conservative compared to our cruise charts, it apparently says our power is higher than the charts, I don’t know why, but using the chart to stay below 75% is conservative. On edit, if your going to cruise ROP and ROP is safe and has been done for a long time, err on the rich side, if you decide your at a training level to try LOP. do so only well below 75% and err on the lean side, running her as lean as she will run smoothly is safer then say 25f LOP. As you don’t have a way to watch every cylinder EGT, if you decide to give LOP a try, do so only at lower power settings,that way if you have one cylinder that is much richer than the one with the probe, you can’t hurt anything.

If your lean of max temp, then your lean of peak. Be careful leaning at high power,you can hurt things if not lean enough. Personally I won’t go LOP at high power and won’t even do a lean find. But then I enjoy the economy more than the speed, why 22 squared and 7 GPH is my favorite down low cruise, going for breakfast etc. To make book speeds you have to be ROP, a lot of the magic of LOP isn’t so much LOP as it is reduced power. To make book speeds you will likely need to run 725C and of course be ROP. One should never give absolute numbers but I bet 725 is safe, on the rich side of safe

Where is your mixture, if LOP then I’d say you are about where I am as I run 22 squared often at 7 GPH and get 130 ish speeds, but faster if ROP. But 24 squared if ROP then I am closer to 150 kts. WFO and ROP down low I’m at 168 kts. but also about 15-17 GPH keeping things cool. I think we slow down in Summer

I used to participate in hot section inspections on Ag aircraft (PT-6) and don’t think it cost even a tenth of that unless you found damaged components from over temp operation or clogged fuel injectors. Of course looking for damage was the purpose of an HSI. A complete overhaul for a smaller Pratt may run $250K or so at TBO or of course may run much more if run until there are problems. ‘I’ve seen a -34 at 10,000 hours, and many run up to 8,000 hours before major work, but they kept up with nozzle inspection / cleanings and HSI’s too, a turbine is truly a pay me now or pay me later thing. Think about it, if they were phenomenally expensive, you wouldn’t see so many on old Ag planes, yet you do. Now one is WAY beyond my budget, I couldn’t even afford to feed one, but many have way more money than me. Oh, and I believe the little Allison’s lose power with altitude quite quickly, as they were designed for a Military spotter airplane or a small helicopter, neither requires high altitude, so pressurization may not be much of an asset with one.

Yeah 245 is high, but from my researching that a cruise of 200 is actually close to ideal, 180 is meant as a min, where I was using it as a target. ‘Anyway a Vernatherm does not work the way many think , we think with cold oil it blocks the flow of oil through a cooler and opens when hot like a car thermostat does, but that’s not how it works, when oil is cold the Vernatherm is open allowing oil to flow though the cooler and to bypass it, when oil gets hot it closes off the bypass portion making all oil flow though the cooler. It works this way because if it worked like a cars thermostat then it would allow a slug of cold oil to go through from the cooler when it opened, but by allowing oil through all portions when cold, it all warms up equally. ‘For this reason it’s important when trouble shooting high oil temp to ensure that the Vernatherm fully closes as in measure it’s length when hot and look for a wear circle on both the Vernatherm and it’s seat to ensure it fully closes. With both high oil temps and high cyl head, I’d suspect airflow, where were the cowl flaps if equipped?

My glasses are, I believe just about any quality glasses are very impact resistant, some form of Lexan maybe, glass is rarely used anymore. Supposedly they will stop a pellet. But I’m still going to duck. A friend took a Turkey Buzzard through the windshield of an AH-64 in Ft Hood Tx, his back seater had earlier hit a kite as well, but the bird hit mostly on the cross bar between the two windshields and pretty much only the guts got through, George didn’t have his face shield down and got some in his mouth and immediately started throwing up as you can imagine. ‘The smell has to be experienced to be believed, our Armament officer wanted to fly so bad he rode in the front seat to recover the aircraft. You could see George’s outline in the seat where he got spray painted with guts. We had the feet mounted and presented them to George at what we called a BFMD. or Birds Fly, Men Drink.

There was one Mayer’s 200 built with a Garrett too, the Interceptor 400, however it was a pressurized aircraft and I think had nice lines, so 250 kts four place and no O2 mask? If your a fan of 4130 tubing construction the Meyers is your bird. https://www.flyingmag.com/interceptor-400-barn-discovery/ The small Garrett makes a lot of sense, but people don’t like Garret’s, say they are loud on the ground, but airplanes like the PC12 have to be idled so high to keep the prop out of the reactionless mode, they may as well be Garrets

Lower angle will give you some better impact resistance, reason why tanks have sloped armor now, but a thicker windshield will likely give you more, both the most. But even laminated glass like a cars windshield can be and is penetrated by large birds, I’ve seen it in a Helicopter, so no plastic windshield will be impervious. Wear glasses because people have gotten nasty infections from a eye full of bird guts.

I’ve got some experience with the baby Allison, it was actually Detroit Diesel and it was for an Army contract to power a replacement for the Cessna Bird Dog observation platform, or a helicopter in the mid 60’s. Of course it ended up in the Hughes OH-6 and later Bell OH-58. Civilian designation of C-250, military T-63. Ones in the OH-58 were the T63-A700 at 317 SHP or T63-A720 at 420 SHP, they aren’t high altitude motors where usually turbines become more capable than piston counterparts. At least in the OH-58 during start you really have to pay attention as your real close to a hot start, and hot starts can be uber expensive, where a PT6 you have to be close to brain dead to hot start one, or become so complacent that your not paying attention. Maule built the least expensive turbine airplane available and at first glance the low altitude light weight turbine engine looked great for a bush plane, it didn’t sell, and last I heard that none still existed, the few there were had been converted to piston. Fuel consumption was an issue. Maule had the 420 and it wasn’t derated I don’t believe. In the OH-58 helicopter 71.5 gls of fuel gave you a 2.5 hour endurance at cruise with a 20 min reserve give or take, less at a hover of course. From memory 75% power is 27 GPH, and turbines don’t burn much less fuel at lower power unlike a piston and of course you can’t lean one out.

Door limits certainly, actuator may be next? The gear themselves are certainly never really stressed at any retraction or extension speed. I’ve seen cracked doors and you have to wonder what stress causes a door to crack, cracks are usually not one time overloads but repetitive stress, a vibration or flutter maybe? But if they are operated so that they don’t flutter or vibrate, then they ought to last well, pretty much forever.

Define “high” ‘When I put the 29” tires on my Maule I fought “high” oil temps, replaced vernatherm etc, even added a lip on the cowling exit to form a low pressure area to pull more air through the cowling etc. Called Exxon wondering if I should shorten oil change interval, Exxon service rep was very nice and explained that the engines oil temp limits were engine limits and no where near the oils limit, oil limits were WAY beyond published engine limits, so no worry with the oil. Called Lycoming and got passed on to an Engineer and was informed that the temp limit wasn’t even close to an actual engine limit but was actually a number that should indicate that there is a problem that needs addressing, the engine can handle higher temps fine, the limits were indicators more than actually physical limits, so if your close to limits but not beyond them and it’s an unusually hot day, that could well be normal. ‘I was running close to 200 continuous and would push 220 in a climb. Worked out that there was absolutely nothing wrong with the airplane, just normal that in hot Wx that oil temp goes high, can’t fix what isn’t broken. So depending on how high your temp was, it may have been normal. Lastly have you had your oil temp gauge checked? I mean checked as in placed in hot water? “shooting” the sending unit with an IR temp gun will give you a good idea too and is easy.

Maybe it’s just me, but I think operating anything right at max allowable speed as possibly causing more stress and wear than is necessary. In a similar vein to operating cyl head temp at 400, I think most understand why that’s not a good idea, well extrapolate that out to all of the other limits. ‘I think we are a CAR 3 airplane, and in CAR 3 there is no accounting for age and fatigue.