carusoam

New Question on the same topic..... LOP (or peak) @ 65%bhp but compared to what? My engine max output is 280 bhp (at 2,500rpm) . It is detuned from much higher possibilities. The O3 engine max output is 310 bhp (2700 rpm) Is my O1 red box the same as the O3? 65% for the O1 is 180hp (180/280) ...from my POH and supported by using 15gph X FF... 65% for the O3 is 201 (201/310) ....Supposing here... Can I use the same 201hp and safely stay outside the red box? Has my math gotten fuzzy? Best regards, -a-

DanB, Comparing the numbers you gave above to my POH 14.7 or 14.9.... 15 works just as well....65% power at 12gph = 180 hp (roughly 12 X 15).

The other one is IO-360 Power Calculator from Air Dave, LLC. It is free and covers -a, -c, -d, -j and -k engine groups. Would be nice to know how accurate the free one is? Sounds interesting, but does not cover my IO-550G needs. I sent Air Dave a request, but have not heard back.... Does anyone know Air Dave? i will share POH power chart data. I have it typed into an excel spreadsheet already.... Best regards, -a-

Flight following is great for migrating through extensive military airspace. You don't need to know the individual status of each airspace. Your flight track is often posted to flight aware for later review or family to watch. Best regards, -a-

JL, Just as you described, they stay independent of each other. Follow-up question is, do you rearrange all top plugs to fire on one system and all bottom plugs to fire on the other, or leave them as they are (mixed)? Lot's of questions. Looking forward to their success. I think there is much to gain. -a-

Derek, Fuel flow is a great idea. If you have the opportunity, consider integrating the data with your future engine monitor and gps. At least consider what it takes to add this data for best benefit. It may only take a wire here or there. It is good to have EGT/CHT data logged that includes the fuel flow. It is good to have fuel required to destination calculations. Congrats again, -a-

Way to go! -a-

He learned the difference between installing a prop and a wheel.... The captured nuts take much much longer to install, then wire, and will take just as long the next time, and will take a certificated mechanic equally long. quarter turn, quarter turn, quarter turn, repeat 600 times. This job is such a pain, that people often replace the generator or alternator belt just because the prop is off. On the chevy tahoe there are 6 big lug nuts that hold the wheel onto the bearing assembly, surprisingly there are only three much smaller bolts that hold the bearing assembly to the stearing knuckle. takes about 5 minutes to change a wheel and another 15 minutes to change the bearing assembly (have to remove two more rusty bolts to remove the brake caliper). None of these important items is captured or wired in place. None of it legally requires any training at all to perform. No TBO times on such important items either. Failure of the chevy system or its maintenace will go unrecorded for the most part. Go figure... Knowledge is power. The more you know, the better off you will be. Whether it is a Savvy seminar, APS seminar, MAPA seminar, AOPA seminar, reading on your own, learning from other's mistakes, learning from people on MooneySpace, or my favorite, working with your mechanic at whatever level you are a capable of. Learn as much as you can. This way you can decipher is someone is telling you something that is not right for you. Best regards, -a-

Hank, If you get rid of the towel rack antenna where will you hang your towels....? -a- Ashe, This is the logic I used to purchase my M20R (after being planeless for about 1 year). Try on the logic for size, see if it works for you. There is no need to wait, the buying market will not get significantly better. (It has not changed in at least 2 years) The borrowing market will not get significantly better. (Interest rates are incredibly low, unless you are in Greece.) There is not a reason that any better machines will appear on the market in the next year. (they are not being saved for later.) M20 airframes are not getting any newer. The one you eventually will buy will still need some help to get it the way you want it. I predict that it will cost more than you want to spend to upgrade. (and take longer too) Since it will take longer than you expect, you might as well get going. Find a few that make sense. Visit them. Build your plan on how to get a pre-purchase inspection done on your favorite choice(s). If the above logic does not fit, you can use the reasoning I used in 1999 when I bought my M20C, three months before my second child was born: Buy it now, because the finances won't get better for at least the next 20 years. Go make it happen. Tell us about your PPI plans.... Best regards, -a-

Double button push...

A single old data point.. My boss bumped his C182 prop on a parking lot concrete "log". His engine tear down was coverd by the insurance company, but pro-rated based on hours SMOH. Hope all works out well. Seems like you are going about it the right way. Best regards, -a-

A single old data point.. My boss bumped his C182 prop on a parking lot concrete "log". His engine tear down was coverd by the insurance company, but pro-rated based on hours SMOH. Hope all works out well. Seems like you are going about it the right way. Best regards, -a-

Dick, Thanks I'll take another look. I bought one, but did not quite get what I expected... I still use ROP and the POH data on some flights. DanB, (or anyone else) Any idea where i can look up the proper bhp% factor to multiply by FF? The Lycoming numbers for a particular compression ratio have been given several times. I have an IO550. I have calculated this factor using POH data. I would like to compare notes. Best regards, -a-

Fold down rear seats, put snow board in through front door. (for the younger crowd) For me, I brought boots and rented the skis. I have been renting since my 205cm skis delaminated somewhere after the turn of the century.... Best regards, -a-

Cruiser, Good point. Lean aggressively on the ground. This way when you push the throttle to go, you get the obvious stumble warning. If you only lean slightly, high temps on take-off are near guaranteed. M20C idle should be down around 700 - 800 rpm? It would be really hard to land if the engine were still pulling 1200 rpm, no? Best regards, -a-

Can anyone recommend a method for calculating / setting %hp using an iPad or other smartphone type app? Altitude, Rpm, %bhp, adjusted for temp difference from std day, with approximate FF... I am still using a laminated copy of my POH chart and interpolating old school style. There's got to be a better way to plug in the number and chug out an answer. Best regards, -a-

Ned, There are two other things that I get from this graph... (1) no red box above 8,500' for NA engines. (2) can avoid red box by staying 25 deg F LOP from 4,500’ and above Just want to be sure before I commit..... Note: I am using the IO 550, POH recommends 50 deg F LOP for all alts. This much LOP is harder to achieve at higher alts. Best regards, -a-

Edgar and those familiar with the red box graph or APS course, This graph is not engine specific right? It applies to 4cyl IO-360 as well as 6 cyl IO-550? I am looking to use it as a tool, but want to make sure that it applies first. Best regards, -a-

JetD, Question for the Lycoming guy... Would we be able to run an IO-390 LOP in a mooney application? I won't hold my breath waiting for a reply. The last time Lycoming pushed new technology with a mooney, the TLS turned into the Bravo. That must have been a memorable expensive experience. Best regards, -a-

Bill, your rant is well taken.. It is snowing where I am and therefore no flying. Fortunately, old airplanes never go away, and we are stuck with whatever leading edge technology they were built with in their time. My 65C had an EGT that had no calibration, accept the lines were spaced 25 deg F apart. No idea what peak value was. I like Parker's JPI recomendation. Complete data set in one place with alarms. Legally replaces the old junk that is scattered across the panel. Best regards, -a-

N4352H, The Lycoming document I summarized is on their website. It is copyrighted 2000, noted on page two. If it is not their current viewpoint, it should not be readily available by any truther. Do they have a document on how to run a Mooney LOP? I would be happy to read and summarize it. Don't get me wrong, I like Lycoming as a company and provider of aircraft engines. They have just been unable to help people run Lycoming engines LOP. This happens to be a method that many users want to use and are looking for expert advice on how to optimize the experience and minimize any associated risk. Keep in mind, I am not currently a Lycoming user. I have a continental IO-550G. Mooney publishes LOP opps in the POH for this engine. Best regards, -a-

Ross, What do "they" mean?... I summarized what I read in the Lycoming paper. I was hopeful to find additional concerns such as increased oxidation or something an expert would only know. The only negative given by the paper is detonation. Yes it is important, and we are all aware of that one. Detonation is only an issue if are too busy and/or lean incorrectly. (again, according to the paper). It seems the Lycoming paper is more of an opinion piece than a science document. I am hoping we are in the 2%. Educated, instrumented, and sharing in the details. I agree with the Lycoming opinion in some places. When the environment is too busy, I climb or descend ROP. Keep the single EGT in the blue box method. Flying IFR in the NY area can be hectic during the first few minutes of departure. I hope that covered your "what do you mean" question...? Best regards, -a-

N4352h, I could not find a date on the linked paper you provided. The paper indicates that operating LOP is on the "edge" for 98% of GA pilots. Lycoming won't give procedures for specific a/c installations. The only drawback to LOP is detonation. There was no mention of oxygen rich corrosive environment. We should only trust Lycoming because they warrantee the engine. We should not trust "experts" because they do not warrantee the engine My conclusion after reading all four pages... We must be in the 2%, with proper instrumentation, and training. We appreciate the savings a few dollars per hour, we don't mind going a few knots slower on some flights. Our engines are out of warrantee already. I was hoping the Lycoming paper was about how to safely operate LOP. It was more about....it can be done, we know how, and you don't. We are the experts and you are not. It takes knowledge of you fuel system, but we're not telling you how. Overall I feel better about my Continental and think George Braly and co. at GAMI is the real expert. I do like the graph. We need to add the one with the red box next to it. Best regards, -a-

That's a first for me. I bet W&B becomes a lot more important back there. Best regards, -a-

Bravo, Craig has increased the value of the Internet and strengthened the Mooney community at the same time. I have read every post, and clicked every link from the beginning up to today. The sun never sets on the Mooney community. We have members on six different continents. There is always someone you know logged in at anytime day or night. You deserve a standing Ovation! Best regards, -a-