carusoam

ghovey, I can't find the details on my blue box, but I don't think it is as high as 1,450. The blue box is somewhere in the range of 150 to 200dF ROP. I recall a discussion on the Garmin system vs. the simple blue box. I think it was left out of the earlier versions. I don't recall why. The Mooney 02 AFM makes reference to leaning to the blue box in the performance charts, and has garmin panels. Check out pages 5-31 and 5-18. These are take-0ff distance and speed distance charts where this reference is made. "Set EGT to top of blue arc as required" Unfortunately, I am out of town and don't have access to my key details. My manual has not been pdf(ed) yet. I only have a low definition photo showing where the blue box is.... Cris, do you have the Garmin panels, with a blue box? Best regards, -a- Further reading indicates that the "operational procedures for maximum fuel efficiency" page 5-3. Leaning after the climb: Set throttle, rpm, then lean mixture (from full rich). "at this point the mixture is full rich from the climb" My guess is O1 uses the blue box technique, O2 on uses full rich technique. Getting STC fuel flow settings from Midwest seems like a good starting point. edit again: Climb instructions on page 4-11 indicate climb full rich or white bar on EGT.....

http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=723 http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=581 two for you gear block

Ghovey, The major change of the 310 STC is the higher rpm limit. 200 more rpm, about 8% increase in rpm over the O1. NA engine should ingest about 8% more fuel. WOT at SL going up to 2700 rpm. HP difference is 280 vs 310. Approximately 10% more fuel burn expected using this calculation. For the most part, if you operate at 2500 rpm, your numbers will probably overlay the pre STC change. Some difference should be expected by the different prop, but probably on the order of a couple of percent. as for excess heat, you are burning 10% more fuel, and not increasing cooling capability, that I am aware of. I am still operating / leaning in the blue zone on the ships EGT during climb. I accept whatever CHTs come with that. I might see low 400s briefly. If I want to flush more fuel through the system, lean lower than the blue zone. Are you familiar/using the blue zone? Best regards, -a-

Threestripe, Older worn out receiver blocks have been known to deceive and feel like down and locked. What you described could happen then. If you search on this site you will find fotos of somebody's before and after picture. The old block is actually worn into an oval shape. The new block is perfectly round. Worn or not, down and locked will be down and locked. Make sure each time you have not been deceived. If your receiver block is worn, get it replaced. Best regards, -a-

gsengle, I have a similar experience. There is no fuel pressure gauge, so I wait for the fuel flow gauge to finish it's initialization process first. Procedure: Throttle in 2 complete rotations. Low fuel pump switch 5 , 10 or 15 seconds based on outside temperature, then start switch... Upon start unwind 1 rotation of throttle, turn off fuel pump. Works well for temperatures over 40deg F. at 1,000 rpm and leaned for ground ops, I get a fuel flow of about 2.7gph. 3.1 gph or so if not leaned. Best regards, -Engine=IO 550-

Flyboy, I was a freshman in high school for the first lift-off. We gathered around a "big" tv in history class to watch the broadcast. The last one, I watched on my iPad via NASA tv during work hours... We have come a long way... Best regards, -a-

74657, Seems to be the mystery of long body design.... M20Rs have a spare battery back there. It is a requirement to have both back there for flight. No leaving one behind to get charged.... Best regards, -a-

Sven, My 65 parts manual for the C, D, E... indicates screw AN530 8R8....as required. Blunts probably did not exist at press time! Website. Www.usmilitaryfasteners.com has pictures.... 8Z-3 is what they called the tinnermans "speed nut" AN507 8R8 and 6R7 I believe would be the two sizes of machine screws indicated. Again, this was from the 65 parts catalog. Best regards, -a-

Ghovey, Check your fuel flow #s. 30 gph in an IO 550 seems a bit high? I read Chris' performance charts for comparison. Let me know what you see in your charts. Best regards, -a-

Ghovey, For comparison, Yesterday in nj.... I have the O1, max output 2500 rpm, 23.0 gph, 100 kias, 1,100 fpm initial climb rate, 1400 egt, 380 cht Best regards, -a-

My 65C cracked the aluminum tube right at the calibrated leak hole behind the instrument. If you replace the line, be aware of the need for the is tiny hole. It is only a foot note in the mooney parts drawing. -a-

Sven, From my 65C experience, There were two size machine screws used. Dozens of the larger size and about eight of the smaller size. The parts manual can tell exactly what size they are supposed to be. What the manual does not say is where they each go. Since they are so close in size, it is easy to jam the larger fastener in the smaller threaded hole. I believe the smaller fasteners were used in the center area of the panels in a circular pattern, the larger ones were along the outer edges. Compare the threaded hole hardware and see if there is a discernible difference. These devices are riveted in place. if they get ruined / stripped, they can be replaced. As for the tinnermans, purchase new ones with matching screws. Spruce has the parts. The matching screws are blunt. There is no need for the sharp point. New tinnermans have all the proper spring loading that you probably can't find left in the old hardware. I think it takes four or five annuals to finally rid the plane of old mismatched hardware. Keep up the effort it is worth it. Purchase extra hardware in advance so you have it at annual time..... The only tinnermans I could not find were the tiny ones used on the engine baffling/doghouse. Best regards, -a-

Pilot 716, Watched the movie tonight, just to see the Mooney... -a-

Hope, Seems like a good time to speak with your favorite flight instructor and see what he had in mind... Sounds like human error. Best regards, -a-

Jose, You are the best! Blocked vent, cleared with a piece of safety wire. Best regards, -a-

Vasco, Are you running 50dF LOP or peak at 13,000ft? I think you will see slightly improved efficiency (nmpg) at lower rpm, but it will be produced at lower overall air speeds. I believe, the lower rpm setting at max available mp will result in lower % power. If you are looking to maximize your fuel use...LOP and low rpm are a combination that allows for maximum burn of your precious gas. It won't be the fastest way to get anywhere though... Best regards, -a-

Dave, Thanks for the heads-up. I am downloading while typing. I am looking forward to the updates. -a-

Becca. For KOSH... Bug spray, it is more important than food, water and avgas... On the other hand, anything you forget can be purchased locally. They have a very good transportation system to get downtown. Best regards, -a-

201er, You have come to a club that is full up with mooney enthusiasts, owners, mechanics and pilots, and you are surprised by the depth of their knowledge outside the confines of the exact machine that they currently own. You must be in the early stage of your addiction. Enjoy, there is so much to know. Just remember to share what you learn.... Best regards, -a-

Antares, Did the DG fail rotating in the opposite direction? In the video, it seems to be inop already. Classic IFR training indicates that vac failure has the DG fail indicating a turn in the opposite direction of the failing AI. I have not witnessed a real failure to test the accuracy of this statement. Modern Mooneys add a warning light in the annunciator panel to help identify the low or high vac problem. Best regards, -a-

Jet driven, Did David tell you to keep turning the key after it first starts? Same procedure for IO550, but if you don't keep the starter engaged for a few seconds, it dies and becomes a roulette game to start after that. Best regards, -a-

Tonykdr, Have you considered using airmods in Trenton/Robbinsville (NJ). It is a bit of a drive / or short flight from where you are. Best regards, -a-

PK, For your operational question: It is an excellent idea to get the speed brake switch onto the yoke. It will keep you from looking inside the aircraft for the switch when you may be at a time to be looking outside (approaching the airport environment). On the otherhand, if you can operate the switch without looking for it, then it is no big deal....My switch is on the yoke, and it allows me to easily turn them on or off as I need to burn off just a little more energy. Unfortunately, I can't help with the technical questions.... Best regards, -a-

Results... http://finance.yahoo.com/news/Wireless-network-outlines-apf-2077421864.html?x=0&sec=topStories&pos=5&asset=&ccode=

Couldn't edit the post, but whoever suggested using this method is genius!