testwest

For more on CHT's, check this webinar out. It is FREE. http://www.savvymx.com/index.php/all-about-egtcht

Auto-lean is a feature of the specific fuel injector servo and fuel pump combo on the IO-550-A as configured for the Missile. You basically take off with the mixture knob at full rich no matter what takeoff density altitude you are at. You can leave it at full rich throughout the climb as well. Actually, what AustinChurch said! ...except for the 50 ROP part. That's not a good place to run unless you are at pretty low power.

If you have a normal STC'ed Missile, you have a Continental IO-550-A normally aspirated engine.....with an auto-lean function. So, in addition to losing the extra enrichening feature at wide-open throttle, you are automatically getting leaned as you climb at 25 square. The slightly slower RPM and the gradually leaning mixture are all contributing to high "peaky" inter-cylinder pressures that are a little too early in the power downstroke, and the too-slow airspeed is yielding less than desirable engine cooling, all serving to raise CHT too high. Your goal is to climb efficiently with CHTs at 380 degF or less. The guys above this post are right, there is no need to pull back the engine at all unless it is published in the limitations section of the STC'ed addendum to the AFM or POH. 25 square is an old wive's tale. The only reason to pull the RPM (not MP) is for noise, but I can't imagine a noise issue, at 2650 and with our short props we don't wind up (pun!) as high on the local prop tip mach number (unlike some of those gawdawful 2 blade C-180s or Bo's). Assuming no such limitation, take off at full MP, RPM and full rich mixture (you should see 29 inches or so at sea level, 2650 RPM and 25.6 gph per the Missile specs published here: http://www.rocketengineering.com/missile/performance.html. and the TCM spec here http://www.tcmlink.com/pdf2/SID97-3E.pdf look at page 27). That takeoff fuel flow is crucial, do not accept 0.1 gph less than spec. Leave the engine knobs alone. Climb at ~120 knots indicated, or faster. If the CHTs stay high, lower the nose and increase the climb airspeed. Most folks have to lean a "little" on climb to maintain the EGTs roughly where they were for takeoff, yours is auto-magically handled! Once you get to cruise altitude (please please please get it up there, our NA Mooney wings LOVE IT at 8000-12000 feet, altitude is your friend, visit more often), level off and park that engine at 65% nicely lean of peak and go. Hopefully you have a good engine analyzer and a low GAMI spread. Won't go into more than that (thread creep) but there is plenty of info around here on how to operate the NA Conti IO-550 in cruise, check the Ovation posts.... Let us know how your next climbout goes.

You are welcome sir. Hope the new muffler and exhaust work out well for you!

For Bryan, the cost was for both tanks! You may have to do some paint touch up where they pull off the panels to get inside the tanks, though. BTW, still not leaking a single drop, no stains, no weeps, nothing. Worth every penny, and KSMooniac was right, as he usually is!

System is SOLD, thanks to Kwixdraw! For everyone else, as a courtesy please try to refrain from hijacking a For Sale thread....eventually there may be a classified ads section of the forum where we could post stuff for sale so posts like mine don't clutter up the regular forums.... However, I personally would much rather buy and sell from Mooneyspace folks than anyone else, so again thanks to Kwixdraw and to everyone else who looked.

Here are the pictures of the system, it is still available, 257 hours since new on the muffler, and exhaust stacks are pre-drilled for EGT probes. $499/OBO. Thanks

Check with Kevin Durkee at Lone Star Aero in San Antonio. I got a new-surplus throttle quadrant cover from them and I am pretty sure it was a lot less than $125. Good luck.

I have a 430W with an SL30 beneath it in a twin pressurized Mooney (Aerostar 601P). It is a fantastic combo, and with the reversionary GPS in the Aspen I feel like I have sufficient redundancy in GPS, even though I don't have 2 x30W GPSs. However, a human factors nit....the frequency knobs for the 430W are on the left, and for the SL30 they're are on the right. I have already scrolled off my desired nav pages on the 430W several times by grabbing the right knobs on the 430W when trying to dial in a freq in the standby window ....usually after a few changes of freqs on the SL30.

I see KSMooniac on Flightaware, he's about 100 miles from Madison. Had to skirt some wx in Northern Missouri it looks like. http://flightaware.com/live/flight/N11MH

Hey Scott and everyone! When you get settled at Oshkosh swing by the Aveo Engineering booth, they just got TSO approval for their LED position light/"strobe" wing and tail lights. "Strobe" is in quotes because the strobe function is also LED, no high voltage power supplies! Even more importantly, I have approval from the comptroller (Gretchen) to purchase 'em! The approved product is the PosiStrobeCP (tail light) and Ultra Galactica (yeah, I know, the product names are a bit over the top) wing position LED lights. When we purchase and install them, we will have a couple of good used Hoskins strobes and power supplies for sale from our M20J. They are hard to find, so if anyone needs some spares....... Also, someone associated with ANR headsets is making a major product announcement, 9:00 AM Monday at OSH. Bose or Lightspeed maybe? And to un-hijack the thread, I am not making it to OSH this year. I am at the Farnborough Air Show right now. Not much recreational flying here.......

The other thing to check is if one of the JPI probes is the "under the spark plug" type instead of the bayonet style. EDM-700s (and up) are approved as primary replacement instruments for CHTs, but for a lot of Mooney drivers the one factory CHT is in a linear cluster gauge and it looks a little "kludgy" (http://en.wikipedia.org/wiki/Kludge) to have an INOP sticker on one of the five factory gauges if the primary CHT function is hopped over to the JPI. So the original bayonet CHT is retained and a spark plug JPI probe is installed on that cylinder (which is typically the hottest cylinder, that's why the factory probe is there). JPI data suggest that spark plug probes typically read higher than bayonets, so they have this nifty solution: http://buyjpi.com/Merchant2/merchant.mvc?Screen=PROD&Product_Code=5050A&Category_Code= I bought one of these for 201JX and plan to install it soon on our #3 cylinder. Right now the JPI says #3 is a little too warm in climb (395 deg F, less than 380 is really a desireable goal for many reasons) but the factory CHT is OK (with what little resolution it provides)...leading me to believe the #3 JPI spark plug probe is reading falsely high.

Hi everyone Anyone need a complete M20J exhaust system? (We replaced ours with a Powerflow system.) The muffler has only about 200 or 300 hours on it (maybe less)...I will have to check the log books but it is a low time muffler. Exhaust stacks are drilled for EGT gauges. Best offer, just send a PM. Can provide pictures at the end of the month, I am out on company travel right now, a looong way from Seattle.

We have had an EDM-700 with fuel flow in our M20J for years now. Agree 100% with Scott S on how essential a good engine analyzer is. Most bang for the buck for you, Amelia, is to go with an EDM-730 with fuel flow. Attached is a picture of two EDM-730s side by side in our Aerostar. Is your 231 intercooled or does it have the Merlyn wastegate or any other mods? Our Aerostar is intercooled/turbonormalized, and I added CDT (compressor discharge temp) and IAT (induction air temp) along with TITs on both turbos to the EDM.

The full meal deal cost for the Weep No More was $8300. They quoted 3 weeks process time which was very accurate. The work order I got has a detailed work breakdown, I can post it if you want. Good luck!

Our Mooney went through the entire Weep No More strip and reseal process at Advanced Aircraft in Troutdale a few months back. Since then, it has not leaked one drop. Highly recommended, if you need that job done that is where I would go!

OK Northwest Mooniacs, time to demonstrate how fast your Mooney is!! The Sport Air Racing League (SARL) www.sportairrace.org is holding an air race in Wenatchee, WA at Pangborn Field (KEAT) on June 12 2010. It is called the Great Northwest Air Race (GNAR) and information on the race is here: http://www.sportairrace.org/id293.html It is a closed course race against the clock. Basically 180hp Mooneys race in class FAC4RG, 200hp (M20E thru J) in class FAC3RG, 210hp turbos are FAC3RG-T, etc. There are lots of classes, and they are set up so you don't have to race your 180hp C against an Acclaim or Rocket. But if you show up in a super clean C and beat a Missile who is in FAC1RG you have some real bragging rights. $30 to enter, not bad. Most of these races are south central US and this is the first one to be held in the Northwest. We should support the effort being expended by SARL member Tim Bovee, 509/421-8802, boveetim@yahoo.com . These races are great fun and safe, there is no wing-to-wing pylon turns or anything like that. Check out the website above, there is lots of info there on SARL. And now THE THROWDOWN : Gretchen and I think our Lopresti-cowled M20J with a box-stock 200hp engine is the fastest non-experimental 200hp NA Mooney on earth. If you have a 200hp NA Mooney that you think is fast, come and race. Beat us, and I'll buy you a steak dinner at the world famous Buzz Inn Steakhouse at Harvey Field airport, Snohomish WA.

You're HOOKED, Erick! Welcome to the ranks of Mooniacs. Now you know why we are MOONIACS hahahaha! You'll never shake it, sorry. Being mooniacal is a lifetime affliction.

You are welcome! Try that 120 KIAS climb after pattern altitude, let us know how it goes.

I always thought naptha was the fluid in a "whiskey" compass. Seems most of the OWTs reveolve around piston engine operations.... And thanks for that edit tip.....le't see if this NOOB can make it work. Yep, it works!

DId you look at this one? http://www.klrdmd.com/N9303M.html Now, the web page sheet is accurate on this one as far as the one piece windshield, but the Vref on the link says "201 windshield" which this one does not have..it has a one-piece old style windshield. I made that mistake buying my first F model and paid too much. Subtract $3000 off the Vref, you have $53,680. Looks like very good bones on this E model. Most of these never make it to the trade sheets before they are snapped up. Long range tanks here http://www.monroyaero.com/mooney.html $3k for the kit, 60 labor hours. Cowl closure kit from ARI will decrease drag, you can look at a real 201 windshield next winter......

Norman and Gretchen Howell, Frontier Airpark (WN53) Washington. Gretchen and I have owned or partnered in 4 Mooneys, I was partners in a 1970 F and then a 1978 J, she had a 1963 C and we now have the 1977 J depicted in our avatar. All very good airplanes, I personally think the operating economy of the J and its efficient speed make it one of the best light civil airplanes ever manufactured. All four of these airplanes were purchased when the market values were really low....201JX was purchased very close to the bottom of the market a number of years back. We also have a 1977 Aerostar 601P, purchased this past summer at the nadir of the light twin market. Before that I was partners in a Long EZ, partially built a Berkut kitplane and did build and fly a single seat Quickie experimental airplane in the 1980s. Work takes me various places, I am in Australia right now and may be in Wichita (hello to the Scotts) in a few weeks. I have an ATP ME, commercial single and commercial glider, working on CFIx ratings. Gretchen is a PP, instrument rated. We lived in the high desert of SoCal for many years at the Rosamond Skypark (L00). Knew Carl Stevens on this board then, glad to see another Rosamond alumnus Mooniac being created! Really enjoy the interplay on Mooneyspace, a great resource for Mooney owners and pilots.

Hmm, I can't seem to edit my post, I wanted to refine the 3000' density altitude guideline as 175 deg ROP. DISregard, I figured it out with a lot of help from carusoam, below. I love this board.

Gretchen was flying 201JX into Van Nuys on one of her usual commutes a few years back. She joined the VNY 16 ILS, for those that don't know, it is famously steep, a 3.9 degree glide path. A Lear something joined the final behind her, and the controller says, "Lear xxx Lima Juliet, you are number two for the airport behind a Mooney inside KADIE intersection" Lear xxxLJ, in a tired and irritated male voice: "I guess we'll try to slow down some more" Controller: "Lear xLJ, spacing is good, she's got 30 knots on you".

So I would like to un-creep this thread for Dave Freeman....before you do the Advanced Pilot class, you can go back and read Bob Kromer's article called Engine Power Settings For Climb and The Myth of Climbing At Reduced Power, it is located on this site, here: http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=90 The executive summary, which you can use on your very next flight, is: Climb your M20J at wide open throttle, maximum rated rpm, above 3000' density altitude start leaning to stay just rich of the "red box" (you will learn that on the Advanced Pilot class, for now just stay at about the EGT seen just after takeoff), climb speed around 120 knots, and modulate the cowl flaps to keep the CHTs and/or oil temp in the upper 1/8 of the green arc. Use full cowl flaps only if needed, trail them as soon as temps permit. Ever since I first read Kromer's article, I have climbed our M20J this way. For all NA M20s it's much faster to cruise altitude, and faster to get that wonderful Mooney acceleration to cruise feeling...you know, "kicking up the tail". Once the tail is kicked up, reduce to your cruise RPM, leave the throttle wide open and lean while respecting the red box. I am almost always cruising between 9000-11000 feet, the M20J loves it up there! And boy was I happy to discover I could climb cowl flaps closed with the Lopresti cowl on a reasonably cool day! Climbing at 25 square is a myth. Climbiing this engine/airframe combo at reduced power is a myth. "Some" manufacturers have let the climb-reduced-power myth creep into their POHs. It's not in ours, fortunately. If you don't have one, a full engine analyzer like the new JPI EDM-730 or -830, or one of the new Auracle units, is the absolute best money you can spend on a piston engined airplane. You'll run into CFIs and other pilots who still believe the old dogma. Hand 'em a copy of Kromer's article...ask them if their credentials are better than Bob Kromer's (they won't be) and if they still think their way is correct, ask them what facts and data they have to support their position. It will always be "I learned this from my CFI, or there was this old pilot who always hung around the airport and that's what he did, blah blah blah." You reply to them: "I fly my airplane on facts and data, not dogma." Let us know about your next flight Dave!!