Shadrach

One can conduct an apples to apples almost every time they fly, especially with a turbo. Set you engine for a book 100ROP power setting, let stabilize and note the IAS and CHT. Then adjust MP and mixture for the same speed on the lean side. In my experience an IO360 will see a fuel savings of ~10% and a notable decrease in CHTs running same power LOP VS 100ROP. If I make the comparison at low altitudes and power settings above 70% where the appropriate ROP mixture setting is near full rich, the fuel savings is substantial. eg: let’s say I’m bucking a headwind at 4K in the winter. I can set the book number 25’x2500 at 80% power full rich (no leaning below 70%) burning ~14.8hph or I can run 80% at the same speed while saving >3gph.

I am pretty sure my engine will make 65% hp LOP at 7500’.

Collecting accurate data is not easy. Not suggesting that any one is lying. I’m suggesting that their numbers are imprecise.

Are you the YouTube guy to which I was referring? Those are the number that looked a bit flakey. Seems highly unlikely that an additional 1000ft and .01gph of fuel netted nearly 4kts of additional TAS.

I let mine lapse, but I think I will rejoin as the legal plan is worth the cost. Being so close to head quarters, I have seen the good, the bad and the ugly under every president since Boyer.

That is everywhere now. I always check out the author of any article I read. More often than not I find a 20 year old idealist that doesn’t know what they don’t know.

Those numbers look optimistic me. Without seeing gps flight data of a three-way speed run, I am skeptical. I am currently in the process of adjusting JPI K-Factor with the goal of achieving FF accuracy of <.3GPH. That process has left me skeptical that any monitor is sufficiently accurate to determine LOP power until tested.

He’s not mixing analogies to support anything. 65% is 65%. You’ve spent several paragraphs needlessly muddying the water. All that matters is that there is sufficient air available to facilitate a lean of stoic combustion event that contains sufficient fuel to generate 65% horsepower.

Cruise power tables suggest that LOP is doable at the altitudes mentioned, but in some cases rpm will need to be increased.

140kts +/- 5kts

Not at all an unreasonable ask depending on equipment and engine time. Encores are super nice and relatively rare aircraft. $200k is lower end of that market. The Encore is the ultimate Mooney in many ways, however, I am not sure it’s the best mountain mooney. Most have empty weights between 2050 and 2200lbs. That puts them near the bottom of the Mooney power to weight ratio hierarchy. We’re talking about 200ish horsepower airplanes. Turbo or no turbo, under most scenarios, the fatter the airframe, the more runway it’s going to eat. I would urge you to look at book runway performance numbers for all the models you’re considering rather than making assumptions about performance. You might also consider TN’d J or F model. Same size cabin, lighter airframes, less expensive to overhaul. And both likely have better high altitude runway performance than of the K variants save for the Rocket.

There are good mechanics, and there are not so good mechanics. I realized at some point halfway into ownership that it’s foolish to think that only the “not so good ones” make mistakes. Everyone makes mistakes, the difference between good and not so good are the processes used to reveal mistakes before the aircraft is returned to service. Several years ago, I noted an EGT increase on number one during climb out. This was a few hours after I had performed a plug rotation. Mag check revealed a miss. I was deeply disturbed to find that I had failed to tighten the lower plug lead on #1 which had completely detached. Not only did I not tighten it, but missed my mistake on final inspection before reassembly. I changed my process because of it. My leads are 90° elbows. I used to orient/angle all of the elbows by hand before tightening. I don’t do that anymore.

Easy to forgive your confusion. Champion makes an after market ignition booster called “Slick Start”… SlickStart™ unleashes a firestorm of ignition energy to get your engine started

If indeed this was caused by loose and detached plug leads, having an engine monitor and knowing how to use it may have prevented this accident.

PDK stands for…Doppelkupplungsgetriebe Which literally translates to Dopple - double Kupplungs - clutch Getriebe - gear Definitely a double clutch transmission. Like most German, it sounds beautiful when spoken…

Faster is not the same thing as better. Hence my comments that perhaps more are being used as track cars where absolute numbers trump the pleasure of rowing while heel and toeing. Don't get me wrong new generation of autos are great…heads and tails above yesteryears slush boxes. Whether dual clutch or hydraulic (ZF 8hp) they’re great. I have driven many, many PDK Porsches and I would only choose one if I was trying to be as fast as possible…not for fun.

Analog cars will always be more engaging. Performance has reached crazy levels but the cars are becoming less and less engaging. even the exhaust notes sound like they were designed in a studio. I’m not an old man, but when it comes to sports cars, I feel like a curmudgeon. Ferrari builds beautiful cars, but their decision to drop manual gearboxes over a decade ago is puzzling. Perhaps a larger percentage of Ferraris see the track than I think.

I agree, but listening for the sound (or lack thereof) of the starter vibrator offers a lot of information for very little investment.

Tail draggers are great fun, especially in high wing, tandem seat configuration. Great view out of both sides while sitting in the shade. I will do pattern work in the Mooney for currency. It is infinitely more fun in a tail dragger. Are there any tail dragger owners on the field? I would start there. The training has become pretty specialized. There are a few schools that have tail dragger instruction, but I think it’s more common for individuals that instruct in their own aircraft. Some folks take to conventional gear quickly but I’d guess on average it will take somewhere between 20 and 40 wheel landings before instructor intervention is not required. I do not have my commercial rating but I’ve been consistently told it is the most fun of all the ratings.

There are two devices used to create a late (0°) ignition event for starting: Shower of sparks - starter vibrator that energizes a retard breaker. -or- Impulse coupling - flat spring that is wound and released during rotation to spin the mag fast enough to spark and delivering that spark ~ TDC. Both of these systems are common, but I have never heard of them being installed together.

I thought Dan was retiring?

Imagine if you had already installed it. What a $hit show. Are you supposed to put it up on cinderblocks while you wait? I’m surprised the FSDO didn’t try to find a workaround. That’s quite an imposition for something that likely has nothing to do with the physical airworthiness of the part.

Are your oil lines fire sleeved? Are they routed under the aluminum heat shield that protects them from the heat of the muffler? I have no plate on my stock oil cooler and cowl. The only time my oil flirts with 200° is during sustained, summer time climbs. I have to block half of oil cooler off in the cool months to keep temps high enough. If it’s < 20°, I block it completely.

Your post is confusing. Where is the puddle coming from? Seems implausible that oil leaked out of the crank case unless there’s a hole somewhere. The breather outlet is located well above the oil level. So the question is, where is the oil coming from and what does the dipstick currently say? You have oil leaking when the sump reaches a certain level or when you add oil and the question is why? My wild ass guess from your post is that the dipstick tube is cracked and leaking whenever you add oil. Did the oil spill look like fresh oil?.

Where are you located Carl? I would suggest pulling the panel that is soiled with fluid. Once you’ve determined the leak’s origin, we can offer potential resolution.