jetdriven

The price is 9500$ till the end of the month. We are still on the fence. Beechtalk has a thread on the subject. Reid from Avidyne says they have well over 100 deposits. Take a look? http://www.beechtalk.com/forums/viewtopic.php?f=21&t=59637

XeVision 50W on a 337. 750,000 candlepower. Ask Whelen how much the Parmetheus is.

On page 2 of the 1E10 type certificate it says that all models 20 degrees is optional except -A3B6D. Strange isn't it? http://rgl.faa.gov/Regulatory_and_Guidance_library/rgMakeModel.nsf/0/450619753f0fec87862575e6004f3dac/$FILE/1E10.pdf

The only disadvantage is it might cause uneven airflow and hot spots on the cylinders. However I have no data to base it on and I have forgotten to open them them after starting up a couple times, so perhaps it's no big deal after all. I do takeoff with them in trail however.

Nothing wrong with 25"of mp at 3500 feet. I use 28" to sea level and 24-2700 rpm.

Actually 20 degrees was not allowed on the Io-360-a3b6d. Funny though it is ok on the -a3b6!

Here you go Norman. This is a 1977 J, SN 0162. Completely stock, 5000 AFTT, 1400 SMOH, fresh painted prop. There is 2 KTAS loss from improper gear door rigging. But here you go. Edit: Rpm is 2350. Tach is off

See? I read that airplanes with over 12 years on an engine or damage history are worthless. Scott, Jim, your airplanes are worthless! Along with mine! But Scott and I just bought ours, so if they were worthless, and someone just bought them. Well. Umm.

Jim, your engine is not airworthy! It is past the 12 year mandatory bulletin set by Lycoming!

That air could contaminate the engine. Just kidding, Thats a great idea.

Ours is a 11 year old, 1400 hour engine and it has mid 70s.

Anything over 60 is good according to Lycoming. If it hasnt flown much, the numbers are not really useful. Continental did a test where they filed the ring gaps where the engine had 40 PSI compression. That engine made rated power on a test stand.

photo photo photo

Check the mag timing. If it is a smaller number than spec (say 23 BTDC instead of 25) it will have excessive mag drop.

Check Mike Busch's info on the web. Basically, an engine is airworthy if it conforms to its type certificate. IF it is not making metal, makes rated power, and has no large deficiencies (cracked case, oil leak, etc) then fly that engine until it gives symptoms of needing overhauled. Within reason of course, perhaps 4000 SMOH is a lot. Insurance companies do not care as long as it passes annual. It is either airworthy or not. a TBO number is a number from the manufacturer. It is not mandatory.

#1, look beyond the paint, seat leather, and low low hours, and consider hours in the past few years. Airplanes that sit more than 14 days at a time or log less than 100 hours a year can be big trouble. Like have to overhaul the engine for 25K because the cam failed trouble. Or corrosion trouble. 1. Thats the big one. The biggest thing is complete logs that show everythign done to the plane. An airplane with only one entry per year, the annual, is going to be trouble. 2. Compressions are a number only. Were they done hot? Within 5 minutes of running? Were the ring gaps lined up and low? My doc has a Beech that had 40 PSI on one cylinder. He flew it WOT for 20 minutes it improved to 75. A compression test can detect a cracked head or a burned valve (0 PSI), otherwise, take it into context. A low number solely on its own is not reason enough to pull a cylinder. TLC on an air-cooled aircraft engine means a low RPM start until oil pressure builds, a fair warm up period with aggressive leaning, and a 65-75% power setting continuously and depending on which Allah you worship, more than 75 ROP or LOP and a CHT under 400 f. Fly it every day, run it hard but not hot, it will last past TBO. Running it on the ground, pulling the prop through if it sits a few days, running "a gallon an hour more than book values", for example, are a death sentence. The aircraft must be flown every 14 days at a minimum. Get the CHT and oil temp into the green band and stay there for 30 minutes or more. This is my opinion, however. FWIW. Quote: eeyore Greetings: I was recently bitten by a Mooney bug and am contemplating a purchase of an E or F. I hope you can help me with a few questions. 1. Besides 208B, what other SAs , in your opinion, should be completed before a purchase? 2. Compressions…..The aircraft I’m currently looking at has a Mattituck engine. It was installed in 2001. The log indicates that every year compression dropped by about 1. Current compressions are 71-72. The engine has 850 hours. With some TLC, is it likely to make to the TBO? More questions are sure to come…..

You might want to reconsider re-weighing the airplane. Its legal now, it might be legal and minus 75 lbs useful load after the fact. And you only had to pay 300$ for the privilege.

It sounds like popping the speed brakes in the flare is a crutch, just like raising the flaps in the flare. I'm with Scott, if you have so much extra energy you need to do such things to land, perhaps you are too fast. I tried my first real effors short field landing in the J the other day. 3 people, 3/4 tanks, etc. 72 MPH over the fence, land on the first brick, flaps up after touchdown, and heavy braking. I stopped in 900-950 feet. Anyways, 1.2 Vso for normal landing, 1.1 Vso for short field. end rant.

EDIT: Our mag timing was et to 20 degrees BTDC. We reset it to 25 degrees and man, what a difference. It used ot fall down completely at 50 LOP, now it still retains much more power while LOP evidenced by the higher IAS at the same degrees LOP numbers. We can also run more FF up to about 10.0 GPH at least until 3000-4000 feet. However, the EGT peaks at a higher GPH so we can run the higher GPH (9.2) while 15 LOP and take the quite higher TAS, or lean to the original 8.7 GPH with a little more TAS than before. Initial data suggests about a 3-5 knot higher TAS. just from mag timing. Its worth looking at. Quote: jetdriven

I am all for it. We are looking to get the real 201 MPH from the M20J. SO far, it has gone from 183 to 186.

joined

We have those lower wrap baffles and a wedge intercylinder baffle as well. CHT even with brand new seals etc can still get above 365 f.

60k can come real close to getting an early 201. With it, the longer fuselage, improved instrument panel, and fuel injection (LOP!) .

Quote: scottfromiowa By the way don't you just love your Mooney? Aren't Mooney's the best airplane ever? Don't you wish everyone had such a great plane? I sure do LOVE my Mooney....and everyone else that fly them because well they are just better, no make that BEST. By best I mean safest, cleanest, sexiest, best smelling, best tasting smartest airframe ever. Why do they even make other planes when there are Mooney's?

Old G-35 has wingnuts that go on the studs. The new Concorde has M8 bolts. So just use the supplied bolts?