rbharvey

There is a reference in the Cruise Climb checklist that says Mixture........FULL RICH (TIT 1350F - 1450F) with a note that leaning maybe required under some atmospheric condtions. I am thinking that is why that white range is in there from about 1400-1450 I think. Also the Vx and Vy climb checklist want BOOST PUMP ON with TIT greater than 1450, so another reason Interesting enough is that the Bravo doesn't have it

Sure would be nice to have those charts.... Also would be nice in Mooney would use some of its free time to get the G1000 software up to the latest rev....its been 2 years... Still the best damn piston single in the world though :-)

Not to be flip, but yes you did miss something in IFR class... You should never enter controlled airspace without a clearance limit. While the indiv delivering the clearance surely messed up, you alone should not of put your wheels in the well without a valid clearance. Again, not being ugly, but that could of been a really bad issue had it been true IMC and you ended up NORDO or with some other issue had your true route of flight of flight been something completely foreign to you and not expected (ie you flying into another aircraft cause the controller thought you should be going somewhere else) Bottom line, there is nothing ever in an IFR clearance that is supposed to be guessed or assumed by the PIC Bob

They were moveable enough either to be stored folded forward, so occupied top 1/4 of windscreen or swung parallel to the fuselage running just about the side windows. Visibility never an issue and man could they provide some sun blocking! Bob H

Had them in my 2000 Ovation ( I didnt install and never saw a 337 or STC for them) and would love them in the Acclaim (as opposed to the minature crap in there now..come on Mooney..) A visit to Rosen site says they stop fitting mooneys in 1999 and their is no STC for the M20TN. IS the STC really needed for two screws? and if they fit a 2000 M20R why wouldnt they fit a M20TN? Any insight appreciated!

Actually in TX, having the aircraft in a corporation that is tied to revenue genrating actvities is far worse, you get subject personal property tax at the same rate as owning a home, ridiculous....at 2.7% yearly

I had the same issue with an Ovation when I upgraded both 430s to WAAS. One of the new antennas was bad and Garmin/tech had a hell of a time figuiring out what was wrong. In the end it was the antenna, that was actually jamming the other antenna, causing both units (fully independent, yeah right not when you mount both antennas inches from each other) The problem started as intermittent issues that I wrote off to the cell phone, poor GPSD reception etc. But eventually one day when I powered up the aircraft. nothing. Couldnt get a GPS signal on either unit. Unit had their almanacs wiped clean and came right up on the bench. Upgraded to 3.1 at the time, everything looked great. Stuck them back in the plane, one unit was intermittent in getting a fix, the other flat lined at zero reception. Replace a bad antenna (Garmin covered that part) and never had an issue again. YMMV

I have the same issue with my Ovation's AC but only when manuevering pretty hard (+/- 45 AOB) . Left rear window gets drops all over it, I dont think it happens when flying nicely :-)

Couple of great deals out there on late model G-1000 Bravos. Have always heard their performance is less than stelllar down low. I have my eye on an Acclaim but they are just still too expensive. I would like to eventually move to a Turbo. Obvioulsy the Bravo looks good for FL work, but how is it in the low to mid-teens compared to the Ovation? I have an Ovation 2 with the 310 BHP STC so its a pretty good chariot all the way to 12k before it starts slowing down. I have AC and TKS so I am use to a 850lb useful load which is probably close to where a Bravo will fall out. Opinions appreciated!~

The answer to this mystery was discovered during the annual for all who may come across, some chaffed wires on the EGT probe

This has magically just fixed itself for the last 10 hours or so....who knows... but I would put it squarely in the electrical/grounding issue camp.

It is a 2000 Ovation2 M20R Thanks!

I am going to attack this as an electrical problem, and it does seem to be something common between the two guages,,,anybody know where the CHT and EGT share a ground ???? You would save me a lot of AMUs...thanks :-)

Th engine has about 980 hours, I have put the last 150 on it. Original cylinders from new. Plugs were a little dirty, but not bad, no cylinder stood out from others.

I think I can hear the engine kind of produce a 'cleaner' sound when the CHT goes back to norm but hard to tell at 2500-2700RPM, pretty loud in the cabin. I dont see any RPM fluctuations (which I think a governor would mask very well anyway). I know it is #2 two, cause that is where the CHT probe is located. It is also the low compression cylinder of the bunch too, again down in the 50s

Posted on AOPA, but hope someone here has good ideas of what to do next " Let me start off that I DONT have an engine analyzer on this aircraft, wish I did to help solve this one. #2 Cylinder seems to be going off line with erratic CHT (it is the only probed cyl) indications, starts off solid in the climb out (usually), then seems to start going erratic with +/- 20 degree swings, and the EGT drops as the CHT goes low, climbs as CHT returns, making me rule out bad probe. Cylinder will sometimes just go away with temps staying in the 180-200 degree range with EGT dropping by about 50 degress form orig stabilized value. EGT is provided at the collector for 2,4,6. No going lean condition seen with a spike in EGT temp before going off line so dont think it is a fuel system/injector problem. Plugs were cleaned and gapped, and compression is in 50s, low but not too low for TCM. Rest of cylinders in mid 60s, to low 70s. Oil consumption about a quart/4 hours, again within specs but obviously rings leaking. Has been this way since I have owned for last 150 hours and prior to this problem. Next place to look? New plugs, MAg check, replace plug leads? help!!

Problem solved with new software load and new GPS antenna on the #1, just an FYI to anyone who sees something like this

Anyone have any acquisition problems with 430w's? I have a dual 430 setup with GMX200. Had them loose all SATs with zero signal strengths during one flight. Re-acquired 5 minutes later, then dropped again for remainder (10min) of flight. Wrote it off as an anomally, fine for following 3 flights (11+ hours after that). Now refuse to acquire at all on the ground. I am assuming this a software issue with dual antennas so completely independent systems and they are not tied to each other in any way (ie no crossfill capability) help!!!!!!!!!!!!. GPS #2 is only tied to external OBS/GS and strikefinder. Got #2 to come up once with great signals after many power cycles, but could never get it back again....

Thanks Roberto, I assume the Mooney pubilished speed gains are accomplished at 2700RPM, but cruising is not recommended there as per STC Bob

Anyone know what the prefered cruise settings are? Is it 2550, 2600 or 2700 RPM. The STC has a 50 degree ROP power chart listing 2700 RPM as one of the MP and RPM combos yet the STC says max continuous is 2699. Curious what owners are using? I seem to remember 2550 but cannot seem to find it anywhere. Seems like an awful lot of money to spend for +50 RPM over standard cruise(not that it matters cause I already bought it ). I have always cruised my Moooneys at max RPM and WOT and than either LOP or ROP. Thanks