DC_Brasil

1990 M20J Standard Lycoming IO-360-A3B6D I usually like to fly as close to 10K as possible depending on winds, operating LOP and WOT. At 2200 RPM, I usually get around 140 Kts and between 7.7 and 8.3 Gal/h depending on weight and temperature.

I second that. One other thing to consider: avionics installations have two things to take into account, which are parts and labor. If you installations, let's say, a dual G5 today, and a new GPS in 18 months, you'll pay for all the time to disassemble and reassemble your panel now and, again, when you do another upgrade. So, if you're going to upgrade your panel, even if it is in phases, plan ahead what you think is going to be feasible in the near future. This way, the shop can already have some of the wiring and spacing behind the panel in a way that will minimize costs in the near future. Also, ask your shop for quotes for additional equipment (even if you aren't thinking of it now). Ut may be financially sound to invest in some equipment if the labor part will be roughly the same (once your panel is all exposed and wires being redone).

One other thing to keep in mind, in regard to sticking valves and lead deposits, is to pay extra attention to moments when power output is low, like ground operation before takeoff and after landing: lean the mixture aggressively, to the point that the engine will definitely not make meaningful takeoff power. I usually lean until the engine runs rough and enrich slightly. If you do it like that, you'll notice the power output even to taxi out is very small and you need a lot of throttle. This will greatly reduce the probability of lead deposits and spark plug fouling and, since the engine will not make takeoff power, the chances that you'll takeoff with partial mixture are minimal if you forget to enrichen it before it is time to fly.

If I am not mistaken, from all that I've read, you're both correct. Hotter is better to avoid solid deposits on the valves and cooler is better for cylinder longevity. However, CHT alone will not determine one or the other. You should also consider how the engine is run in terms of power output and fuel mixture. The lead deposits that could bring the valves to stick tend to adhere better at lower CHT temps, but that usually happens if the burn is not as "clean" as possible. To account for that, you'll want to operate on the LOP side of mixture, where the leftover fuel and lead deposits tend to be minimal, even with lower CHTs. If you're going to operate ROP, where you have more power output but also probably more leftover lead in the cylinder (as not 100% of the fuel will be burned at each power stroke), you'll want to run the engine hotter (closer to 380, 390 CHT) to account for that excess lead. You can do that by running higher RPMs for example at ROP. I usually run my engine (M20J with an IO-360-A3B6D) as LOP as I can and with lower RPMs for long flights, and I get CHTs in the 350s. What I usually see at 10,000 feet is: 2200 RPM, LOP, WOT, and I get 143 Kts TAS burning 8.3Gal/h. If I want a ROP best power cruise, I will see CHTs in the 385 range, with 2500 RPM, closer to 10 gal/h and 155 Kts TAS.

That's my setup. I am loving it.

I must have missed that detail about the file format. Thanks! Will try that and come back with a feedback.

Hello everyone. Here in Brazil, in some more congested airspaces, we have some VFR corridors with many visual reference points, many of which are compulsory reporting points in an advisory frequency or with ATC. I have made those fixes as user waypoints with Garmin Pilot and wanted to import them to the G3X. I followed the guidance of Garmin Pilot: at the user waypoint page, I clicked on export and saved the CSV file it created into the G3X database SD card. However, when I put it in the G3X, and go to the user waypoint page, click MENU, it shows all options EXCEPT "Import". Import appears as a "faded" inactive option. Any tips?

When I had to choose my backup attitude indicator I had the choice of G5 versus GI275, and chose the G5. I had the opportunity to fly briefly with aGI275 equipped C172 and found that, although very capable, the 275 seems to be very small for the amount of information it can display. It felt crowded and polluted (for an ADI). I think the VOR/CDI/MFD GI275 is good and never seen the engine version in person. My thoughts were: I will have to rely on that thing if my G3X fail, so let's make sure I have a clear easy picture of attitude with less clutter in front of me. But that thought is for a BACKUP instrument. If you're choosing it for primary, then other considerations apply: which AP, navigator and other equipment you'll have installed. The GI275 is way more compatible with other things: for example it has a version that can drive analog attitude driven autopilots like the KAP 150.

I recently had a problem with my battery while away from home. It showed charge but wouldn't start the engine. The FBO had a GPU and I followed normal start procedure as if I did not had the groud power. My M20J also doesn't say anything else in the POH about using external power. When I replaced my battery, the technician told me to use the GPU whenever available/practical for starting the engine. He said it greatly increases battery life as the big startup current is what stresses the battery the most. I don't know if that's true or not, however, since the place I hangar my plane has a GPU available, I have been using it whenever it's possible (e.g. other planes aren't using it).

I have no idea. It came that way from the shop.

On that day I was flying quite light. Only me (200lbs) a light backpack and the fuel. I think it was the lowest FF I've seen so far. Usually my engine runs smooth around 8.2 gph.

Hello everyone. I'm thinking of purchasing the Alpha Systems Eagle AOA indicator. For those of you that have it: 1 - Do you like it? I'm reading very positive things about flying the doughnut on final approach (top gun feelings?? Ha ha ) 2 - Did you calibrate the stall AOA with or without flaps extended? 3 - Did you install the flap module? Thanks

I also do the Big Mixture Pull until I feel loss of power and enrich slightly so engine runs smoothly. This is what I got last flight. Mooney M20J with IO-360-A3B6D.

@ArtVandelay Did you also replace the ignition key-switch for any other system (toggles or rockers)?

Thanks @Pinecone for the info. Do you have a Part Number for those locking toggles?