T. Peterson

This is just my philosophy and if you disagree I will not be the tiniest bit offended. I very much like the adsb traffic depiction technology. Today while climbing out of KAIZ heading southwest, the glare was terrible. I did not punt to the technology, as has been pointed out ad nauseum, the technology has limitations. But I do have a lovely bride sitting next to me that is very useful locating the little arrows on the iPad while I diligently continue my outside scan. This works well for me. She warns me of something and then I can scan in the appropriate direction. This has helped numerous times. At least 2 or 3 times just today. Frankly fellows, it’s just silly to pick one side or the other and then attack your fellow Mooney Spacer. The technology is a help, not a silver bullet, but it is a big help. Outside scanning is vital but it is not the enemy of adsb, and adsb is not the enemy of scanning.

The adjustment mechanism is so stiff that the whole housing is turning. Until you get it lubed, try holding the outer part with one hand and turning the adjustment with the other. At least that’s what I do in my K model when the adjustment is sticky. Maybe an Ovation is different???

Amen!! Thanks again.

Hello @hubcap! I flew my plane home from annual today. Your 2400 rpm setting (which I never used before, always opting for 2450 and higher) seemed to be the magic sauce! I was at 9000 feet and I set 2400 rpm, 28 inches mp and rolled back the mixture to 11.6 gallons an hour. All cylinders were well below 380 degrees and TIT was 1578. I was delighted to see 161 kts true, with a stronger oil pressure and temperature. I normally have to burn 12.5 or higher to achieve 161 kts, and my oil pressure straddles the yellow/green dividing line. Today solidly in the green. My wife and I are flying to Lake of the Ozarks from our home in Ennis, Texas tomorrow. I will have 400 miles to experiment further. Thank you so much for the heads up on the 2400 rpm tip! Maybe that is exactly why Continental recommends no more than 2400 max continuous??? Sure wish that made it into the POH.

Nice immediate action! Grateful she didn’t stall on you. Well done.

I just stumbled across this thread, but I have thoroughly enjoyed reading! It’s a great story! Thank you @Echo for posting your wonderful ownership experience.

@1980Mooney certainly assessed correctly, but there are several other posts that were very valuable and reflected serious thinking by the poster. I am not suggesting that you are being dismissive of the others, but I want them all to know that I am very appreciative.

Airplane is in annual right now, but my first trip I will try your numbers and let you know. Keep in mind my engine is tired and I don’t have the aftercooler.

Thank you for that! I’m going to try the cruise setting you describe.

You are quite right, but at the altitudes I fly, I don’t think the 10,000 AMU investment which would push the whole project to 80,000 is worth it. I have instructed the builder to install GAMI injectors as I believe that for the money their benefits would be more advantageous at my favorite altitudes of 11 and 12000 feet than would be the aftercooler at 10x the cost. @1980Mooney really put his thumb on the target when he stated that I probably bought the wrong airplane for my mission. Hopefully I will be able to rectify that someday, but now I will be content with what I have and continue to enjoy it. She has faithfully conducted my wife and I to several different states over the past 3 years to visit family and friends. It is a blessing to own any Mooney, and I would not want to displease the Lord Jesus by being ungrateful. I am also grateful to all you folks for your expertise and advice.

I doubt you not one iota. Seems that contradictions in our aviation world are not as rare as we would suppose. I am very interested in how you fly your airplane. MP, Prop, FF and altitudes. What do you see for temps and TAS? My sole motivation is to learn, not question or criticize! I am especially curious as to MP/rpm combinations. Do you change them up based on altitude or trip length?

I sure wish the engine I was getting for my 231 was a 520!!

Will, I would explore this a little further before abandoning your prior procedure. Something just doesn’t seem right about that. Lots of smart guys have not commented, but two of them have noted that the POH trumps the engine manual. On another thread @hubcap pointed out that Continental says continuous rpm should be limited to 2400. I don’t doubt him for a minute, but that wipes out half the cruise chart in the POH. I’m sure someone will be along to help us out.

1) I hope I don’t embarrass myself. I understand your point that the cold air is more dense, thus enabling higher power and therefore higher temperatures. What I don’t understand is why that manifests itself as higher cylinder temperature than TIT. 2) In a phone conversation with a friend of mine who is also on this forum, he told me that the Mcauley (sp?) two bladed prop is according to the manufacturer most efficient at 2500 rpm. It seems strange to me that any manufacturer would mate a 2500 rpm prop to a 2400 rpm engine.

I have decided against the “aftercooler”! (I wonder if @MikeOH will give me an “attaboy” for a technically correct term even though I don’t have a clue as to why it is technically correct!)