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Cruiser

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Everything posted by Cruiser

  1. you seem to understand the process. You hit all the key data points. Your procedure seems fine. For normal operation, you were way too LOP, there is no reason to operate that far LOP unless you just want to save fuel and are not in a hurry to go anywhere. 65% HP would be 8.6 gph FF. You can experiment with the settings but anything above 5000' AGL you should be full power and lower RPM to set the desired performance. Monitor the CHT, EGT and FF as you are doing.
  2. now that is what you call a HOT SPOT
  3. please see page 24 of the JPI manual for alarm function. Can you upload the JPI files to Saavy Aviation and post the link here for us to see?
  4. Any power more than idle is dangerous. There have been several "close encounters" because of high power starts.
  5. if you know you will be hot starting the IO-550, set the power to high idle, and pull the mixture to stop the engine. When you are ready to start back up, do not touch the power, RPM is high and MIXTURE full rich. Do not adjust anything else or try to purge, cooling, prime or whatever else you want to call it. Just engage the starter, it will fire and run on its own Be ready to use LOW BOOST if the engine stumbles. It should need BOOST for only a couple seconds. This procedure is from the Continental factory reps at one of the Mooney conventions several years ago.
  6. "I feel the need... the need for speed"
  7. can you download or get the historical engine monitor data to look at? I would be particularly interested in Cylinder temperatures during climb.
  8. I ran LOP in my M20J - IO360 Lycoming and got a reliable 148-150 KTAS. There was a slight roughness because of the fuel flow between cylinders was always slightly different. The pesky #2 cylinder was always richer than the other three. I ran LOP in my M20R IO550G Continental and got a reliable 168- 170 KTAS. That was always smooth, sometimes with 0.0 difference between six cylinders. In the M20J I could depend on 16 to 17 mpg but with the two extra cylinders in the M20R the best efficiency was 13.5 mpg. Physics is science, Fuel, Air, Mixture are all known elements of running an internal combustion engine. My (or your) believes of how they work does not change the science. Mooney's are the most efficient airplanes every manufactured. Running as BSFC fuel flow is the most efficient way to operate them. and that is all I have to say about that.
  9. perhaps you are being mislead by the terms...... the POH list are recommended values proven by actual flight test. They do not necessarily represent 'safe' values (or limits unless in the limitations section of the POH) as you are suggesting.
  10. All of this good advice points to a single issue that most pilots fail on..... PRACTICE. These kind of accidents are much less likely if pilots stay proficient in emergency procedures.
  11. this is a common problem. Several mention on the BeechTalk forum also. Sorry, but I cannot find and solutions mentioned that fixed it. Seems Garmin is silent about the matter. If anyone knows how to fix it, please post a solution.
  12. Not a problem but something to focus on, the IO550 on the nose pushes the CG forward, do some W&B calculations to see this, After landing and the plane stops flying the nose will want to "drop like a rock" if you don't aggressively hold it off.
  13. as with many other models, the Ovation gets mushy going that slow, Not as responsive to the controls and gives the pilot and uncomfortable feeling. Not an excuse, only an observation.
  14. I have no opinion on the chain of events leading up to the decision to go around. Once that decision was made, the outcome was inevitable. It sounds like the airplane got behind (backside of) the power curve. When on the backside of the power curve, the airplane will not climb and with obstacles ahead, the only way to react is to pull back in an effort to make the plane climb, but it is impossible to do. The plane wallows in a very high angle of attack just barely flying, It is going to go down even at full power. A very sick feeling when there is nothing you can do to stop it.
  15. Very much the opposite. Public airports must comply with FAA regulations. Building an 8 bay nested T-hangar on a public airport will cost in excess of $500,000. utilities can easily add another $250.000/ Even with full occupancy that is a long time to recoup the investment at prices the airplane owners want to pay. Where is the airport going to get the money up front to invest in the building ?
  16. more people go by hours instead of age If the engine is run regularly and does not show signs of problems.
  17. Regardless of scientific data, dB analysis, ANR research or any other auditory study.... I wear QT Halo's, my co-pilot wears the ANR. I have tried both. The ANRs a nice, the QT Halos are better. I can hear the controller clearer and never miss a call with the QT Halos. not so much if I wear the ANRs. it seems to me that the first word is clipped in the active noise cancelling and I can set the volume lower when wearing the Halos. Just my real world observations. No science involved.
  18. Midwest flyers soon realize the going west, they will avoid anything higher than 6,000 feet if they can because of headwinds. Going east there is not much difference between 7,000 and 9,000 and you have to fly longer than two hours to really think about 11,000 or 13,000 feet. Flying north or south is a matter of finding the smoothest air and staying there.
  19. this stuff is dirt cheap from an aviation perspective. It is worth trying even if you pull it back out and throw it away. It is not hard to do for someone with a little patience. If it only lasts a year or two it is worth the effort. Cabin is much cooler, but it is harder to see through
  20. Knowing the typical weather conditions in the areas you fly helps. If all winter long you get a cloud layer a couple thousand feet thick that normally produces ice and you only need to get through it to sunshine or the ground. It is pretty easy with TKS
  21. my experience has been the prop slinger always put enough on the windshield that I didn't need the separate windshield sprayer on. It clears the windshield very quickly and I have used it for a quick clear once in a while.
  22. I tried this once when I was above the clouds. Didn't need it until the approach. Turned it on just above the clouds and started getting ice as soon as I entered them. I was on the ground before the TKS started clearing the ice. I would recommend turning it on well before you need it.
  23. check the relay next to the battery. It could be stuck contacts. Everything else in the plane is common to both batteries.
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