carusoam

Great pics, k! The nice circular pizza image on each valve is key! When the valve stops rotating, the hot spot shows up on the edge... and grows inward over time... The ability to scope each cylinder each time the plugs come out is really interesting. Uneven cooling, / uneven heating... can change the shape of the part, and the strength of the metal... Thanks for sharing the details... Best regards, -a-

Start this one up right where we left off... @Alan Fox MP FP gauge for ‘62 C? m_m the FP gauge is/may be specific to Mooney model... The IO use higher FP than the O360... Or would you rather discuss everything wrong at Kelley? What model are we discussing? Stay focused... we can do this! Best regards, -a-

What year do you have McM? I remember my 65C having a similar challenge... A trip to the drill press may have solved the issue... it’s been so long, the memory may have faded... See if Lasar has an answer if they are in the office yet... Dan is really good with parts questions... Best regards, -a-

Who took care of the video for you? That looks great! Best regards, -a-

Great follow-up, Fellis! Best regards, -a-

252s are way factory cool! In a ZR1 kind of way... Rockets and Missiles are so Callaway.... take the best and make it even better.... Now... really, turbo or NA? Time to get that worked out... 1) O2 OK? Trips over 200nm all the time? Flight levels, long distances? Enjoy Modern day sailing, looking for incredible winds... Love planning flights around weather systems? Neighborhood MEAs are 12k’... Using for work trips to unlimited destinations... These are all reasons to want to seek a turbo, intercooler, and controller... and possibly some TKS... Go Rocket! 2) Family looks funny in Ox masks... Don’t like playing doctor, checking ox saturations for more than one person... Don’t care for building a personal O2 cascade system for your hangar... Only climb above the local Bravo at 12k’... Never want to climb over a weather system... Go Missile! It is hard to limit your choices... It is easy to say... I want it all... Do you want to take the effort required to climb into the FLs... Or is 12.5k’ where you want to be... I want to be a 310hp Acclaim pilot... Some people make this look so easy... while not having to be a pro-pilot... find Joe Z... I went M20R... just because it made sense... Really tough choice... Flying up and down the East coast... no tall mountains to conquer... Turbo not required... NA is fine... But, that long of a flight, FLs are better speed and efficiency... Now... are you a turbo guy, NA guy, or a TN guy? Want to ask a Missile guy the question... find Seth... ask how he got to where he is... Inviting @Seth to joint the Missile conversation... Best regards, -a-

Something isn’t fitting properly... The point of basing the leaning off peak EGT... is to remove all the variables.... You know generally where peak is going to occur... based on FF... and your total experience so far... Get in the neighborhood and spin slowly from there... if the temps are going up... continue to spin the knob to the left slowly...to approach peak... if you go past peak... spin the knob slowly to the right again watching the EGT rise with the FF... Note the FF while keeping an eye on the EGT... As far as automating it goes... it is a motorized system that does exactly that... Ask Rob for more details if interested... Rob / takair is the STC writer for that device... the knob probably has various set points for common °F LOP/ROP.... The JPI is pretty good with the LF mode... it takes getting used to... setting the mode properly so it does LOP and doesn’t revert back to ROP the next day helps... Trying to lean while the EGTs are still cycling through all of the cylinders can cause a hassle... all stuff I learned to fine tune over the first two years of M20R flying... So much gets standardized as your IO550 experience spreads out... Leaning to roughness has completely taken the precision instrument out of the loop... For fun... lets post some JPI data... the first time can be quite challenging... the run-up will be messy, the leaning will be messy... it never looks quite like the perfect flights on the Savvy site... until you get some SOPs in mind... With the savvy site, you can probably pull up some flights that were related to Transition Training... where your CFII went through the process stepwise... or the prior owner went through the 100 steps of a flight in a nice order... PP thoughts only, not a CFI... Best regards, -a-

Which altitudes do you prefer? how/why are you selecting your lean target? I typically fly around 10k’... and lean a few degrees LOP... This converts all the gas to power, none wasted on cooling... Producing as much power as is available to the NA engine... With the O1 engine...I was limited to 2500 rpm... With the O3 power plant... 2550 just because I can... At high power settings over 65%... Going LOP has some challenges... At lower altitudes I use the MP knob to dial things down... 50°ROP read about the challenges... wrong place to be... 50° LOP compressing a lot of air to use as a coolant... but can be better than lowering MP... Either way... watching CHTs is a big driving force... or using more FF, or AF... Reading the Savvy details or the books by the same author... is great back ground... The question is... how do you tailor it to fit what you want to do? How well are you controlling CHTs? Have you found an LOP speed and an ROP speed that you like? Mine were 175 and 165 ROP/LOP generally... 15gph 13gph roughly... Best regards, -a-

See if this makes sense... 1) SCS is the higher quality, better fit and materials solution... great for a well cared for forever-plane... 2) Airtex is fantastic for that first time Mooney owner, need to replace the original, now kinda thing... Proper certs and everything... Holy cow improvement over the 1965 original light weight fabric over cardboard.... 3) Lower cost than airtex, takes on more responsibility, and a surprising amount of time... 4) While you are doing your carpet details... you suddenly realize how important the flame resistance stuff is... but you see it against where fuel is leaking from old seals related to the fuel system... the blue stains under your kids feet need to be taken care of quickly... Start simply, and build up your skills... if it turns into a forever plane... you chose well... Best regards, -a-

My key says ILCO as the brand name for the blank... They came with my plane. So I don’t know if they are original or not... Got that in Europe? Best regards, -a-

Update for @LANCECASPER... ^^^^ -a-

Awesome, Brian! From fully packed panel... To Thoroughly Modern Mooney! Great pics! Best regards, -a-

Speaking of things that stand out... The TIT data in Alex’s data files... has a tendency to drop off line for a few seconds at a time... Once per flight or so... not more than once... Alex, let me know if you don’t see it... I can post a graph that shows it... Best regards, -a-

Randy, There are reports above... 1) Set screw... if you don’t have one.... 2) A nut further up the shaft... sort of hidden as well... Expect a set screw to be needed to hold the knob in place on such a fine old piece of machinery.... Spring steel didn’t get used for knobs until much later on (in cars). in that case gently pull the knob off... Let us know what you find... Best regards, -a-

Two switches in the simple system... One in the Jbar hole... Other in the Throttle behind the panel... If the gear isn’t sensed as being down... then the throttle gets pulled out... the two switches complete the circuit... to sound the horn... Now... gear is up, and throttle is in... the plane is flying... while the horn is sounding... Expect the throttle switch isn’t behaving properly... it is acting as if the throttle is pulled out still... when you poke the switch in the Jbar hole... it is confirming the gear down... so... it goes silent again... Sounds like two things are pointing to the switch on the throttle... There are lots of pics of that switch and it’s adjustment around here... PP thoughts only, not a mechanic... best regards, -a-