jetdriven

25" and 2400 RPM is not above 75% power. 24 square uis about 70%. Lycoming recommends operating at peak at 75% and below.

The GAMI spread test is still useful if you cannot get peak. You are logging the EGT at several incremental fuel flows to establish which cylinders are leaner and which are richer. Perhaps you have an induction leak, that could mess things up as those cylinders run way leaner than the artight ones. You could tell your mechanic to check the induction tube seals at the pan and the gasket at the head on, say, #2 rather than a general comment. Perhaps you have a bad plug lead. LOP stresses the system more, of you have a deficiency, LOP will show it. EDIT: one more thing. An -A3B6D engine will get LOP at any altitude with the throttle full open. Just Saturday we were at 9.5 GPH LOP at 1500' with the manifold pressure at 29.5" and the RPM at 2450. Hottest CHT was 310 and it was smooth.

I try to drain 10 sec each tank before flight. our plane gets fuel form the same pump all the time and sits under a covered tie down. We wash it frequently and the fuel caps are watertight. But XC trips, yes, I am fanaatic about preventing water in the fuel.

Our timing is now 25. We have the tempest fine wires. Do a GAMI spread. Make sure those nozzles are clean. Take the richest cylinder nozzle and swap it to the leanest cylinder. Our GAMI spread went from 1.2 GPH to .2-0 doing that. We can now do ~100 LOP. Ross has massives and he reports the same LOP on his F, so maybe its no so critical.

As a rule I do not switch tanks on the ground because you might not be able to sample enough fuel before takeoff. I had a friend takeoff in a Cherokee 180 and the engine failed at 400' because of water in the tanks, and they crashed. So, if I had a really long taxi, I might switch tanks a few minutes before the runup. Otherwise, one tank from start to to top of climb. Likewise if doing several full stop takeoffs and landings. On taxi back is probably the safest time to switch. A. almost never. B. once a year, in flight C. no D. After parking outside overnight, after refeuling, night, or IFR. E. I would guess the fuel line holds 1 quart of fuel, and that lasts a little less than one minute at takeoff power, 1.5 minutes at cruise, and 8 minutes on the ground.

Does yours have the vent which has a plate you can adjust? Early 201s had that, you can make it blow horizontal. The cabin heat is about 4X more powerful than it needs.

I think studies have shown that raw numbers on a screen are not totally useful as an instant data readout, they require processing. Newer aircraft have speed and altitude tapes and it takes a couple seconds to interpret that. A needle pointing at 9 o'clock will always be 310 KIAS in a 747, however. In the 1900D we had EFIS screens. There was a test mode you could put it in that had a black screen with raw numbers for pitch and bank. Trying to fly the aircraft with a black screen that showed bank as L19.4 degrees and pitch as +1.4 was almost impossible. NASCAR cars have the guages twisted in the mount where they always point straight up when normal. I wish for that in our 201.

For example, the last flight we did was ~25 LOP and the hottest CHT was #4 at 310. FF was 9.3 GPH so the % of power was in the 71% range.

Yeah, good catch. It was the Horizon tach. Drives me crazy. I have never flown with an EI.

I have never tried 20" at low altitude and 50 LOP. I suspect that would be the same, it would get rough around 50 LOP. How many degrees LOP did you get at the onset of roughness?

Was he operating in CYA mode or FYA mode? We swapped out a VFR Northstar GPS for a VFR KLN-89B. NO 337.

My wife used to say the same thing. Now she fiddles and fidgets with the levers too. We really can get a Mooney 201 to burn 5 GPH at 100 KIAS.

Major repairs or alterations are listed as: (http://www.faa-aircraft-certification.com/faa-definitions.html#M.) Major alteration. An alteration not listed in the aircraft, aircraft engine, or propeller specifications— (1) That might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or (2) That is not done according to accepted practices or cannot be done by elementary operations. Major repair. A repair: (1) That, if improperly done, might appreciably affect weight, balance, structural strength, performance, powerplant operation, flight characteristics, or other qualities affecting airworthiness; or (2) That is not done according to accepted practices or cannot be done by elementary operations. Minor Alteration. An alteration other than a major alteration. Minor Repair. A repair other than a major repair. Is replacing a Mooney yoke with a later model Mooney yoke a major alteration?

This is a 28V panel light controller for the 28V M20J's, Ovations and similar. Check your parts catalog for applicability. A nice idea for upgrading an early 201 like ours, but forgot to notice it is 28V! Manufactured 7-2-99. Mooney was asking 1800$ for them, but revised it downwards somewhat. Mine is new, unused, guaranteed, and 250$. Thanks for looking.

I've flown those EI tachs and I cannot get used to the display when moving the throttle or prop. All 1888's. And the last digit must have a 1/10th second response time. Its almost unusable. I had to set the RPM, wait, then tweak, and tweak again. A pointer shows instant relative position. Digits require processing. I stand corrected. I was thinking of the Horizon. The EI is a much better solution.

THat explains Lycoming's 5K rebate only if you send them back a first-run core. The crankshaft is almost guaranteed to be reusable.

Let us ll know, because that was just plain BS milking you. They could have turned that one journal for 200$, and if it cleaned up at .10 under, they could have done all the other work to it then. Instead, they run the bill up to some ridiculous number, Magnafluxing it, zyglo, clean, and machine it, then announce it is scrap afyer it was all done. I know the game. I am sorry it happened to you.

At high altitudes or lower power settings, LOP can be difficult in practice as the engine is running a rather low airflow and the difference between peak and 50 LOP might only be .3 GPH. The flow divider also steps in somewhere at low fuel flow and attempts to even out fuel flow to injecctors, messsing with your fuel balance. 1450 EGT is 1450 EGT. At 2500', that may be 100 LOP. At 10K, it may be peak. At 8000 or above, you migiht consider running it at peak and perhaps at 2500-2600 RPM. at 12K, definately ROP and 2700 RPM. Low alrirude LOP pays off well. High altitude it doesnt save as much. More testing is needed but below 55% power, peak may be more efficient.

After 2K in work, they decide the crank couldnt be turned and it was scrapped? W T F ??? Who are these scoundrels?

I always knew those M20E's could really go. Wish I coulda waited around to see that one take off!

To learn more than you can digest in a week search "LOP" here, at BeechTalk, and over at VAF forums. After you read all the threads, you will be qualified to teach a 400 level college class on the material. FWIW Walter Atkinson and The old Pelican himself, John Deakin, post on Beechtalk. The members there are a lot like us but they pay double for fuel to get somewhere and don't call each other Nazi's or liberals. Check it out.

Great ideal Jose. In our case the GAMI spread is .2 GPH and the compressions are equal. I would guess unbalanced pistons or tolerance stacking on the rotating assembly. Mooneys are stiff airplanes and I think a lot more vibration gets transferred to the cabin.

We had our prop balanced 2 weeks ago by Walt Aronow at 52F (Dallas). It went from .5 IPS to .02 IPS. A huge difference. But the compass vibrates like yours does at 2600 RPM and over. Before and after. I finally give up on that issue. The solution is a 2" square piece of mattress foam between the compass mount and the glareshield. website is http://expaircraft.com/ It cost us 250$, but he lowered it to 200$ because our partner helped him. Its worth it, the aircraft is much quieter now. And it doesnt buzz at 2500 RPM so thats a usable cruise RPM now.

About 5-7 knots TAS when LOP. Around the same in a full bore air race. The "D" engine has a single mag, so no provision for retarded impulse couplings. It actually starts easier at 25. 20 degrees is more conservative if you count cylinder pressure on takeoff. Im not sure how that correlates to cracks or wear. The enigne is certified to produce 200 HP continuous, and back-timing it to effectively de-rate it sounds ridiculous. It is less conservative, and perhaps more dangerous, when you need climb capability for a short field takeoff. Especially on a high density alritude day. Our climb rate has improved by quite a bit, perhaps 10-15%. If the engine fails on takeoff, a higher altitude gives you more margins.