testwest

SOLD, thanks everyone for your interest!

D'oh, got my TITs and my CDTs mixed up! At any rate, those low-compression boosted engines just have a little more challenge when it comes to operating LOP, however....the fine wire Tempests may help. Check your spark plug center electrode resistances and replace any that are trending high. Good luck! Also, your mag timing may be a little on the late side, equally on both mags, so your combustion event is slightly delayed. This would explain both the lower CHTs and the higher TITs. Let us know what you find!

Some very good information on intercoolers here: http://www.cirruspilots.org/blogs/braly/archive/2009/02/13/intercoolers-are-wonderful-devices.aspx

Actually, this thread may turn into a thread on intercoolers......which, if you want to gain any economy of operation with your low compression ratio engine, may be the only alternative. Also, check your spark plugs for high resistance on the center electrode. There is an encyclopedia's worth of information on that subject here, and on Beechtalk. BTW, I would suggest lurking on Beechtalk for anyone who has any interest in this subject. The APS guys (Deakin, Braly, Atkinson) hang out there and post all the time.

Edited the post since it has not sold yet, now $175 + shipping OBO. Come and get it!

That is fantastic news, I will be emailing them ASAP. KSMooniac will probably beat me to the punch though.

Take a look at this KX-175B, it is over on the Vans Air Force Forum.....this is a very good price for a y/t KX-175B outright. http://www.vansairforce.com/community/showthread.php?t=86474

Please check out my ad for this yellow-tagged Aerosonic encoding altimeter - $950 OBO. View My Ads on Barnstormers

Edit - this unit has been sold, thanks! Was: Up next from us is a Whelen tail light/strobe combo, the Whelen part is A500A-V-14 (14 volt). This is a new-in-the-box light, they normally go for $158 or so from the usual suppliers. We are asking $99 + shipping, if we use USPS Priority Mail Standard Box, shipping will be only $10.85 to anywhere in the US. We prefer PayPal! PM if interested, thanks.

Hi Skybrd Check with JimR, he might sell you one of the flash tubes in this lot. The Whelen flash tube base is smaller than the Hoskins, so it would "fit", but it would not be a great fit.

For sale is a lot of Hoskins strobes from a Mooney 201. Of note in this lot is one NEW (old stock) Hoskins flash tube, perfectly clear, perfectly bright. These are impossible to find in unused condition, this was manufactured in 1986 and still has the original box. Also included are two NEW strobe tube clear glass domes ($65 value all by themselves) and the strobe housings, restored and ready for paint. Also there are the old strobe dome covers (they are kinda yellow) and two older strobe flash tubes, they do flash but are not the greatest in appearance. Sold as a lot only. $150 plus shipping. Paypal accepted!

Hi everyone We have decided to sell our old strobe system from our M20J. First up is this Hoskins strobe power supply, works very nicely. Part # 701295-3. The red wire is power in, the yellow wire is a synch wire for those airplanes so equipped, and black is ground. And the Molex receptacle on the top that has the B+, TRIG and GND labels, plugs right in to your existing Hoskins strobes. These don't come on the market too often so I would like $175 plus shipping, OBO. PM me with your information, first Paypal is first served. Thanks!

Hi everyone Here is the diesel aero engine you should keep an eye on. You probably have not heard of it before. It is the Engineered Propulsion Systems (EPS) Vision 350. The company is in New Richmond, Wisconsin. It is a similar size and weight and cost as a new turbo Lyc IO-540 (angle valve) or a new turbo Cont 550. It's a horizontally opposed 8, with shared crank throws, geared, with a powerhead similar to the latest Mercedes 4.4L diesel. Also, here is a drawing of the engine installed in an Aerostar nacelle. Right now, I can go about 205-210 knots at altitude on 26 gph total (65% power), that is on TN 540s...AFAIK the 601P is the only TN pressurized airplane on the market. With the 350 diesel that becomes (roughly) 220 knots at 22 gph total (65%)....or 242 knots at 32 gph total (85%). Looks like 65% is a good place to run a compression ignition engine, too. This engine as a retrofit to Malibus will be a world beater. Ooops, Alan Klapmeier has already figured that out, but hasn't told anyone yet, http://www.kestrel.aero/aeroworks.html A Gippsaero GA8 Airvan with one of these will be a world beater as well...not to mention a heavy fuel UAV engine the perfect size for a new Predator with excellent range. Retrofit Zezzna 421s! The end of the schitzo-GTSIO 520..... Anyway, take a look.

You could try Advanced Aircraft in Troutdale. They are a Mooney Service Center. We use them for our annuals.....good folks.

Yeah, no joy with Safari either. I wound up using Firefox for Mac.

Also I see on the chart that you just posted the GAMI spread is more like .6 gph. So, when you are optimizing your injectors with GAMI, be sure to check WOT/65% power and use those data as the reference. By the way, are you using EZtrends to post your data, or importing to Excel or Numbers? I am a Mac guy too.

Hi Kris If you want, just repeat the same test except at wide open throttle (and 2300 RPM)...you should get about 25" of MP under those conditons. If you have ram air, you can open it up and gain back (some) manifold pressure. Of course, for a trip your choice of power settings for most efficient operation is completely dependent upon winds, so you may be at 2700 RPM WOT at 11,500 (~65%) for increasing tailwinds at altitude, or 2200' WOT at 5500' for the same power if the winds are worse (i.e. they increase by altitude faster than the TAS you can get at WOT). Thanks for your post, and interest. It is really neat that folks here are interested in facts and data (instead of dogma) regarding their engine operations.

Hi Kris That GAMI spread is really nice. Don't forget the engine is far more efficient if it is unthrottled, e.g. wide open throttle or WOT as it is abbreviated. I see you are running 23" and 2300 RPM. Remember any advice to run "square" or "undersquare" you may have received in your training for the complex airplane endorsement to your license (or any subsequent "advice") is absolute balderdash. Try your run at 6500' WOT and do another GAMI lean test, and share the results if you are so inclined. 23 square at 6500' is 62% power at "best economy" for the IO-360-A3B6D as installed in the M20J (from Benchmark) so ~58-59% or so LOP depending on your fuel flow, at WOT/2300 you are at 68% BE and maybe 63% ish LOP. Also, if you ever have the slightest indication of any spark plug issues, such as a poor runup, see the posts here regarding Tempest spark plugs. By the way, thanks for posting the data. Flight test types just eat that stuff up!

Quote: jlunseth If you are turbocharged and fly in the flight levels, aren't pressurized mags a necessity? Not for an reason having to do with engine ops or engine timing, but to avoid "high altitude miss?" Air acts as an insulator to prevent tracking along the mag cap. Too thin air and the tracking starts to happen, resulting in a very disconcerting failure to operate on the part of the engine.

double post, sorry

I'll send you a picture of the induction system, it is a thing of beauty. And they are non-pressurized Bendix mags!!

You got THAT right! FlyDave and Peter Lyons sent me pictures of some details for my instrument panel upgrade, KSMooniac gave me a tour of his M20 when I was in Wichita, and on and on. Thanks to them and everyone else....this is a great forum with some really generous and knowledgable folks.

Gents, let me throw out something....I am running two Lyc IO-540-S1A5s, turbonormalized by Aerostar/Machen (by the Aerostar TCDS, hence the possibly confusing lack of a "T" in front of the IO), in an Aerostar 601P. Basically, it is three M20J engines, TN, in very tight formation. One engine has GAMIs, the other does not. I have always been able to run the GAMI engine LOP, but the non-GAMI one was problematic and exhibited many of the same symptoms in terms of stabilizing, some roughness, high GAMI spread etc. , just as John Green describes. And then..... I discovered very high center electrode resistances in my Champion massive electrode spark plugs. There have been a number of posts on Beechtalk related to this issue, subsequent to the article I wrote for the Aerostar magazine on my discovery and the change I made....this change being installation of Tempest fine wire spark plugs. The different electrode design by Tempest is intended to be stable with respect to center electrode resistance in the long run. Having made no other change, I can now run my non-GAMI engine much more consistently LOP with the new Tempest fine wire spark plugs. Now, one person's experience with one airplane is hardly a trend item that can be proffered as a sure-fire means to improving results when trying to go LOP. However, when our M20J comes out of the avionics shop, it will have an EDM-930 engine monitor and some old Champion spark plugs of unknown center electrode resistance. I intend to completely document that engine's parameters and characteristics, including LOP operations. Then, I'll change to the set of Tempest fine wires I have ready to install in that engine, and document the same parameters under the same flight conditions. If I notice an improvement similar to what I saw on the Aerostar, especially if the GAMI spread is positively changed by the spark plug change, I am fully prepared to go to GAMI/APS with a recommendation that operators make sure of the robustness of their spark plugs and related ignition systems prior to installing or modifying GAMIjectors. So, Bravo guys, what kind of spark plugs do you run?

Hi Richard Make sure you turn OFF the hourly method on the fltplan.com "Edit Aircraft Performance" page, assuming you have the detailed advanced fuel burn data entered. This is one of the "endearing" features of fltplan.com, each page is a wealth of data but you have to look closely to find everything.

Yep, mrjones30, you can do all of your planning and filing online, free. Helojunkie, I don't have an advanced profile for the M, however.... +1 for www.fltplan.com for planning. I do have an M20J donor profile for fltplan.com, and am glad to share it. Go to www.fltplan.com, click on "Edit Aircraft" hyperlink on the lower left. Enter your M20J data, then "Press Here When Done". It will take you back to the home page. Then, click the "A/C Performance" hyperlink. Choose the M20J you just created, then go to "Method 1: Copy performance data from another profile". Our donor username is testwest (of course) and the N-Number is N201JX. Keep the ICAO data and hit the "Copy Profile" button. Feel free to modify the profile, ours is set up for a Vz 113 kt climb at max power, target EGT and the speed drops off as the 500fpm perf limit is reached, and eventually goes to Vy. Our ~65% cruise fuel burns are not LOP so it should be reasonable for someone using, say, best power from the POH. I'll use the TAFs and METARs from fltplan.com to determine if I need an alternate for the plan, but sometimes I parallel over to... +1 for aviationweather.gov for detailed weather. I especially like the flight path java tool that shows precip, icing, winds and other info. The detailed flight path info may constrain how I plan the flight, so often I parallel the two on two tabs in my browser. and then +1 for www.duats.com for filing to file and print a weather brief. I like the direct access that duats.com provides. You could use DTC DUAT (www.duat.com ...provided under contract to the FAA by Data Transformation Corp, see here https://www.duat.com/faq01.phtm#dtchistory ) instead of CSC DUATS (www.duats.com ...provided under contract to the FAA by Computer Sciences Corp, see here http://www.csc.com/about_us/flxwd/40542-timeline ) both separate and distinct companies do provide the same service. I happen to use CSC DUATS because I use it at work. Hope this helps. And for subsequent posters, lets try to keep this thread on track, focus on answering people's honest questions and try not to devolve into regulation sniping. I would invite you to look at posts by KSMooniac and FlyDave (not just in this thread, but in hundreds of others) as pretty good examples of accurate and well-toned posts. Thanks.