Doug G

https://savvyaviation.com/wp-content/uploads/articles_eaa/EAA_2012-12_red-box-red-fin.pdf Sent from my iPhone using Tapatalk

I’ve nearly driven myself crazy with all the data we can get from a good engine analyzer. Bob Kromer was chief Mooney test pilot, see if you can find his articles. His recommendation is cruise at 2500 rpm and WOT leaned to 50 ROP. Mike Busch says LOP in cruise, ROP in climb, avoid the red box by not lingering near peak as you seek LOP. Lycoming says peak EGT for best economy. I think there is a large operating range we can run our Lycoming IO 360s without shortening engine/cylinder life as long as you keep CHT below 400. I would add that too cold isn’t good either and my J runs cool if either too rich or too lean. I had a Bo with a big Continental, that’s another story unless you like replacing cylinders. I’d be interested in hearing from anyone who has had to replace cylinders or failed to reach TBO in a Lycoming IO360 from a reason other than lack of regular use. That would be more helpful to hear than another ROP vs LOP recommendation. Mike Busch documented one making 5000 hours before overhaul, it was a club plane so while well maintained I’m sure it wasn’t run at optimal mixture very often. Sent from my iPad using Tapatalk

I’ve nearly driven myself crazy with all the data we can get from a good engine analyzer. Bob Kromer was chief Mooney test pilot, see if you can find his articles. His recommendation is cruise at 2500 rpm and WOT leaned to 50 ROP. Mike Busch says LOP in cruise, ROP in climb, avoid the red box by not lingering near peak as you seek LOP. Lycoming says peak EGT for best economy. I think there is a large operating range we can run our Lycoming IO 360s without shortening engine/cylinder life as long as you keep CHT below 400. I would add that too cold isn’t good either and my J runs cool if either too rich or too lean. I had a Bo with a big Continental, that’s another story unless you like replacing cylinders. I’d be interested in hearing from anyone who has had to replace cylinders or failed to reach TBO in a Lycoming IO360 from a reason other than lack of regular use. That would be more helpful to hear than another ROP vs LOP recommendation. Mike Busch documented one making 5000 hours before overhaul, it was a club plane so while well maintained I’m sure it wasn’t run at optimal mixture very often. Sent from my iPad using Tapatalk

The output shaft length which puts pressure on the speeder spring was set to the wrong RPM. Sent from my iPhone using Tapatalk

The GTX-345 isn’t cheap but is certainly one of the best, the Skybeacon will get you legal and the wingtip version can provide ADS-B in for very little money. It worked in my Swift just fine. As people have mentioned it depends on if you want to keep a basic panel or if you want to keep improving the avionics as many net becomes available. Spending the money once is better than doing the same thing twice. Sent from my iPhone using Tapatalk

To close out this topic, it was a configuration problem in the governor. It took two tries to fix it, after the first it wouldn’t cycle at all. Second time was a charm after they consulted with someone with more expertise. Now, after removing and installing it three times, I just want to get even with whoever decided the back of the engine was a good place to put the governor. Thanks for the input! Sent from my iPhone using Tapatalk

Hopefully the bench test will tell us what’s wrong. It’s unsettling because it’s intermittent, the usual “it worked fine here.” Sent from my iPad using Tapatalk

Agree on final but I’m just pulling back to 22 MP on approach, that seems a bit high for this to happen. I used to go to 15-18 MP before I dropped the gear,

I just had the prop governor overhauled in my M20J. It’s going back to the shop to be bench tested but I have seen situations where everything tests fine but the problem remains. So thoughts from people who know more about constant speed props would be appreciated. Bottom line, when MP is reduced, usually below 22, the RPM drops along with the MP. Since I’m in an approach environment I push the prop full forward and don’t get more than 2500 rpm. From then on the prop seems to be behaving like a fixed pitch prop, I use MP to maintain approach speeds. Engine oil pressure and temperature are where I expect them to be and the oil is fresh. There are no leaks or issues around the prop and I get 2700 rpm on departure. This doesn’t happen 100% of the time but I can’t think of anything other than the governor that could be causing it. It also wasn’t an issue until the overhaul. My thought, tell them to keep looking if the bench test says all is good. Any other opinions? I appreciate everyone’s input!

Pulling off the inspection panels I saw no previous patches, surprising considering the age. Will try to patch it but will stick with the wet tank and get on the schedule at Ft. Lauderdale for a strip and reseal. It just looks too good as it is. Thanks for everyone’s input!

I’m sure there is a post in history but I sure can’t find one. I’m dealing with a second fuel leak in 3 months, since it’s a 1977 J I’m sure there will be more. So, facing a full repair or replacement. Bladder will add 55 pounds but should last many years. A full reseal will be 7 years and reasonably priced repairs after that. So what has been the experience of this group? The price difference isn’t enough to worry me, I do wonder if the bladder will still yield 64 gallons usable and if the reseal will give me at least 10 years. Sent from my iPhone using Tapatalk

Thanks Bigmo! If anyone needs a safety pilot for instrument proficiency or just someone to tag along in the right seat I’d welcome the opportunity.

Mike - I was going to ask about the Mooney Lunch Group, will definitely attend. Where will it be? I think Sasa sold his Bo but I’m not positive. This storm took us by surprise - 40+ inches of surge in the hangars from a storm 130 miles away. I’m never rolling the dice again!

I’m thinking a J is the sweet spot but I’m mostly focussed on condition, TBO and avionics. I lost two planes in the storm - one I upgraded substantially and the second was a complete restoration. It’s time for one ready to fly, at least for a few years! Doug

I lost my K35 Bonanza in the flooding at KPIE. I’m considering my options and a Mooney is on my list. Does anyone rent one here in Florida so I can try one out? Thanks for the help! Doug