Ned Gravel

Mine is not turbo'd like yours but some of the same things may apply. Pouring gas into cylinders helps keep them cooler. Four bangers or six bangers, N/A or turbo'd. Governor has less influence. Cowl flaps play less of a role in my IO-360 now that my doghouse (old style Mooney baffling) is really tight for improved cooling. Two years ago, I was occassionally seeing above 400 on climbout, but after my overhaul and the new baffling - climbout is now often less than 350. So here is what I do now on climbout: MP to the max and leave it there until ready to level off. Not certain how that might work in your turbo'd engine - but it might not be good for it to be much above station pressure in order to prevent overboosting the engine. Cowl flaps full open (or whatever you need to do to improve airflow over the cylinders). I need to keep my speed up to near the top end of the white arc to provide enough airflow over the cylinders, although I don't really need to worry about cowl flaps too much these days. The better baffling really, really, really helps. Prop at full power for the first 1000 feet for me, and back to 2500 rpm for the remainder of the flight. Hope some of this is useful to you.

Quote: takair I was looking for something else and came across the procedure I mentioned in an earlier post. Don't know if you got this resolved, but SB M20-150A applies to many older Mooneys. There are procedures for moving some power wires, degaussing and swinging the compass. Link is: http://www.mooney.com/index.php?keywordsearch=m20-150a&option=com_servicepdf&modelid=&Itemid=46&sort=date&direction=DESC&model=all&categoryid=1

Quote: richardheitzman ... I can swing a compass in about 15 minutes and you do not need to shut the engine down a dozen times. It is a two person operation, one to run the aircraft and one to line up the aircraft on the rose or using the calibrated compass. The inside guy does the paperwork and adjusts the compass and operates the aircraft. ....

double post

Quote: HopePilot I don't feel I've been taught how to clear a fouled plug correctly. Everyone is saying they lean slowly. Does anyone pull the fuel mixure about half-way for a second, then back to rich? This seems to clear a fouled plug, but it seems harmful?

You could try Laurie Davis' Copilot App. It has a good W&B piece in it. I bought it for the flightplanning capability though. Cost about $20.00

I'm with Rob. Fix the step. Way cool contraption.

David: I want to congratulate you on coming out of this in one piece, for being honest in your explanation and in your evaluations, for being so insightful in your list of things to address. Regardless of this incident, you have demonstrated to me an attitude and a level of understanding of things physical and psychological that I would be pleased to fly with you at any time. You learned from this and it will make you a better pilot. No question. I have less than 100 hours in IMC on a brand new IFR ticket. I really know squat - or perhaps just enough to get into real serious trouble. But I have enough fear in me to try and avoid the scary bits like going beyond my personal minima. I would rather not learn some of these lessons the way you have in this incident, but it may happen. And if it does, and if I live to tell the tale, I hope I can be as useful to others as you have been to me. Thank you.

Quote: N223MM I'm pretty sure this is a pre-J model. Has anyone flown one? http://tinyurl.com/M-Cadet added hyperlink

Quote: DaV8or Excellent! Where/what was the fly in about? Looks like too much fun.

Quote: rbridges ...... I'm probably dangerous up there....

Interesting discussion. I too am looking at ways to enhance panel real estate and get more reliable instrumentation for IFR flying. The MVP 50 was discussed at some length in this thread: http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=1603. I went to their website and one of their downloads has the dimensions of the instrument. It is 5.55" wide and 5.15" tall. It is 2.4" deep - so somewhat more attractive than the 930 from JPI. They have our aircraft listed at entry number 48 on their STC list. Looking better and better. Now, if I only had the requisite AMUs........

Don: I don't think the software behind Mooneyspace allows uploading of pdf files. I think it only allows jpgs. I tested this hypothesis with an attempt to upload our home drome's taxiway diagram. It did not work. Here it is as a jpg. Lessee....

Quote: scottfromiowa ... How old is your battery? Do you have an HID landing light or sealed beam/quartz. The difference in draw is amazing between the two.

OK - here is the problem. Compass started going a little wonky after my overhaul last year. Compounded after this year's annual such that a new mount was acquired and installed. I was told that one of the causes of having readings that are up to 30 degrees off of "nominal" was the use of high power items like pitot heat now that I fly IFR. I have two compass cards now - one for IFR and one for VFR. It is, however, disconcerting to not be able to trust the "non-precessing" directional instrument for reference. Other than putting in a full functioning ADAHRs setup, I am stuck with the current DB and a whiskey compass. So, here are the questions (prefaced by the tidbit that I have over 22 years in the Signal Corps and understand things like "induced magnetism"): Anyone else ever had this problem? If so, what are the most likely culprits: Some bare wire that may be laying up against the frame? Some highpower wire that is missing some shielding at a critical point in its path? A bad compass? Magnetised set of steel members that need to be degaussed? From the collective wisdom of this group, I may be able to arrive at a solution using the least amount of AMUs and causing me the least amount of concern. Sock it to me.....

One more data point, and I am going to start off by saying that I have heretofore been squarely in the "if the generator works - don't mess with it" camp. I am like Scott. By replacing my old Delco GCU with the Zephtronics one, and changing out the landing light to a brighter one with less than 8 amps of draw, I was good to go. Generator also has the advantage of not needing a reference voltage to work. Then yesterday happened. Taxiing on the ground in Montreal for over 40 minutes at relatively low rpms. JPI was reading as low as 11.2 at one point. No problem. Been there before. Holding short, I turned it all on: pitot heat, overhead lights, panel lights, fuel pump, landing light, strobes. Rolled on 28 for the left turn to climb into the soup. Enter IMC and already on the scan. JPI starts flashing "Bat" and I looked at the generator circuit breaker. It was tripped, so I pushed it in. One minute later, it pops again and the JPI is showing a battery voltage of about 10.6 volts. Now I have some decisions to make. What are the options? 1. Abort now 2. Do some electrical IA (immediate action) to identify the problem and maybe avoid uneccessary action. I chose option 2 and always had the option of reverting to option 1. Looked at OAT (14 degrees celcius) so turned off pitot heat. In the soup, so turned off the landing light. Above 1000' so turned off the fuel pump. Then pushed the breaker back in. It stayed. 20 minutes later, the battery was reading 12.8 so I brought the pitot heat back, and 20 minutes later the landing light. By this time the battery voltage is reading 13.7. Good to go. What was the problem? IMO, the battery was so far down that it was drawing more from the generator than the circuit breaker rating - hence its popping. Result of this investigation? I am going to get the Plane power alternator conversion so that low rpm taxi manoeuvering at larger airports does not stress the system as much. Sorry Scott. Not today, and maybe not until next annual. But I am converting to the alternator. Two instances of the generator breaker popping while in bumpy soup is two too many for me.

Took off from Brampton (CNC3) with a 30 knot tailwind to make it to Montreal (CYUL) in 1:50. In the soup for the last 50 miles or so. No problem and a rejuvinating approach in IMC. Coming home?? That was a different story. The 150 mile wide belt of various types of cloud had moved west so when I took off to return home (about 4 hours later) I went straight into the soup, into a 30 knot headwind. Finish the climb to 8000' and while the airspeed indicator was Vno (150 mph - 130 kts), the GPS read 89kts for groundspeed. Yup, you read it right. I looked at the GPS and felt I was back in a 152. Took three hours to make it back. At one point I asked ATC to change the flight planned altitude to 6000' for the "ride." Read "lower headwind." Best groundspeed I made at all was 130 kts. And that only lasted about 15 minutes. Most of the time it was between 110 and 120. Sheesh....

I flew with Russ Anderson in his A model and it has the notched handle with the older manual flaps. In comparison to my hydraulic flaps, his are more like the flaps in a Cherokee (handle position determines setting) and less like mine (indicator position determines setting). I think the A models and the Cherokees have the advantage in that regard. However, I find I have too many other advantages to give up my E model for an A model (not even touching the woodwing aspect)

Not really wanting to interrupt the conversation between the real Jolie and the Piloto version, I think I can offer a little tip to Jose so that he can make use of his own profile, instead of Jolie's in carrying out this discussion. I have attached a graphic that provides me with a positive indication of who my computer thinks is actually doing the typing here. Look at the top right of the attached picture. When we open up Mooneyspace, it will tell us who it thinks we are. Over the last two years I have looked and discovered it thought I was someone else. That is when I hit the "Logout" link and log back in as myself. Problem solved. Otherwise, you two can both keep conversing as Jolie. Jolie 1 and Jolie 2. Poor Mitch. Talk about confusion..........

OK. This is good. I normally cruise between 6000' and 9000' depending on the direction of flight and any other factors such as ice etc. But I have been trying to run LOP since I got the plane to 50 hours beyond MOH. No luck. Runs too rough (well at least too rough for me). Now I see that ramair may have been playing havoc with my attempt to do this. Next time I try, it will be with the ram air door closed. Thanks for the info folks.

Quote: n74795 I switched to a strip guage when I did the SWTA panel mod on my B , and the senders were all the same , I know for a fact that all mooney fuel senders are the same , and the engine senders are lycoming parts , I have a spare strip guage for a 78 201 if any one wants it...

Quote: Mitch ..... with the exception of the '65 E model cowling, which in our case, has the front top bubbles for the "dog house" baffle corners ......

Hi all: I have to report to you that I do not experience this phenomenon on take off. '65 E model. Whatever it is, it would scare the living Beejees out of me.

Jim: They are connected.

Steve: If that cylinder is getting more gas than the others, it will register cooler. That is why full rich is the coolest you can get on the rich side of peak. Just a thought.