Seth

That's funny!

We had to set the FF higher at sea level to keep cylinder temps around 380. Bump it to 28gph to 28.5 gph. -Seth

Sorry for the late arrival to the party and thanks for contacting me directly Scott. As a fellow Missile owner - YES - 1 gallon will make a difference. Both myself (N1165N) and the former Missile owner of 888 (letters or something different - trying to remember - had our engines set up to factory specs - and it wasn't enough cooling flow on takeoff. There is a thread here on Mooney Space that points that out. You want at least 27.5 GPH on Takeoff, preferably in my experience 28 GPH, or you risk high cylinder temps and cracking of cylinders. In Cirrus Aircraft with a 310 HP IO550, the max takeoff fuel flow is 29.9 GPH to keep the engine cool. After taking ownership in 2011, I had the engine overhauled. 100 hours later two cylinders cracked. Once we got new cylinders on fully covered by warranty and I split the cost with the engine shop on the other four cylinders, I researched this a lot and found the fuel flow had to be higher on takeoff to avoid this sort of problem. Disclaimer - I'm NOT an A&P and worked with my shop to get the adjustments required to ensure the proper fuel was flowing for cooling. There are two screws that adjust the fuel flow on the IO550 set up in the Missile. One adjusts the top end full power flow and one adjusts the idle flow. They are supposed to be independent of each other but they do affect each other. There is a balance - if you get the full power setting screw set properly, it can effect the idle flow which will cause flooding and your engine will burble and then quit on you. Happens after landing or during low idle. So you to make sure the engine is flowing enough fuel at takeoff (min 27.5 - I like closer to 28 or 28.5 and does not sputter and flood/shut off at idle). On takeoff and climb out my cylinders stay in the 380 range. On hot days or after sitting for a while in line getting hot before takeoff, one or two cylinder will climb to 392 on takeoff but most stay in the low 380s or even 378. Rarely do I ever see anything with a 400 in front and that's when I did something wrong. Remember, our mixtures are altitude compensating in the Missile. You can always reduce fuel by pulling the mixture out but can't add any extra in (technically you can by running the boost pump - another idea until you get this sorted). I also tend to aggressively lean during ground ops/taxi. Good luck! -Seth

If you go higher the indicated Airspeed drops so you’ll stay in the Green IAS as your TAS increases. So altitude thus pressurization is required for most TP applications

Good point.

Every 2-3 years my wife insists we drive instead of fly. One time we got caught in traffic and the 3 hour trip turned into 6 hours. She said toward the end, "We would have already landed, gotten the rental car, and checked into disney world by now if we flew, right?" I said yes. (we were driving from Maryland to VA Beach in the summer) 3 years later, we were driving and after about 2 hours, she said, "We haven't made it out of the state yet, right?" I said, "Nope." (We were driving Maryland to Philadelphia on a Friday). Now with two kids, it's much easier time wise to fly but takes a lot more prep and packing to make sure all the logistics are ready for the flight. And then pulling the car seats out of the plane to the rental car, back and forth etc . . . but it's a nice bathroom break for the kids, a break in the trip instead of stopping at a rest stop. And as they get bigger and weigh more, we have less stuff to bring, so each kids simply is 100lbs of them and stuff until they get to teenage years. -Seth

If the TP was geared for lower altitudes, yes. But otherwise without pressurization, most TP out there don't make sense to run in the low teens or even at 10,000. RR was working on a helicopter engine with the Mooney factory at some point years ago but it never amounted to anything as that TP was created for the low teens. Now a diesel engine STC that runs on Jet A - that may be an STC that is worthwhile. It basically is a turbocharged engine that continues to produce power at altitude and burns less gas that's less per gallon than 100LL. If the Mooney were pressurized, it would make sense for a TP conversion STC. So, the next question is . . . how to pressurize the Mooney body . . .I don't see it happening. What could occur is using the Mooney wing, nose, tail, frame, all of it, and building a composite pressurized vessel including a new cabin (slightly wider). Remove the old cabin, lower the shell, attach the turboprop, and now you have four place turboprop slated below the value of a meridian. If it's not a lower cost than a Jetporp converted Malibu/Mirage, than it won't be economically viable. But if it is, you now may have a winner for those that still only fly 1 or 2 people most of the time. If you fly 3 or 4 often, most will end up in a six seater soon enough anyway (not all). Heck, use the wings, fowler flaps, gear and tail of the FAA approved M22 and put a carbon fiber body that's pressurized around the center section with a TP. That's another idea. But for an M20 - it's got to be pressurized to make it work in my opinion. The Bonanza TP conversion didn't sell that well as it was unpressurized. -Seth

Thank you all. 1. I do indeed want to remove the KI256, vacuum system, and standby vacuum system. 2. I'm not going to do the GI275 for a while unless its required by a major failure of the KI256A, KI525A, or Vacuum system. In the meantime, I would love an emergency backup Attitude indicator or better that is electric and not vacuum powered. The AV-20s seems interesting here, especially withe some of the other functions (like AOA which my aircraft does not have) and it is certified. Maybe just a D3 simply as a backup. I could easily install a used electric device to replace my T&B if it made sense. If anyone has any (I saw some above) PM me. 3. If I only install 1 GI275 to replace the KI256 and keep my KI525A as my HSI for now (until a future glass upgrade), would the single GI275 have emulated GPSS steering? Or would I have to install a second GI275 for the HSI slot to get the GPSS steering - or any other GPSS device for that matter? Thanks, -Seth

Very cool - I would suggest like you, use the pump to fill 1-2 gallon containers and then use those to fill the airplane. That way you know how much is going in. Take care, -Seth

For some reason I didn’t think that was legal. I though glass had to have a backup. I could be wrong. And I do have a kid of backup with a stratus and my IPad, and also my Aera and the GTX345 but both solutions leave a lot to be desired. The AHRS in the GTX345 is substandard in my opinion. But a dynon D3 could be a nice backup if no certified backup is required by the GI275. Heck, that changes everything. -Seth

What does it power at the club?

Does anyone watch his channel? Ever seen one of his videos?

What is out there in the market these days for backup attitude indicators that are electric? I'm thinking of replacing my KI256 with a Garmin GI275. BUT . . . keeping the HSI525A until it has an issue or until i upgrade to a G3X or 500Txi and then my GI275 will be the backup. In the meantime, when I replace the KI256 I'll need a backup AI. So it can be a GI275 OR I replace the turn and bank coordinator or VSI with a backup AI for a lot less than a reversionary GI275. I plan to remove my vacuum system and standby vac as well. 1. What's out there new and used 2, What do you suggest. Thanks! -Seth.

Thank you! KAP = no FD KFC = Yes FD

Does the KI275 show the flight director on the King KFC200 AP? I'm hearing it may not. I know it shows a Flight Director with Garmin AP, but does anyone have this installed with their King auto pilots and does it show the FD? Thanks, -Seth EDIT: Update - got my answer: KAP = no FD KFC = Yes FD

New questions: Will the GI275 show the flight director for a KFC200? -Seth

Me too, when mine needs to be overhauled it's immediate GI275. if not before so I can sell a working KI256. You an also take Erik's deal and extend a bit longer. -Seth

Hank, my wife is very similar! Still want at some point her to meet you two! She does not fly just to fly, nor just to get food. She recognizes it's a time machine for travel and without having to go through large airport terminals. My daughter, I'm very lucky, loves flying (when not bumpy) and we've had some nice Daddy daughter time. You are in tough spot - the suggestions here mentioned so far are some good words of wisdom. -Seth

Kelsey a 747 pilot who you may know from his youtube channel that started 2 years ago, has decided to create a forum in the current aviation environment to allow pilots help other pilots with advice, job openings, etc, but without the negative bashing that occurs on many online forums - like aviation pilot central forums (but he didn't name that). He plans to have numerous moderators assist him in keep in it civil. We are lucky here at MooneySpace that we've been able to avoid a lot of the negative energy and share a lot of good information. So if interested, check out his forum. He announced it a few days ago in one of his online videos. https://www.74gear.com/forum/ And when I say new, I mean BRAND new. Very little content so far, and set up very thoughtfully. -Seth

I've used Atlantic in the past - though it may have been named something different. It's the on on the west side of the field. Been relatively happy each time. Nothing outstanding, nothing that caused me to shy away. It's a big city field and very busy. Probably second busiest GA airport I've ever operated out of (Teterboro is #1). The amenities are nice - good space, fine waiting areas, pilot quiet room - I'd give it a 4/5 on interior amenities/space/freshness. Nothing is run down. They do take care of you there. I was there in 2009, 2010, 2013, 2017, 2018, and 2019. In 2017 and 2018 it was a stop the night before I went to Oshkosh as I stayed with my brother the night before who has a place near there. -Seth

A lot of people don't like our 1950's technology lycomings and continentals. The ROTAX is proven now and has more and more airframes using it. I did not like the sound the first and only time I flew in one (RV-12) in 2018. I don't like the gear reduction drive required as it adds complexity. That said, this seems to be good a reliable engine that drinks way less fuel, is lighter, and gives a nice powerplant option for smaller and lighter aircraft. The turbo models keep power at altitude! I'm curious to everyone's opinions and if possible, sharing objective data. Please also share personal experiences. This is not meant to bash or be a love fest thread, simply curious and I respect the opinions of MooneySpacers. -Seth

Hank and Erik bring up good points. Want to learn more about this one. Striking and beautiful design. When Oshkosh returns (in 2021, 2022, 2023, whenever it occurs again) I'll check out their booth in person! -Seth

I echo Erik. My panel has similar setup with a JPI 830 in the same place too as well as the stormscope! I also have dual USB power ports on the left side. I have one 430W on the right with my KX165 and Aera 660 is under the the KX165. My GTX345 is further to the right. My AP is the KFC 200 so the control is further down and not a box in the center stack. The GI275 is looking more and more like a probability for me to replace the KI256. Just have to decide if I'm going to also replace the KI525 HSI at the same time or not. -Seth

Erik- You have done more research! Thank you. The reversionary aspect is huge. Especially if I'm going to spend money to install a used lifesaver or other electric attitude indicator. Instead, if I put that install money toward replacing the King 525 HSI as well, there's less overall work in the panel, and I can still then remove my vacum system. As my KI256 is working, I'd sell it as a working unit. I also have a needs to be overhauled KI256 sitting on the shelf which was wandering a bit when I pulled it and installed this unit. Between those three units - the Working KI256, needs to be overhauled KI256, and workign K525, that will help somewhat with the cost of purchasing and installing two GI275's and not installing something else. If and when I upgrade to a G3X or 500txi, the second GI275 could alway go to the right side of the cockpit for whoever is flying right seat as well, become another MFD, etc. So the question then becomes, what is the deal for two GI275's vs 1 and when will Garmin run another $1000 off second until something deal. LIkely Oshkosh 2021 (if it happens). I do not have speed brakes nor will I install them, so I will pull the vacuum system and standby vacuum as part of this process. I'll get some UL back likely netting me over 1100 lbs. After the changes I'll fully announce in Q3, I'll be close to 1100 if not a few pounds away soon. Also, that means during annual inspections, I won't have to have the standby check completed anymore which lowers the annual expenses a little bit. Do you get GPSS if you only replace the KI256? -Seth

I have the claw. I got it for sale during some sort of sale online through amazon for about $60 a few years back but have never seen it priced that low since - someone wanted to empty their stock I guess. Maybe someone is cleaning a hangar so you can also check ebay. It's so much better than the screw tie downs (those came in a box with my first airplane). It's what I now use at Oshkosh. I'm sure there are better systems out there, but I'm happy with it. The claw is heavy so I only bring it with me when I think I'll need a tie down. I could use it as a removable ballast in the back when needed - probably 12-18 lbs with all the accessories in the bag it came with. -Seth