testwest

Ok Bob B and Jack, thanks!!!! I "think" you get to the limits page by powering on with buttons one and two pushed. That Oil Temp low limit I have is a problem, it should be removed and the green arc remains at 150 deg F as the bottom of the normal operating range. Will call JPI, but I bet I can fix it myself. I am reasonable with the menu structure and button-nav that JPI uses.....will let you know!!

OK, as I posted previously we are selling the old serviceable rocker switches from our 1977 M20J. Up for sale first is a radio master switch. This is Mooney part number 930023-013, and is a Klixon (now Sensata) 20TC2-BG-3. Technical information for this switch may be found here: http://www.peerlesselectronics.com/store/products/20TC2%252dBG%252d3.html It is a 3 amp switch/circuit breaker. $49 plus shipping, this is a great price. Edit, this has sold. Lasted less than eight hours. I'll have more rockers available soon. Thanks!

Hi Taildragon You are getting some really good advice here. Question, how much retractable gear time do you have? That may be a factor in your transition training. Also, I guess you have ruled out an early M20J? My first M20 was a 1970 F model, but our partnership soon progressed to a 1978 M20J. It looks like prices for early M20Js are down in F territory at this time....

Oh, and I see Bob - S50 is near me in Puget Sound. Thanks again for the reply. Need a BFR? It's on me, free.

Wow, 9 replies already, is this a great group or what? The green arc and red line limits in my original post are directly from the M20J POH, limitations section, for my serial number. It is manual number 1220, revision G, original issue 9-27-76, revision date 3-7-84. I did look through the POH for any recommendations for minimum oil temperature for takeoff (which would not be mandatory for a primary instrument, unlike the markings in the limitations section of the POH, which are required for STC).....and did not find any. Guess my next step is to write JPI and ask them to reprogram the key so as to remove this red lower limit. Hopefully I can convince them it is a mistake and not get charged for a key reprogram . Again, thanks for the pictures and the replies. Mooneyspace rocks.

Question for anyone running an EDM-930 (Primary).... On the oil temp for our 1977 Mooney M20J, s/n 24-0042, the green arc (normal operating range) starts at 150 deg F and goes to 225 deg F, as per the original gauge...and the redline is 245 deg F. However, JPI has ours set up so anything below 150 deg F is also red, and we are getting red warnings for quite some time before the oil warms up. With the old analog gauge, we would take off as long as the oil temp indication was off the peg, and if the prop cycling was OK. I am wondering if anyone else has seen this, or had their min oil temp handled a different way on a JPI EDM-930. Thanks!

Yeah! Actually, it is because the Aerostar has the same qualities as the M20. Fast, efficient, looks good, and they were both among the last major designs from two of the greatest airplane designers of all time....who respectively put lifetimes of experience into the designs.

OK, Byron, count me in!

I verified the site is fixed. Karl's switch looks like an ETA style. There is another designer on Shapeways with a Sensata/Klixon cover style but I have not heard how they are working out by anyone here. We are biting the bullet for some new Sensata E-T-A rockers on our M20J (black) and will have some of the used as-removed white Klixon ones for sale here.

Bump, again. I'll take best offer on this. Thanks.

+1 for Airtex. They did a great job updating their designs a few years back. Plane Plastics has nearly every panel you need, if they are brittle don't bother to paint, get new ones and paint them with the SEM system, the paint will block UV and the new ones will last a lot longer.

What we did is replace the 1977 style headliner and vents with new and/or used parts to match the approved type design for the later models. Since all of the parts were approved for the later models, it basically was an install of approved parts. Modification of the interior with new materials such as the composites proposed will be more complex from a regulatory point (for STC) due to the requirement to meet the interior flammability requirements. Don't have the FAR 23 paragraph that speaks to this right in front of me, but it should be easy enough to find on the FAA RGL site. I wonder if the new certification rules for small airplanes would also apply to modifiers? Sure would be nice to be able to STC something without costing more than the market would support.

Thanks for the nice comments and likes for my post and article! Makes the time spent worth it.

I am seeing the (Aspen) Bendix/King KSN-770 prominently in ads right now in the AOPA magazine and elsewhere, anyone know if it is certified yet?

Hey Chrisk Take a look at the wing root area inside the fuselage. You will need to remove some upholstery and panels. You will see where the fuel line comes from the wing and joins the fuselage line. There is a little flexible line right there that might leak. You can buy the correct replacement hose for less than $20 from Aircraft Spruce. If you find this is the issue, I'll dig up the exact details and some pictures.....

Scott, you may want to have a look at your cam with a borescope. I hope you are not looking at a rounded off cam lobe. However, that much wear should have shown up in the oil analysis.

Hi everyone I wrote an article about this issue for the Aerostar Owner's Association a while ago, it is a reasonably technical discussion of spark plug center electrode resistance. You may find it interesting. The article is in PDF format, hosted here: http://www.openclip.net/Benchmark/AOALog2011SpringTwoSparks.pdf Thanks.

And I will add my congratulations as well. Exercise those skills as much as possible. It's fun to push along a Citation who is flying the ILS slower than you.

Ask, and ye shall receive! From Benchmark 6000ft 2500RPM 75% power (note WOT is about 76% power standard day) TAS 163.4 knots, FF 14.7 gph, NMPG 11.1, CAFE Score No-Wind 8374 using Best POWER stock power setting 8000ft 2700RPM 75% power TAS 166.1 knots, FF 15.4 gph, NMPG 10.82, CAFE Score No-Wind 8331 using Best Power. Pretty much a wash, the effects of winds at differing altitudes are far greater than these different power schemes.

Jamie Your 22 square performance results match my Benchmark results exactly.... but why not run WOT/2200? With a little bit of ram rise you should get 23.5 " MAP (give or take) and nearly 10 knots faster at an almost identical MPG.

Gary has some good advice Bryan, if you can dump the data and look at it you can learn a lot. I do have some data from back-to-back WOT climbs I did with KSMooniac about a year ago. Climb speed really makes a difference on the CHTs. For Gary, you may be better off climbing with more power at a faster speed. Your climb rate should not be that different from what you are doing now, hopefully.

201er is right, the way he does it might be called "Target EGT - Advanced" since the method is a little more sophisticated. It's what I do as well, above 5000' lean out a little more, just like he posted.

I gave the pitch this afternoon to the Society, and it seemed well received. Thanks to everyone who replied to this topic! I would love to post the thesis to the site here, but my upload barfs after showing a full upload...? Anyone who wants a copy of the whole thesis, just pm me with your email and I will send it out. 12MB and almost 100 pages of "light" reading

True dat, Jet. It is better to get to your planned altitude for best cruise with respect to winds with as much power as you can get and the best forward speed to match.

Thanks to JimR for the kind words. The 1.32 (ok, 1.3 is really close enough) multiplied by Vy is the ratio postulated by Carson. This speed is the point at which the product of velocity and miles per gallon is maximized. In math form: Maximize V^1 * MPG = Carson's Speed and there are some interesting other observations with respect to exponent of speed... Maximizing V^0 * MPG = Max Range Speed (and very close to Vy for many airplanes).....Silver discussed this, but the concept really did not catch on for cruise...winds and low SFC at these power settings overwhelm any advantages for most operations. Maximizing V^-1 * MPG = Max Endurance Speed (and very close, sorta, to Vx for many airplanes) Maximizing V^2 * MPG = Max Level Flight Speed at Full Power And finally the CAFE parameter (faster than Carson's) maximizes V^1.3 * MPG. For Awful Charlie, the climb is postulated at the maximum rated power for continuous operations.