WAFI

Gotcha, what’s your max RPM on takeoff?

I’ve noticed on takeoff, full power obviously, I reach 2750 RPM so just over redline. I have asked a couple of non Mooney A&P’s and they said that I shouldn’t worry about it. “It’s not going hurt the engine making an extra 50ish RPMs” Note: This usually happens more often than not because of the conditions. Hot South Florida days or time of day. Cool mornings it doesn’t seem to reach over the redline. I rectify this by pulling the prop back just a hair after gear and flaps up and climb out around 2600 rpm. This is before setting up my cruise climb. Should I have the prop “blue handle” adjusted slightly?

I’m to OCD to have one, I would need cheap fake one on the other side. LOL!!!

Great feed back guys, thanks! I figured as much with the 830 not being primary. I though they might be able to share some data and I would still have to keep my old primary guages of course. Oh well, I’m not getting the G3X for the EIS function anyway.

Hi, I’m eventually looking to install a G3X in the future and was wondering if it would be able to receive engine data from my JPI 830? I don’t want to remove the JPI, just want the additional data displayed on the G3X. I personally like having the standalone JPI.

So, my original plan was to go with a G3X, G5, original AI and keep the vacuum to run the autopilot. Will a G3X, GI-275 combo eliminate the vacuum, run the AP and comply with the backup requirements for the G3X or will I still need a G5?

Ill buy it PM sent

Just confirming a couple things. A G5 as “ADI” can drive the Century IIB AP? Can I remove the vacuum system? I thought the AP was driven by the vacuum system? I was told I needed to keep my original ADI as well if I want my AP to work. Is there a Century IIB upgrade to get ride of the vacuum system?

Yep thanks!!

I came a cross an older post a couple days ago but can't seem to located it after scouring this forum for hours. Someone was talking about an overhaul shop up north maybe Illinois, that start with a J*****ll but very cheap prices, very cheap!!! Like sub 20K for a IO-360

Did you come up with a price yet? Ive got a buddy looking.

I guess my question is why do we lean aggressively during hot weather at sea level if we experience lean pops?

Have you had lean pops? I’m having all my intake gasket change tomorrow. I seem to have a rough idle and random lean pop after a flight and landing during the heat of the day.

The lost of signal was a short flight from KFXE - KHWO south Florida area, I wouldn’t think the signal would be degrade there. I checked the Notams with not mention of any activity that would warrant a signal lose.

Well like I’ve said before, I’m new to this aircraft ownership thing…. I have a Garmin 430waas and was wondering when do you send your 430 out for service? “If it ant broke don’t fix it” type of service? Or is there a general rule or time frame I should send mine out? Yes, it has been working fine but I did have a day last week where it lost GPS signal a couple times. It did regain signal and was fine for the rest of the flight. All thoughts are welcome—

Thanks guys for all the info… Definitely learned a bunch of random stuff too.

Great, thanks for clarifying. I'm sure there's some YouTube videos I need to watch.

Motor runs great!!! Not to get off topic but I'm curious as to why you brought up intake leaks since I've heard this before? Is IO-360 prone to having intake leaks? If so where?

Ok, so I'm not that familiar with the JPI functions yet but I'm assuming 1/2gal spread means I can some how check the GPH on each cylinder with the JPI?

I looked at the EI and Garmin 275 but I have friends with the JPI and they swear by them. I've never heard anything bad about JPI. Also, I have the panel room for the 830.

Hey guys-- I would like some feed back on if I should go ahead and purchase Gami fuel injectors for my IO-360-A3B6D because I'm getting the JPI 830 installed next week? Does anyone have a JPI installed without Gami Injectors? I ask this because from what I've herd their a must have if I want to fully benefit from the JPI functions. Any and all feed back is welcome. FYI - My motor runs great with the stock injectors, so that's my only hesitation.

Hey guys, I’m looking for a Mooney CFI to do a ferry flight with me from Blairsville, GA to Jacksonville, FL or Miami. I need 10 hours of dual instruction for insurance purposes. Ideal dates would be Nov. 29 - Dec. 2 M20J 201 I’m familiar with Mooney Flyers and the other CFI list on this forum. PM me if available and interested.

Let me get one thing straight for you— No one is trying to be malicious or misinformed people here. If you would like I would happily willing to talk further over the phone but not to debate, just discuss in detail. I’m a very open minded and caring person. Your choice? Oh, I’ll even fill you in on my back ground.

I second that! Great opinion… “Please, everyone. Stop doing your “research” while sitting on the toilet with your smartphones while lamenting the lack of fiber in your diet. Talk to medical professionals about medical issues and don’t get your medical facts from random people on the internet.” — I’m not going to get into what my medical background is. My opinion— It’s far better to know what your aircrafts ambient cockpit O2 level is so you can supplement with O2 if needed or not, rather than just blindly plugging in. Let’s just use plan old common sense, low SpO2 level in your body is do to a lack of O2 in your blood stream. Lack of O2 in your blood stream is do to lack of O2 in the cabin an obviously because of the lack of O2 at altitude. I hope we can agree on that. Wouldn’t you rather know ahead of time that the O2 levels are dropping in your aircraft and then start your supplemental O2 or lower your flight level? Rather than wait until your perfectly manicured, thin skin, non callused, non painted, warm, with perfectly perfusion finger tells you that you need O2? I rather forgo the headache and risk of being hypoxic but that’s just me. You might say the rule is to start supplementing prior to getting to O2 depleted flight levels. If thats the case why in the world do you in a PlusOx? The reality is people rely on what that little number says to tell them if they need to start using O2 because they do want to waste there valuable O2, if they don’t need it. The next time your around your friend with a PlusOx at sea level, see if all four or five of you have the same readings. Then wonder what all of the readings would be at altitude. Do you go off the guy with the lowest number and let him or her dictate the need for O2? Just thoughts here… have fun and be safe!

P.S. - Those little SpO2 or Pulse Oximeter you see people use or even install in there planes are not as accurate as you might think. More like they can be very mis leading and I would say more harmful than beneficial. SpO2 machines detect the saturation of your Hemoglobin. The misleading part is that most people think that O2 is the only thing that attaches to Hemoglobin so when you see a 99% saturation you think, yay I'm a OK! I'm full of Oxygen! On the other hand your Hemoglobin just might be saturated with CO rather than O2. FACT- A freshly dead human who fell asleep in his car in the garage with the door closed will have a 100% SpO2 reading with hardly any O2 in the body. I apologize for getting graphic. A multi meter that fireman carry is probably the best tool you can have. It shows CO, O2, LEL combustable gases. So, true O2 levels of the aircraft at altitude, meaning don't waste your supplemental O2 if your don't have to. CO level which we just covered and LEL maybe you have a fuel leak. Not to mention it also has H2S reading incase you transport stuff like fertilizer.