RJBrown

The post above is full of inaccuracies. While EGR obviously cannot change the Compression ratio of an engine it "effectively" lowers it by diluting the incoming charge. Because exhaust gas contains no fuel or oxygen it does not change the mixture. It just takes up space that otherwise would contain air and fuel reducing the power available in the incoming fuel charge. EGR is closed under high power situations so it does not affect power output when needed. It is only open during part throttle cruise. Engine management systems do not compensate for EGR under high power situations they simply turn it off. Timing advance is not related to EGR. EGR codes are set by EGR position sensors or EGR temperature sensors. If the computer expects the EGR vave to be open but the temp sensor sees no heat or the position sensor sees no movement it turn on the light and sets a code. Knock sensor not involved. Many new cars do not have EGR is a correct statement.

EGR effectively reduces the compression ratio and in doing so lowers the exhaust temperature. High exhaust temps are where NOX comes from. The lowered "compression ratio" then makes the engine less efficient. EGR only operates at low throttle positions/ low power needs. The BPTV (back pressure transducer valve) in conjunction with other controls keeps the EGR valve closed when power is needed. Any chance that these changes improve fuel mileage seems dubious to me. No sure knowledge either way but to me seems counter intuitive. Nitrogen and oxygen do not combine at ambient temperatures. Between 1300 and 1400 degrees F NOX begins to form. The hotter it is the more NOX is formed. The 3 ways to limit NOX are 1 lower combustion temps by EGR and low comp ratio. This makes engines less efficient like early smog motors. 2 By using a 3-way catalytic converter. 3 eliminating oxygen from exhaust by using it up through tighter engine controls. I believe that #2 and #3 are part of why today's engines are more efficient and #1 is part why early smog motors were so inefficient. Engine technology has a learning curve that will continue to evolve as we learn more and demand more of our engines. The power loss from the 60s through the 70s was dramatic but the evolution to today's engines is dramatically different. Compare HP ratings of 350cu in Corvette engines over the years. Today's engines produce more power AND fuel efficiency. More power than the big block of yore and more efficiency than early small blocks. It would be interesting to plot HP and MPG ratings for Corvettes from 1953 to 2013. 60 years of automotive evolution.

Mine is for sale/ trade for Rocket. http://mooneyspace.com/topic/3300-1990-mse-m-20j-3165/

EGR is not for fuel mileage. EGR is to reduce NOX emmisions. EGR is dirty like stated. Scott and others are right, do not use it in your plane.

The landing lights that you have were stock on my 1990 MSE. They can be retrofitted to any J or K with just a logbook entry by your AP/IA. I added them to the left wing on my Rocket when I had it painted, one of the best safety upgrades available. I see that the old lights were removed from your cowl also. The vibrations from the cowl just KILL lights. That would be where changing to LEDs would help most. Wing lights last forever, cowl light shake apart.

2 kids share a seatbelt legally. The total weight of all 3 rear seat occupants cannot exceed 340# according to Mooney. http://www.aopa.org/advocacy/articles/2011/110706faa_clarifies_ga_seat_belt_guidance.html https://www.federalregister.gov/articles/2012/05/24/2012-12554/clarification-of-prior-interpretations-of-the-seat-belt-and-seating-requirements-for-general http://www.gpo.gov/fdsys/pkg/FR-2012-05-24/pdf/2012-12554.pdf

Just had 2 sets made up last week at the local locksmith. Key blank is a Y11. I keep the original keys at home. Their only use is to make new keys. That way I don't wear them out and always have a good first generation key to copy. There is a 3 digit number on the original keys and locks. With the proper information and equipment a locksmith can code cut a key. Code cut $25.00 per key. Copy $2.65 each.

There may be another limit to gross weight for the Rocket. Stall speed. According to Rockets spec sheet the stall speed is 61 knots at 3200# gross. More weight would push it over the certification limit. Initially the early Rockets were certified at 3040#. Mine was originally limited to 3040#. The change to 3200# involved a remarked ASI and paperwork similar to the J 2900# increase. I believe the Rocket that crashed was coming down at over 3500 fpm and was above VNE in turbulence. Poor weather may have contributed to poor piloting. I could not follow the above link.

On the Rocket the gross weight is limited by gear strength not load lifting. With 35 more HP than the TLS it is limited to 168# less gross though it shares the same flying surfaces. At 3600# it will still outclimb a TLS. Landing is another story. The max landing weight is 3040#. At 140# more than the gross on a stock 231 it really is a limiting factor. I would consider the landing weight more significant than the gross weight. The conversion adds 200# most of it right over the nose wheel. When you land a Rocket you use only the mains till you are too slow to keep it up . A good landing is judged by how softly the nose gear touches down.

Every kid is different. I have 6. The only one I had as an infant after I got my PPL flew from 6 weeks old. We picked up a child size oxygen mask and it never bothered him. The little girls were 3 and 6 when I married their mother. The older one was never a problem even though she doesn't like to fly. The 3 year old was prone to motion sickness and refused to wear oxygen. Once asleep she got oxygen and was fine. She is now 20 and wont fly without oxygen. She gets motion sickness on a smooth day flying commercial. The 3 older kids were 10,12 and14 when I learned to fly all would fall asleep once airborn and wake up on approach. They rarely had motion issues and were great flyers. The little guy is now 13 and he wants to fly the plane whenever we go somewhere. When my youngest was little we flew all over the country, no issues with him at all. Our longest trip was Denver to Orlando area. 2 legs each 3 to 4 hours long. I would wake up the family and be flying by 4AM eat breakfast in Little Rock and be to Grandpa and Grandma's in Leesburg by noon.

The J sounds a little scary. 200# over in a TLS with 10,000' of runway at Centennial would not scare me.

I have used 3 types of bottles with my Aerox set. They are all 20 cubic feet. The one that came with it has it's own gauge. To get a refill it must be filled no exchange for it. Either a "partial" and expencive fill on the airport or send it in to the plant 3-4 day turn. The other 2 types are exchanged when needed. I have a small steel welding bottle no adapter is needed to match the Aerox set but it has no gauge. I also have 3 medical E bottles. To use them I made and adapter from pieces at General air Services. The adapter included a gauge to check pressure as the oxygen gets used. The 3 styles were for Aviation, Welding and Medical. I have been told they all fill from the same source though they are priced differently. On my original Aerox bottle I am responsible for the cost of periodic hydro tests and if it failed I would need to buy a new bottle to replace it. On the exchange bottles they are responsible for the bottles in their inventory. Hydro tests are part of the service. I find the medical E type most convinient to use and exchange. I rarely need to use the other 2.

I use General Air Service a local welding supply store to fill and test my bottles. I also have 3 medical E bottles that I have on exchange with them. I use my original bottle as my backup. To have them fill the original it must be sent in and refilled. Not as quick convenient as bottle exchange. With exchange or plant refill the bottles get filled completely unlike an FBO that refills from bottle transfer. I made an adapter to use the medical E bottles.

It is listed with a broker Northpoint Aviation Group. NPAviation.com Lewis Worker 720-320-8961 contact him for pricing information.

Thanks Scott, Everyone talks about buying a runout but no one does. With 1850 on the engine I was wasting my time. Now that the engine is low time I hope to move on. It really is a clean low time airframe.

It is now for sale again. it did not sell. Engine was high time. Engine is now 25 hours SMOH annual Nov 13

231/Rocket cowl flaps are real fiddly. They stay open against the wind because of the way the mechanism goes overcenter. If the adjustment is too far over center they are almost impossible to close at speed. The tab that sets this adjustment is weak and bends. It is a preflight item. Adjusted one way they wont stay open too far the other way you can't close them. I considered milling a replacement out of aluminum for the part that bends but sold the plane before I could. Simple system that works well when in adjustment. PIA when out of adjustment.

There is a shop near here that will embroider anything on to almost anything. They mostly do Hats, Shirts and Jackets. I had them write "Mooney" and "305 Rocket" into the leather I had used to upholster my last plane. The equipment they use is computerized. Kind of like a CNC machine but for embroidery. I googled just the word "Embroidery" and found more than 10 shops. Here is the one I used http://embroiderybydesign.com/about.html . They can do any design in multiple colors. There are kiosks in the Malls that do the same thing. I just used stock lettering. To use "camera ready art" requires a set up fee. To use a logo like the 2 below just takes money. If a bunch of people commit to it this can be done at a savings.

Rolling through slush withou letting it drop could freeze your gear up. Good call! West Virginia is not that far south Hank you must have seen snow. I fly Radio control planes also. To get your "All season Flier" patch you must fly at least once each month. One bright and sunny January day we went out to fly. The inch of snow from the night before was reduced to slush in the bright sunshine. BUT the air temperature was in the teens. A little up elevator to rotate and she took off just fine. I could not level off. Tail heavy and the ice has frozen in the hinge line not allowing any down or neutral elevator. Lucky to get it down in one piece. Ice is a b!tc&.

The climate where the plane was based can be an important consideration. It is unlikly that any rust would intrude into the engine of an Arizona based plane regardless of usage. Where a costal Florida plane that is operated daily will have airframe corrosion even with constant attention and care. I would buy a Colorado hanger queen before any coastal resident. A plane flown once a month in a dry climate may have less corosion that a weekly flier in a humid climate.

my 90 MSE is for sale 1900TT 25SMOH

I fly over the Rockies often. In the winter I wear hunting bibs and jacket. Have my boots in the plane. Carry a knife a sleeping bag and a firearm. A portable GPS and a portable Icom nav com. Every time I fly over the flat tops I envision having to land there.

Was the AD on the aileron Control links from 1998 to address cracking ostensibly caused by the wind.