georgeb

I fought a similar problem that took us 3 months to find....Same symptoms...on the ground, not a drop, no matter how hard it was run, but fly it for about 10-15 minutes and the entire pilots side of the cowl and subsequently the belly were full of fresh oil. After replacing oil hoses, cooler, 2 removals of the oilpan, all kinds of gaskets, we finally resorted to putting a dye in the oil and found the problem....I had a crack on a cylinder base just above where the cylinder goes into the crank. The leak/crack was hidden by the aluminum baffling that surrounds the cylinders as the base. The leak required the torque of the engine running as well as a couple of minutes to work its way through the baffling and out to where it covered other engine parts with oil making them seem like they were the culprits.....All along I had good oil temps/pressure as well as all my cylinder comps were in the high 70's.... Good luck! George

I picked up 6-8 knots....I shit you not!..I'm telling you, The difference from the stock prop was amazing... . Don't know if something was wrong with my stock prop....don't think so, but like I keep posting on this thread. It's the only speed mod that I've been able to feel.... oh, and Did I mention that this is the only speed mod that I've been able to feel the difference with....

Quote: Jeff_S

I've had one for almost 3 years and just so you know, the Chrome spinner is going away. After multiple mishaps, they're going to a painted composite spinner . They're in the final stages of certification with it and I understand I'm to be one of the first to have the composite spinner. I opted out of getting a polished replacement..they're still having 'issues' with them (at least on our 360 engines). Now, that being said, as far as the performance is concerned, I can without a doubt tell you that it has been the most significant speed improvement I've ever put on my mooney....period. I recently put a stock prop back on while mine is being repaired, and once again, I can tell you without any degree of doubt, there is a considerable difference between the two. George

If I'm alone....Bottle with the wide mount or Gatorade, if not, 2 hour legs to keep the Captain comfortable (my wife). Oh, and by the way...we call them Grampers and I couldn't even get my mom to wear them. She's 75 years old and has to stop every 30 minutes to ...well, you get the picture....That was not a fun flight....3 hour flight from ELP to DAL took over 5 hours with 2 stops in between

Quote: edgargravel This is great news. I have been waiting for this to happen. As far as I knew, only the 900 series of JPIs were certified as primary. Do you have an authoritative reference for this announcement that you can share?

Quote: Pitts1e How are you going to remove the RPM and MP/FP. I didn't think it was TSO'd to do that? That was the main reason I was holding back on installing the 730. The only TSO'd one is close to $5,000! Is it as simple as a 337 mod? Cheers

Quote: scottfromiowa Looks great George. What is the large screen (top right of panel?) It's my Truflight Cheetah 190. www.aviationsafety.com

Just posted a couple of pictures of the 830. They're not very good, but you can see the size of it in comparison to the other gauges on my panel. I can still remove the Tach if I want, but I've already got several holes to plug. The FP/MP gauge is the only other gauge that I may remove. I'd like to keep the Fuel pressure as this is not part of the 830 (at least I haven't seen one yet). I may remove the tach; move the FP/MP gauge to where the tach is and move the 830 over to where the FP/MP is (just to the left of where it currently sits). Just some options I'm considering. The install was far from easy, There are alot of wires on this thing. Getting everything routed (especially the OAT) safely and where they will be effective was a chore. Drilling the holes correctly into the exhaust so that the wires clear the cowl side covers was also taken into consideration. Patience was the most important thing. I'll update as soon as I get used to getting the readings off of it and maybe take some in-flight photos. More later. George

I don't know how it is for you left coasters, but here in West Texas where the density altitudes regularly reach 7k and above, you learn about leaning on the ground from day one (litterally, I learned it from the moment I started my first 360 in my trainer). You learn it or you're going to have to constantly be cleaning your plugs. The technique I use (as do most of the pilots in my region) is to lean from the moment you start up (once engine is running smooth of course) by backing off the richness until you reach peak rpm and then give it a couple or four twists (about a 1/4 " for me because I have a quadrant) and leave it there for a few minutes while you do other pre-flight stuff occationally reapeating the process until ready for runup. During runup, we pretty much do the same thing always keeping the mixture just rich of peak rpm. At takoff some richen it a bit (I do), some leave it alone, but rarely (if ever) do I takeoff full rich. Once you're at full throttle immediatly after starting your rollout for takeoff, you can toy with richening a bit more and you'll immediately feel the surge in power if you were too lean. CHT's are fine as are egt's as long as you're not climbing too steep. I find that this technique keeps my plugs healthy and my engine happy. Don't know if this will work for you down at sea level, but if you don't constantly lean at high densities and high temperatures (as we have here in ELP), you're in for a rough time (pun intended) . You might try this in your area. The few times I've flown to the left coast, I've still used this technique and I can honestly say that I've never had to use full rich. Keep in mind that while I use this technique in my fuel injected 360, the same applies for every other plane that I've flown and that I am familiar with. As I stated before, we ALL learn that from the get go here in the southwest. Good Luck and happy flying. George 9488V

Ok, She's in....Looks great and works great...I'll make sure and take a camera with me and take some pictures....Just after I go take the full semester course on how to operate this thing..... We finished up last night and had Young eagles this morning so haven't really had enough time to sit there and play with the buttons and learn all the functions (of which there are many). I just left it alone and let it auto-cycle all of the functions. It works so well I confirmed a suspicion I've had for a few months now and discovered my oil temp has been running hot so now I've got other issues to deal with....will it never end....Anyway, I'll post some pictures later. For the moment know that this thing is Sweeeeet! BTW, exactly how many functions can be built into a unit that has only 2 buttons... George 9488V

I'm in the process of installing a JPI 830. I'll let you know how it turns out after I test run it this week sometime. While it's considerably more than $500, I was looking for a solution that would replace most of the old/outdated gauges in my bird, as well as adding quite a few that I was lacking. This has pretty much everything except for fuel level. It will give what you're asking for and then some. I'll post a few pics when I'm done. George 9488V '70 E

Dave, I don't think it's going to be the getting him in and out that will be the problem, It's allowing you to help him in and out while still giving YOU the opportunity to get in and out of the pilot seat, That's going to be your issue. Unless you plan on just getting into the plane and letting him fend for himself . But seriously though, while it is easier for a person to drag themselves from the right seat on to the wing, by removing the seat it allows you the opportunity to assist them. Good luck with your flight, and have a great weekend. George

I've never had a paraplegic, but I do transport many cancer patients for Graceflight. I've had to get pretty ingenious sometimes with loading and especially unloading some passengers. For what you just described, I'd probably remove the passenger front seat and like was just mentioned, have them sit on the wing and work their way to the door while sitting down. When they get to the doorway, help them into the back seat and then you can get into the front and do your thing. The flight will obviously be without the passenger front seat, but this will make it easier for your friend to enter and exit the AC without having the use of his/her legs. I've actually used a similar method to get some patients out of the plane by having them just lift themselves out of the passenger seat onto the wing while still seated. Then they merely swing around and drag themselves to the edge where they are either assisted to their feet or onto a chair or something. Never did they have to use their legs in getting into or out of the plane. The front seats (at least in my '70 E) are really easy to remove and put back once you're done. Hope this helps. George 9488V

If it's higher seat that your looking for, I have an oregon aero seat cushion (3") that is great and I no longer get numbass after a couple of hours in my 'E'. They make a world of difference and they will re-upholster your existing seats with the same material. I just came back from a 4+ hour each way trip to Mcallen....Never had an issue with getting tired...now my bladder, that's a whole other story, but my butt and back were really comfortable. I chose the 3" because I wanted to be able to look over the cowl a bit easier, but you can order 1", 2" or the 3" that I chose. Good Luck George 9488V

Quote: Mooney65E Tell us more George. Where did you have the top done? What all did they do and what went wrong. Glad to here you made the runway.

I posted this on MAPA list a couple of weeks ago..It's been the highest pucker factor for me yet...Still a little uneasy on take-offs.. "It was to be a great first flight of my new top end...taxi and run-up was fine...takeoff went well.... started a left crosswind climbing turn to stay clear of the ELP terminal...Tower switches me to departure...look at my altimeter...'El Paso departure...Mooney 88V climbing through 4700 to 5500' ... and then it happened.....engine starts to quit...'maybe too lean', I think to myself so lets richen it a bit and start making my left turn to my destination...T27...engine still not responding....full rich full throttle....and suddenly -silence......'Holy Crap!' went through my mind....only 900' up..dead engine, and the airport about 2 miles to my left....between me and the airport, nothing but residential streets and many many homes...eased the nose toward the middle of the runway and ..."Tower! 88V....I have an emergency and need to land NOW!"...(even though I was still on departure, the controller responded accordingly and cleared me to land 26 left)....as I'm approaching the tower, controller "88v check gear down...."... I respond...."Understand gear is still up...I've gotta make sure I can reach the runway first..."...close enough to land on taxiway if I need...gear down....steep left..."Crap, there goes, my speed....nose down...don't stall it...nose down..."..lined up..."ground's coming up fast!...get the nose up....".....touchdown a little hard, but F it...."I'm down"...what little speed is left I roll to taxiway uniform and make it as far off as possible...." George 9488V

Quote: HawgDriver When is / was the fly-in at Llano? I go in there all the time as I have family that lives there. What fly-in group is it? Where can I get notified of TX fly-ins? I know, lots of questions but CLL is horrible for GA and I can't find good information on TX GA stuff. Cheers, -HD

Ryan, I'm in El Paso and frequently fly to LRU also. I'm in a '70 'E'. I'd be glad to take you for a ride. Planning a trip up to SVC and LRU this weekend to try out a new top-end. PM or email me and I'll see if we can arrange something. George 9488V

Hi Guys, I was the one hosting it but seeing as how no one registered for it after a couple weeks of being posted and apparently Greg received too many emails about it being too far for a one day event they decided it was best to postpone it and see about making it a 2-day affair sometime in the future. It was a bit dis-heartening for me, but what can you do...Parker's probably saying 'I told you so', but hey at least I tried. One thing that I did comment to Parker (which still kind of bothers me) is that most people from the Dallas; Oklahoma; San-Antonio; and Austin area would have had to fly just as far as I have to for any of the flyins....Southcentral or West....Either way it's a 2.x to 3.x hour flight for me....Isn't that why we fly Mooneys though...to get places?....Oh well, I'll give it another try later in the season and see if I can arrange something that can include a dinner; a speaker and some hotel arrangements.... Till next time...and sorry about the March flyin. George 9488V

Congratulations! I'm sure she's already Daddy's little girl. You'll enjoy her....take if from one who's blessed with 3 girls

Quote: Parker_Woodruff Judging by my recent excursion to El Paso, Fort Bliss is less than desireable.