carusoam

Jorgen, Did you get new cylinders as well when you upgraded? The cooling fins are visibly different on the N. sheet metal changes go with that. I like the shorter take off distance. Compared to the lower HP and two blade prop of the Eagle, the Screamin package must be really nice. Best regards, -a-

Apparently things have changed, 8 out of 9 appear as they should. The sun character is a little flawed... -a- Done with MooneySpace without tapatalk.....

Yes, iPad 1...

When your instrument panel turns off your landing light... (1) it is time for new panel mounts...they are low cost and available through aircraft spruce .com. they can be changed out one at a time if you need to. Consider changing about half a dozen or so at a time. For each acorn nut on the front of the panel there is a rubber mount behind it... (2) it is time for a new landing light switch CB combo... These things wear so they are easy to turn off. The instrument panel can bump it off... (3) it is time for new landing gear donuts.... Or practice on those really smooth landing techniques. Some of the 40+ year old shock and vibration adsorbing parts don't work so well after a while. This is all from my 65C experience, Best regards, -a-

I'm just not capable of being a computer guy... Thanks Craig, I'll get by with what I got.

Gary, From my C's parts manual...Figure 17-41. P/n 660012-1. Gage, fuel and manf pressure... For C and D No manufacturer name available.... Dan, I did the best I could with what I had... When I got the hole replaced, the guage worked correctly. Too big, missing, or too small are not acceptable either way. Vibration of the IP made rpm and MP more of a suggestion on such old devices. Both of mine Independently broke around 5,000 TT. Shared experience, not deep, non-linear flow of compressible, Non-Newtonian fluids, in unusual geometries, pHD thesis. Ymmv. Check with your mechanic for identifying and replacing the hole. JPI930, or similar, would make a nice replacement....And eliminate the deep mathematical challenge... Hope this helps... Best regards, -a-

I got a chance to fly the Screamin' eagle with the IO550N and Hartzell Scimitar prop. I used the CloudAhoy app to measure take-off distance as well. CloudAhoy gave distance for take-off as 795'. But it started measuring when the plane was going 16 Kts. Take-off occurred at 61 kts. Since it is one data point, it is not very scientific. Pricing for IO550(G) vs the IO550(N) are very close, factory reman from Continental, installation and break-in are essentially the same. You will probably need a change in your tach for 2700 rpm max. You get 310hp in place of 280. cylinder cooling fins are slightly different, new sheet metal is included. The prop comes in three choices, standard, thin and composite. I believe the standard version is slightly heavier than the original Mccauley. Keep in mind 2700 rpm is audible and has a FF to match... If you are considering a factory reman and want the latest design in props and 30 more HP, it's a great deal... This is clearly my opinion, and requires your own research... I only got a couple of flights in the Eagle, but would do it again and collect more data as well. Unfortunately the TNIO550(G) is not available for the Ovation.... Overall you get O3 performance without G1000 pricing. Best regards, -a-

Some shared ideas, maybe not what you are looking for..... My KAP 150 installation does not call out each component...it was installed on day one at the factory.... -a-

22-00-00 AUTOPILOT SYSTEMS KING 150 AUTOPILOT (OPTIONAL) System Overview -The KFC 150 System is a two axis autopilot (roll and pitch axis) with electric pitch trim control flight director and KCS 55A Slaved Com- pass System. Refer to the KAP 100 / KAP 150 / KFC 150 Flight Control System Installation Manual 006-00719-0000 and Bendix/King Service Memo 292 for further service information (see Figure 1). BENDIX/KING KFC 225 AUTOPILOT (OPTIONAL) System Overview -The KFC 225 Automatic Flight Control System (AFCS) is a digital flight control sys- tem that provides roll axis, pitch axis and pitch trim control. The system consists of the KC 225 Flight Control Computer (FCC), KCM 100 Configuration Module, KI 256 Attitude Gyro with autopilot pick-off, KCS 55A Slaved Compass System, encoding altim- eter with baro setting output, KS 271C Primary Ser- vo for roll axis, KS 270C Pitch Servo, KS 272C Pitch Trim Servo and KM 275/277 Servo Mounts, refer to the Bendix/King AFCS installation and maintenance manual 006-00769-0000 Rev A or later FAA ap- proved revision for further service information (see Figure 1).

Scott, you used my favorite words... "My wife requested to fly" -a-

Dan, Keep in mind that the hole is there for a reason and the gauge is calibrated to have it there. Hole too large, instrument reads too high. Hole too small or missing, instrument reads very low at low MP. I get to share this archaic expertise about once every ten years! Thank God for MooneySpace! -a-

Gary, I have .023" diameter for the hole. Keep in mind 1/32” is .0312”, so it's pretty tiny. I spoke with the following people while trying to determine what to buy... Lone Star aero, Dennis Bernheart MAC, Bill Wheat Weber Aircraft, Les Jayne That was 10 years ago... The hole was approximately 1” behind the instrument. The tube itself is only like 1/8” diameter. I got another hint at a reference from a piper instrument. Many mechanical MP gauges use a similar technique to protect the gauge itself. You may be able to contact Stacey Ellis at Mooney. My M20C manuals do not have the proper reference in them. I think it came from an M20F drawing... Best regards, -a-

Modern tech often has a lower power requirement.... Electric motors, old landing lights, and pitot heaters probably use the most. Motors are usually not a continuous load. Converting to digital, or LED usually uses less than anything with tubes or the word analog??? Does your POH indicate what you have for an alternator? It should be mentioned in the W&B section as well. Just sayin' -a-

There is a small calibrated hole in the tube that runs from MP gage to the nearest cylinder. The hole lets the line breath to keep the gage from sucking fuel from the intake upon shutdown. This is a tiny hole that is not well documented. In my C, the hole cracked open. Emergency fix, had no hole. Similar operation as you describe above. Getting the right size hole is the key to keeping the MP gage operating properly. Anyone know the size of the hole? I can look it up if needed. I found it by speaking to the factory. It is a note on a drawing from one of the old Mooneys, but not all of them, C, F or G... Your description indicates that it is probable that your hole has been plugged or removed... Let me know what you find. If you need more info about finding the hole dimension, I have the notes I took from the conversation... Total cost for this fix.... A few bucks for the small drill bit. The original line was long enough to extend, re-drill and reconnect... I may have copied it to the forums here once before.... Searching might find it. Best regards, -a-

Longer trips...11 or 12 k'. Longest gliding distance available without need for oxygen... Within state... 5 to 6 k'. Above most turbulence. Adjust for IFR v VFR. and East v West... -a-

It's good news you were able to fix it so easily. Other people will learn from your experience. -a-

Airtex worked for my C sidewalls as well... -a-

RUNNING over "square", ie 25"/2500rpm, with good CHTs.... You are at least beating up an OWT. What you could expect by doing this... Running 25" MP.... - relatively higher than usual internal cylinder pressures ICPs, compared to running 19" MP book value. Near 25% more fuel/air. - held for a longer period of time. 2,000 vs 2,500 rpm... 20% increase in time from firing to down stroke completion. 20% more Time elapse from firing to TDC. - challenges regarding timing... Timing initiates plug firing in degrees before TDC, without regards to how fast the cilinder is moving. Slowing the rpm down... - increases time elapse between firing and actual cylinder arrival a TDC. (this is probably the danger zone) Things to consider such as engine detonation, or ICPs building up before the cylinder reaches TDC. - ignition timing. Increasing timing from 20 deg to 25 deg btdc increases the ignition start further away from TDC...giving more time to build pressure btdc. - slowing the rpm increases the time available of building pressure btdc. - high fuel flow/MP increases the ICP. Without a detonation sensor, can you sense something going wrong and fix it before it's too late? The reason that OWTs exist is the lack of data available for our engines in a wide array of potentially useful regimes. There are risks you take when operating outside the regime that the engine manufacturer recommends, real or not. Engine builders try to give us a wide birth to operate in. Pushing the limits is a way to find where they are. This is an opinion to help support the destruction of OWTs. It may not be factually correct. Ymmv. Your thoughts? Best regards, -a-

Jeev, I know the feeling. I wanted a turbo engine. I priced out an acclaim engine/ cowling to replace my current setup. I just don't NEED one. Fortunately the government said that I'm unable to do so on my airframe anyway... -a-

If using heat, most Mooney heaters make more heat at lower altitudes...the opposite of LOP at 12,000' Increased EGT=Increased heater output. Best regards, -a-

Compare to an Ovation 1... 175 kts at 15 gph, 12,000' ROP. 165 kts at 12 gph, 12,000' LOP. No turbo or 02 required... If your backseaters get a vote, go with a long body! Best regards, -a-

Clear plasticized PVC tubing, like medical tubing (aka Tygon tubing)... Often used for fish tank air pumps...not home depot type, rigid white PVC tubing used for plumbing... The flexible tubing has a plasticizer in it that mildly supports growth. Hence the black film appears. As the plasticizer slowly evaporates, the tube becomes more rigid. To replace the old tube, tie a new tube to the old one and gently pull the other end...tie it well, you only get one chance... A nylon tie sounds newer than 1965. There are many better official solutions than that such as small hose clamps. Sorry, my bad... Or am I still missing the point? Best regards, -a-

Doesn't sound like a good idea. Does it make any sense to spread TKS fluid on surfaces prior to flight. Or does it spread and then go away... At a flight school that I used, they deiced planes in the morning with a garden sprayer with windshield fluid in it... Obviously, not an approved deicer for FIKI either... This would be an attempt to improve things while getting out of icing conditions. -a-

Thanks Andrew, I will be calling Frank at JPI. best regards, -a-

I have the near unique opportunity to read every post. Let me know if I can push a button to trash the extra garbage... Best regards, -a-