kortopates

Ok, please bear with me for a question with a practical example. Here's how I normally cruise:
30"/2200 RPM
13.2 GPH
TIT at 1615 (40dF LOP)
Now the question -  I increase the MP to 32" and adjust the mixture to maintain 13.2 GPH. What happens to my airspeed? 
Thanks for your patience.
Cheers,
Rick

it depends are where you started relative to peak on the mixture curve.
But if per your example you started at 40F LOP, added 2”, all else the same, you’ll see a significant drop in IAS if that was 40F lop on your richest cyl. But a drop.


Sent from my iPhone using Tapatalk

You have to keep in mind Mike doesn’t fly over 65% except very rarely since he’s all about longevity and therefore has no red box to be concerned about. That’s why leaning by CHT works him as a proxy. Plus he knows his engine so well he knows how lean it is.


Sent from my iPhone using Tapatalk

BUT, I've read other sources that say as Ross does, that I can regain that airspeed, and hence add power (increase HP) at that same 13.2 GPH, by increasing the MP after I'm LOP

No, FF solely determines LOP power, but what Ross was referring to is with a Turbo you can lean with air, not just FF. So whatever FF you want to target too, set accodingly and then add air (MAP) without changing FF. But you will not gain airpseed by simply adding air, since power is dropping as you move further from peak and much more quickly on the LOP side than the ROP side.

I was thinking that Mooney offered the external power in later models so this is great info. I suppose I will just have to find the factory drawing and the parts to install. 

Just find a salvage battery box on ebay or one from of the many salvage folks. You don’t want to try and source new parts; especially pay new prices.


Sent from my iPhone using Tapatalk

Hopefully we'll see you back in a Mooney very soon!!

The factory really breaks my heart. ….

Chinese money corrupts everything it touches.

Chinese investment in Mooney resurrected the factory, brought back production, provided for many factory infrastructure improvements and started development of a new trainer aircraft. All at the expense of many millions that were poured into Mooney yet Veronica (Chinese investor) got virtually nothing beyond a handful of Mooney aircraft in China.
No question the factory was far better off from it - not corrupted!


Sent from my iPhone using Tapatalk

Does anyone know of an STC for external power for an E model. I looked at the K model IPC and it looks like it attaches to the Battery box lid. Does that mean you have to disconnect it to remove the main battery? Thanks

No, since it’s mounted on the battery box lid but not connected to anything else, it’s not in the way of anything.


Sent from my iPhone using Tapatalk

5 minutes ago, Fly Boomer said:

Mike used multi-vis when he overhauled one of his engines and topped the other -- it's in the article linked above.

Indeed he did, but right before that line he says he has mostly used Aeroshell 100. The overhaul and top debacle happened away from home and Mike was doing the work in a Las Vegas hangar and was flying in to work on it - a lot of things where done a bit differently because of his plane being stranded away from home. The fact is, he would tell you its makes no difference with the caveats I mentioned as he does also in the article.

The heretic may have been Mike Busch:
https://www.aopa.org/news-and-media/all-news/2019/january/pilot/savvy-maintenance-breaking-good
 

Indeed it was, and Mike still endorses that. Although he prefers to use straight weight oil, such as Aeroshell 100, for break-in he sees no need to use an AD oil for break-in really any everyday oil as long as it doesn't have slippery additives like Camguard, or the Lycomimg ant-scuff additiove in Phillips Victory oil and Aershell Plus oils. The only oil Savvy recommends NOT using is the Aershell multi-weight because its 50% synthetic which doesn't do as well with lead and should be avoided till we're all running unleaded fuel.  (The Phillips muti-weight xctry oil is 100% mineral oil.)

Thanks, I did get ahold of Main and I'm looking for a spare for the future when I overhaul the engine. 

Why, they’re generally readily available exchange, although significantly cheaper ( about half the cost) if they can overhaul yours and generally only take a couple days of shop time. Did Gary say differently? And they’ll ship the gasket with it. Engine overhaul is going to take much longer that getting a turbo.
Seems like a spare v-band clamp, cylinder and Mag would be more useful investments.


Sent from my iPhone using Tapatalk

Personally my advice is pull the electroair, put back in one of the mags and install a Surefly EIS in place of the other mag and be done.
Nothing but problems with the older Electoairs. (In contrast the new Electroair replacement for the dual mag has it a home run but that’s a different engine.)
Use fine wire plugs rather than massives.
If wires show arcing marks they need replacing too.


Sent from my iPhone using Tapatalk

I think [mention=7097]MooneyMitch[/mention] might be based there (or maybe L52) but if we can arrange a time I'd be willing to fly down to KSBP in my M20J.

He’s actually down at Santa Maria SMX


Sent from my iPhone using Tapatalk

Yes, he was correct. Also correct on the AP does weird things in nav mode. Nav mode kept turning me back to the airport and I was like what the hell is going on. Hell was not the word I originally used.

You’ll still want to sort out the issue with Nav mode as i am sure it will re-appear in approach mode. Can’t use GPSS on approaches other than VOR.


Sent from my iPhone using Tapatalk

Guessing you didn't read my message....
"...that doesn't exist in the POH or any other Manufacturer Documentation..."  Pretty sure I've said something along those lines in all my posts.  If you have it, obviously use it.  Not all the Mooneys (or other planes) have all of the info. 
 

Not a limitation but actually your POH does provide a taxi/runup amount of fuel in the Sect 5 - Time, fuel and Distance to climb table. As an example, for the J the notes show that fuel is based on using 9 lbs. That’s fuel you can add above max gross weight the realize the POH performance numbers.


Sent from my iPhone using Tapatalk

Terminal mode has nothing to do with it, but perhaps you are full scale deflection on your HSI. So start with heading mode to get you on a proper intercept for the current DTK and then arm NAV mode OR update the DTK by pressing Direct and then NAV mode should work fine.
TERMINAL mode just means 1 nm full scale deflection when you are within 30 nm of your departure or Destination, then it goes to Enroute mode which is 2nm full scale deflection.


Sent from my iPhone using Tapatalk

The answer you are looking for is put in your planes Max Weight.  
True for Mooney, Piper, etc. that don't have a Max Zero Fuel Weight value listed anywhere.  Same as Max Landing, Max Takeoff, Max Ramp...
 

Technically Max Ramp = Max takeoff + Taxi/run-up fuel, if you want to take on the max fuel you can


Sent from my iPhone using Tapatalk

Vnav is giving me a no barometric altitude source. Not sure if the shop didn’t wire up the aspen correctly or if the 650 needs to take the altitude from my G5 - assuming that the 650 can or should be taking data from both instruments.

I’ve seen this before on students installation, but can’t recall exactly the solution but think you may need the ADC in your installation (air data computer components that for example would give you density altitude)


Sent from my iPhone using Tapatalk

[mention=14265]PeteMc[/mention] Is your GTN set up for vnav or vcalc? Is vsr showing you a decent rate for the next waypoint or the destination?

Current firmware puts them on VNAV.
VSR is available when there are altitude constraints such as on approach procedures. But for VNAV to provide VSR in the enroute portion you need to add altitude constraints to flight plan.

Personally i prefer DST-distance over the XTRK field. Have plenty of track info on the HSI and GPS screen already.


Sent from my iPhone using Tapatalk

Exactly ^^^ (Skips post above), the GPS isn’t navigating till you create a flight plan and have an active waypoint. It’s only needs one but without an active waypoint there is nothing to display.
Both the GTN and GNS work the same way.

Sent from my iPhone using Tapatalk

Thanks Joe and Happy Thanksgiving to you and all Mooneyspacers. Looking forward to getting back to Mexico myself very soon in the Mooney.


Sent from my iPhone using Tapatalk

The gauges are the original 1968 mechanical gauges

Since you posted this in the engine monitor sub-forum and mentioned concern for grounding we thought we were discussing an engine monitor issue.

With mechanical gauges there shouldn’t be anything electrical but more likely due to the proximity of the recent work done for your USB outlet; perhaps tech didn’t get them properly/fully reconnected when he did the recent work? MAP reads off an engine hose and RPM off an engine driven tachometer cable.


Sent from my iPhone using Tapatalk

JPI EDM monitor? Make sure the monitor is well grounded directly to the engine.

I that any help on a 650 or do you need the 750?

Both GTN’s and Probably more than just the GTN’s such as smaller footprint IFR navigators but not sure - (not a fan of those).
latest G1000’s too.

Sent from my iPhone using Tapatalk

What does it display if visual is selected?  An extended runway centerline?  Sounds useful.  

Lateral guidance to every runway in the database and many with vertical guidance when obstructions don’t disallow. Of course strictly a VFR aide to help to make a stabilized approach.


Sent from my iPhone using Tapatalk

Visual is the only ‘approach’ there too…
no IMC in the area either…
-Don

Wonder if he was referring to the visual approach on a GTN or Avidyne GPS. They can make all the difference in finding a hard to see runway.


Sent from my iPhone using Tapatalk