Txbyker

Thanks guys. Gary, Seth you point out some amazing statistics and heritage about WWII. The Commemorative Airforce is trying to keep the old bird alive as tribute. It is a shame but many of the latest generations know little about fighters and bombers roles 75 years ago.

I had the great opportunity to ride in a B-17 this past weekend as a Father's Day gift from my kids. I am also fortunate in that my home base David Wayne Hooks also hangers one of the last remaining B-17s on the west side for those of you that are familiar. I pieced together some videos from a camera and iPhone to try to convey the flight so excuse this attempt at video editing. Note= the music in the background was a live band, not my addition. http://youtu.be/3K0YLEM86U8

Good article. Without a future strategy, I still like the idea for taking in existing fleets for like-new refurb. New front cowlings would go a long way. And an engine option to replace the Lyc 4 with something better than 200 HP. I heard that Mooney had a two-door version to compete with Cirrus on the drawing board when the factory closed.

Byron, thanks. I'll hang on to the injectors. GAMI website says you must return old ones but there was no docs in the box about return nor did they bill me. I am going to try the Tempest fine wire. Thanks

Norman, thanks. My A&P said the plugs should be 5KO or less and we tested several that measured in the teens all the way up to 40 and 50+. My engine seems to run smooth and consistent but I have always run ROP too. As far as expense, I don't mind the more expensive fine wire if they are truly better for LOP operations. I will post results of my EDM download after plugs and tests. I will be testing LOP probably later this week after new plugs. GAMI's went in yesterday. I know the stock injectors were probably LOP-able but am streamlining all components of the system.

I am making sure my induction and injection system is super clean. After inspecting the spark plugs I want to swap them out for some fresh ones. The butt ends show signs of arc and the plug ends on the bottoms especially have some uneven burn. The plugs are obviously quite old. I don't even see an entry in the logs for the last time they were replaced. They are Champion fine wires. I plan to fly 8-11K altitude LOP when done. I have read through this thread and people are having good results with Tempest finewire. My mechanic says he would go with massive ends for better burn. Is there a good advantage for finewire over the massive ends if you are not at flight levels? Thanks

Thanks Mitch and Rob. Both tips sound like they could warrant investigation. I recently upgraded the head unit from EDM700 to 730 so could be a connection. Also, last flight was the hottest flight I have ever been on with rising temps requiring cowl flaps. Could be a weak probe. Thanks!

On my last flight in my M20J my EGT #4 stopped working right at the point I began my descent and enriched the mixture a bit. A day later I looked over everything and found no loose wires or any physical issues. I started the engine and ran it up to 1200 EGT and the probe worked fine. Does anyone know what would cause a probe to stop only to work again later?

Quote: Immelman Just curious, do you have an issue with what I posted above in this thread? Always looking for suggestions on being a better pilot...

Quote: Parker_Woodruff Having trouble with a stock IO-360? You still MUST perform a GAMI test prior to ordering. How would they know how to modify the injectors for size?

I found this program pretty good. I added it in addition to other training methods but the ability to zero in on different areas and test specifically helped a lot (weather, Nav, etc). Supposedly they have all or most of the test bank. http://www.dauntless-soft.com/products/GroundSchool/ifr.asp With the advent of all of the various technological testing tools I think the FAA should feel the pilots are learning more rather than test being too easy and that people are memorizing. In order to memorize an answer you just about have to know it inside and out.

Quote: testwest Hi Russ Byron mentioned, "climb at target" in other words the Target EGT method - see the attached pictures from KSMooniac's airplane. This is a Target EGT climb at WOT/2700 from KAAO, up to 8000'. Folks, this is how you do it. Russ, does "Target EGT" have meaning for you? Norman, thanks! By Target EGT I am thinking you refer to leaning to the highest EGT observed at sea level takeoff and continously lean to that during climb, am I right? I plan to do that on my next flight. I did not perform the GAMI test prior to ordering new injectors but always wanted to add them so will do so and ensure I can run LOP evenly.

Thanks everyone! Just ordered a set of GAMIs. After reading everything figured I would try the other contentious leaning method. $700 should get my money back in about 20-30 hours of flying.

Quote: tomcullen Whether you intended to or not, the debate has started. Good luck to all competitors and may the odds be ever in your favor. I want to clarify what is intended in the Deakin quote, however. The reference to higher altitude, I take to mean when "steady state" at a given altitude, as opposed to suggesting leaning this way during the actual climb. I would not want someone to read this, and ignore high CHT's in a climb because they heard that you don't need richer than 50° ROP. I think a critical message in all the ROP-LOP battles is to keep CHT's at a safe level, regardless of your method. If you do that, you are avoiding a primary risk. -dan Yes Dan, I agree. I read all of Deakins power setting articles on on climb he suggest more leaning toward a continuous sea level EGT for peak fuel flow. So 50 ROP at any other time than cruise is not what I meant. Thanks

I don't want to create a controversy but I have a question from one of the ROP-ers that has not ventured into the LOP-dom. I have gotten many conflicting signals as to the best place to lean at ROP. - Mooney purchase checkout by a reputable ex-factory test pilot - "run it 50 ROP" - POH - 25 ROP for economy, 100 ROP for power. - Bob Kromer - "I think you really have three choices of mixture settings with a normally aspirated engine. They are 1) 50 degrees rich of peak EGT (Exhaust Gas Temperature), 2) peak EGT, 3) 50 degrees lean of peak EGT. My choice? 50 degrees rich of peak EGT. All the time." - John Deakin - #65 Pelican Perch - " If you want the most power you can get at the higher altitudes, then you must operate ROP, and 50 ROP is a pretty good place to be for that. As you climb higher and higher, you can experiment with the mixture control, and find out where peak EGT occurs, then just ballpark about 50 ROP." - Mooneyspace veterans - run lower than 100 ROP. Am getting a bit confused. I have always run 50-100 ROP and now after reading all of the threads on LOP and other ROP questions I feel like I am messing up the engine. What say you?

Quote: jetdriven Russ, how do you arrive at that TAS value?

Steve, where's your base? I am at Hooks. I see 163 TAS corrected for temp and alt at 8000 ft. with stable air. I find it takes a while to trim out and obtain the cruise (5 mins or so before nose trims lower). I run upper 300's CHT on these record breaking heat days around TX but only as a peak. I avg around 320's CHT.

Quote: jlunseth No dates on there. You don't suppose the progression correlates with the seasons, cooler temps in the winter, warming during spring, high in the summer?

Scott, I misspoke earlier when I said I climb 50 ROP. I try to lean out after 3000 density to as close to 100 ROP then once in cruise, 50 ROP. Are you saying this sounds too lean? I have been using Bob Kromers guidance. http://www.mooneypilots.com/mapalog/powersettings.html Byron, in cruise (8000-9000 ft, full throttle, 25", 50 ROP) I see EGT of 1300 and CHT of 330 pretty consisently avg over my last 20 flights. Climb out full throttle, full prop, leaning mixture I get about 750-1000 fpm at 90-100 knots up to 8000 from the best of my memory.

I climb and lean as near 50 ROP as possible. 50 ROP at cruise. I was able to find avg temperatures aloft with the help of my Foreflight and plotted it agains the JPI. It looks like over 50 degrees F the avg oil temps are near 200 in my plane according to JPI. See chart. Grey is extrapolated temperatures aloft. Red is the max oil temp and green is avg. This from mid-May to yesterday. Yesterday was a scorcher.

I've noticed my oil temps are running much higher over the last couple of months. I have had the plane 1.5 years and didnt really analyze the temps until I got an EDM730 where I can use the JPI EZTrends program. I have tracked that last 19 flights over 1 hr duration since the end of April and today I got oil temp alerts at 211 degrees on the JPI and had to trail half cowl flaps to cool it down to under 200 degrees. So here in Texas its 105 on the ground and 85 dF at 9000 feet. My question is, does anyone know the relation of OAT to engine oil temp. For example does OAT at 10 degrees higher automatically translate to 10 degrees on the engine? Everything else checks out fine. Over the last 1.5 years of ownership I have never opened the cowl flaps in cruise to cool it down but perhaps I probably should have if I would have had the EDM warning. See graph attached. Red is max oil temp each flight and yellow is average oil temp each flight, first data point April 24th last data point today.

Thanks Becca. I was quoted that about 3 weeks ago so that makes sense now.

Byron, I was quoted a dissimilar core charge from Airpower for the A3B6. Are you saying there shouldn't be a charge? Now, the factory engine is 27,500 and there is NO DISSIMILAR core charge to upgrade to the -A3B6 two mag engine. For that you get the roller cam also. They are going to scrap that case when they get it, but maybe you can sweet talk them into leting you slide on that, or pay a 4K fee for a "bad case" core. You are at 31K again, but you are stepping up in a major way. Call Airpower, they are not so good with email. Email me for more info.

He could have generated enough in user fees to satisfy the FAA all by himself. Heck, let some of that cash spill off the fund raiser truck. Fortunately he doesnt do much in our airspace here in Texas. We just have the perpetual Bush TFRs and an occasional drone run.

I had mine done by http://www.mirrorfinishpolishing.com/ . Tony Brock is the name of the owner and he is big on customer service. $215 (including $35 oxidation protection). Here is some pics Tony provided me before and after. Before http://www.mirrorfinishpolishing.com/PICTURES/POLISHING-PARTS/FULL-SIZE-PHOTOS/AIRPLANE-PARTS/CHROME-LIKE-POLISHING-AIRPLANE-PART-BEFORE-10.jpg After http://www.mirrorfinishpolishing.com/PICTURES/POLISHING-PARTS/FULL-SIZE-PHOTOS/AIRPLANE-PARTS/CHROME-LIKE-POLISHING-AIRPLANE-PART-19.jpg I still dont have oxidation after 5 months. Usually wipe it down with a cleaner and cloth.