N303FW

Depends on his overhead. If he's doing the work in your hanger and doesn't have any, I'd probably not pay (course, I choose not to use mechanics like that because who knows if they carry insurance?) If he has a shop that he needs to pay for and usually makes money on parts that he provides I'd be happy to pay a little extra. The alternative is that he doesn't make money which means he goes out of business and isn't any use to me. Just my 2 cents.

Quote: KSMooniac What is more likely is that the valve->seat interface was not done well at the factory, and that led to a premature valve failure if I had to guess without knowing anything about that particular instance. There was a cost-savings step implemented by TCM years ago that reduced the quality of the valve fits, and as a result, cylinders need work after 600-800 hours, no matter if they're run ROP or LOP.

Quote: Parker_Woodruff It's hard to read but what are you generally seeing for CHTs at the power settings you've been using?

Terrific info, thanks.

I've been flying my Mooney coast to coast since 2002 and have had very little difficulty with it using standard ROP techniques. Course, here I am rethinking my stratagy after a single, albiet major, issue. Things can happen LOP as well, for instance a buddy of mine burned up a cylinder in his turbo A36 while operating LOP (yes, he was properly trained to operate LOP). After that everyone in our neck of the woods was questioning LOP operation. Its tough to know what the real cause is most of the time, but its fun to try to find out. I know that everyone holds their opinions dear and it's really interesting hearing about other peoples actual experiences and not simply about theory they read in a magazine - that experience is the key advantage of a forum like this. I like Scotts idea of the Advanced Pilot Seminar and need to find out more about the class. Is that through MAPA?

Unfortunately I don't have fuel flow as part of my EDM-700, might try to add it though now. I've attached a clearer copy of the CHT, EGT, TIT and oil temps graph. I'm also posting a picture of the piston head after we removed the cylinder - note the melted aluminum and the rounded edges. Yes, I feel lucky that I didn't lose the whole engine, which incidentally only has ~600 hrs on a factory reman. Its interesting to note how quickly this happened - it only took about 2 minutes on takeoff to go from ~350degF to over 550degF.

I've researched LOP and other engine management techniques, but I've never had a chance to talk to anyone who's really had an oportunity to run their turbo Mooney using these concepts - that's one of the big reasons I'm happy to have found this forum. I've found ROP cruise keeps my CHT temps below 380degF while keeping decent speed and burning less than 13gal/hr. I climb 110-120 indicated full rich (up to 10-15k or so), and only really experience higher engine temps in extended climbs over 15k or so. What technique do you use and kinds of temps do you see? I'm especially interested in keeping my engine running cool in climbs over 15k. Anyone found a technique that works? I'd love to hear more!

KLRMDM, thank you for your comment but I'm not quite sure I understand to what you are referring. LOP operation and its advantages? Something else?

Great forum, glad to have found it. I've had my 1981 M20K-231 since 2002 and its been a terrific airplane. I have a factory reman TSIO360LB1 with a turboplus intercooler, gamijectors and a JPI EDM-700. I generally operate my aircraft ROP along the guidlines outline by Bob Kromer in his Flight Ops article and I'm glad to have found an expert like him to give me guidance. I had a clyliner go bad last week shortly after takeoff (thankfully, I made a safe return to the airport) and although my mechanic and I've kicked a bunch of ideas around we haven't found anything definitive. My mechanic said that he's never seen damage like mine - the top of the piston totally melted. He's sure it was a case of detonation but there is no obvious cause - the injector appears clean, etc. Our only thought is a stuck valve. Anyone had a similar experience and/or want to share your thoughts? I've attached my JPI data for fun. If you can't open it or see it clearly let me know and I'll e-mail it to you. Pete