m20j

Nothing gets "sucked out" of the lines. The injectors are simply an orifice on the end of a fuel line that provides a continuous flow of fuel into the intake manifold when the engine is running. When the mixture is pulled, the injectors stop squirting but the lines remain full of fuel, as the cutoff point is further upstream. The residual engine heat (and lack of cooling airflow) raises the temperature of the fuel lines above the boiling point of the fuel. This bubbles it out of the lines and into the intake manifold. There it vaporizes and is ready for the next hot start, if one understands the process and doesn't prime further!

Well, personally I think you got lucky. He could have nailed you to the wall for that Left Hand entry door, which as far as I can recall, is a highly desirable but unapproved modification to your Mooney.

Similarly, I have found that a plastic storage tote with a pair of boat cushions on top provides a soft surface to prevent scratches and is just the right height as the bottom cowl lowers down onto it. Makes cowl removal an easy 1 man job. The boat cushions then live inside the tote to keep them clean.

Almost ... Pulling the mixture stops the fuel flow, but does not empty the lines. Fuel lines sitting on top of the hot cylinders boils out through the injectors and into the head / manifold (hence the "sizzle".) Resulting condition leaves an slightly too-rich-to-start condition that takes a few blades to pull through with the mixture OFF until it is lean enough to fire. Touching the boost pump at all only floods it worse. There is no blocked flow with the Lycoming fuel injected engines. It's not starting because there is too much fuel, not too little. As said earlier, try shutting down with the mixture while idling at 1000 rpm if you are going to be hot starting in the next 30 minutes or so. Then don't touch anything but the starter switch. Kicks somewhere around 2-4 blades on my J nearly every time. After it fires, then push the mixture back in. Quote: bd32322 from reading on the web it looks like extra fuel is not the problem. The fuel exists in the fuel lines despite pulling the mixture out. This fuel turns into vapor because of the heat of the engine which then blocks fuel flow to the cylinders when you later try to start. The web articles say this is usually not a problem with injected engines because the fuel is under high pressure in the injectors and so trying to prime it with the boost pump ends up dumping extra fuel. So I wonder what will happen if I just cut off the fuel from the fuel cutoff valve and keep the mixture in the full rich position - the next time I anticipate a hot start. The engine should use up all the fuel in the lines on the engine side of the cutoff valve I think - and then when attempting a restart I really will need to use the boost pump to provide fuel to the cylinders. Worth a try... Bodi

uote: allsmiles Does it include the ladies polishing the valve covers and changing the oil??

The J has an adjustment for the cowl flaps in the maintenance manual. Perhaps your gap is too wide? NOTE For improved cooling during summer months or above normal temperature operations, cowl flaps may be rigged to have a 0.25 max inch gap at "B" when in the closed position. http://i42.tinypic.com/io21hh.png

Quote: OR75 Whelen A490TCF is PMA replacemnt for the Hoskins part you are looking for. But you will loose the syncr capability if your hoskins strobes are syncronized

Still arranging priorities on what/when to upgrade on the '77 M20J and lost a Hoskins 701295-3 14V wingtip power supply. Has anyone done an upgrade and have an old supply they are willing to sell? Not ready to bite the bullet on LEDs yet, and these are getting harder to find. Thanks!

With a digital MP gage on a '77 201, it is good for .2 to .3 inches with a corresponding increase in fuel burn. I can't see the analog gage move at all. I use it at altitude on long flights for a little extra oomph, but not for short hops.

Quote: N57039 Jeff, Questions on your El Paso - Chicago flight. How many in your family? You had to have been at O2 atitudes for that fuel burn rate. Was everyone on oxygen? Were you anywhere near MGTOW with family, fuel, O2 and bags on board? I use Little John Jrs for my in flight physiological needs on the longer runs. They work great.

Just flew our 201 with the family El Paso - Chicago nonstop -- 1050 nm, 6.5 hours, 13 gallons reserve on a 64 gallon tank. That works out to: * 7.8 gallons / hr, 2300 rpm LOP. * 162 knots groundspeed average door-door with a nice tailwind the entire trip (unusual, I must add). * 24 statue MPG How can you not love this plane?