Shadrach

I hope it’s a mag as that is the easiest and least expensive solution. The symptoms fit nicely to an intermittent ignition issue. As @N201MKTurbosays it’s always prudent to do an inflight mag check when odd EGT symptoms occur. The only reason to avoid an inflight mag check is if you suspect the results will scare your passengers. If this was a fuel issue, I would expect some small fluctuations in MP. Also, did the increase EGT/TIT excursions have an effect on CHT? If this was fuel related I would expect an increase in CHT. If it’s ignition related, I would expect to see somewhat diminished CHTs.

It was made by a company called Keyline chargers but they appear to have moved in to battery isolators. I started with one but the first worked so well that I bought 3 more. It’s been in service for about 7 years.

The Service manual and parts catalog are both available in the download section of this sight.

I’m not ridiculing you in any way. I’m merely suggesting that decades of operations with few real world issues suggest that it’s likely statistically safer to store your plane with a smart charger on the battery than it is to fly the airplane. I know of someone that will not leave a battery minder on a vehicle unless he is in the vicinity to monitor and manage any problems. I don’t ridicule him, but I do think that’s overly cautious.

All the things you mention are certainly possibilities for any aircraft. On the other hand, he is shopping for an airframe with a normally aspirated, four cylinder, Lycoming. This not an engine that is typically maintenance intensive. As long as it runs strong during the test flight, oil consumption is normal and the mags have been properly maintained, the odds are that it will have very few issues.

Do consider that Concorde’s warnings are written to limit product liability rather than limit practical product application. It’s my understanding that AGM batteries release Hydrogen and Oxygen when being charged but release far less hydrogen than conventional lead acid batteries. I can’t say for sure but based on the aircraft with which I’m familiar, somewhere around 50% of hangared aircraft are on a smart charger when not in use. I would bet nearly 100% of marine batteries are on a smart charger for an extend part of their lives. If the theoretical danger were prevalent as practical danger, we would see it manifested in the form of property loss..

I advise new students to train in…well trainers. You’re in a different situation. I see nothing wrong with training in your own Mooney, provided you have an instructor with sufficient Mooney experience to manage potential landing missteps. Your new to you 201 will likely only have brakes on the left side. I’m not suggesting that there’s a good chance that things might go pear shaped, but having seen the aftermath of several poorly executed Mooney landings, I know that pilots that are deemed Mooney current have uncommanded runway departures.

I have inadvertently unplugged mine and the battery does not drive any of the lights. It was unplugged for nearly a week and had no noticeable effect on the battery charge level.

So far these have been timed climbs to 10K. I am trying to maintain calculated Vy. I think I failed a bit as my climb rates did not fall off in a linear manner. Practice makes perfect. I will keep trying. will add a three way speed run next time.

Great data! The speed is almost exactly what I would expect with a three blade. I will be doing some speed runs as soon as we get some decent weather.

I did it in excel. I had to enter the data manually but was above to pull the formula for ROC from top to bottom using the fill handle.

we’re speaking in the context of Mooneys. i’m sure the Gulfstream guys can see your $2200 and raise you a few thousand. It’s all relative. And relative to other Mooney installations, $1100 is salty.

Those leading edges may have been blasted by the elements. Flying in frozen precip can do that in a matter of minutes.

We have a mechanic on the field that almost none of the locals will do business with. He has always seemed like a perfectly nice guy, but all of the old timers refer to him as “Slippery”… Indeed I only recently learned his real name. A very nice lady with a 172 moved in next door. She was gushing about how nice and conscientious her mechanic was. I was not sure who she was talking about until about six months later when she went into a diatribe peppered with language that I would have never used in front of her. Slippery strikes again. Airplane now being serviced elsewhere in order to correct a long list of poorly done maintenance or logged maintenance that was not performed. Slippery has the nicest truck of any of the mechanics on field. He has a few airplanes and boats living in various hangars. I used to think that folks like Slippery were not real but more caricatures of our imagination and that no Mx professional could be that dishonest. I was wrong.

Mine went beyond 10 years before it came back under 80%. Replacing every two years on every aircraft a shop maintains is a good business model if you’re unencumbered by guilt. That is pure margin.

25% mark up over retail seems reasonable I suppose. I wonder if they get wholesale pricing from the distributor.

What kind of battery is $1100? I just put a Concord RG35A in my plane a few months ago. It was ~$450.

It’s because you are not listed as a supporter. Non supporters have a very limited level of storage which you like exceeded years ago. Text the pics to me and I’ll upload them.

There is only so much to be said about certain subjects. This is not a technical thread, it’s philosophical. The nature of philosophical conversations is that they tend to meander.

To be honest, Johnny’s time could be better spent elsewhere. This forum was never going to drive new aircraft sales. However, It would have been a good to have whomever is in charge of service maintain a presence. I don’t know how many gear locks were OPP’d, but the company could have captured all of that business if they’d been paying attention. Not a lot of revenue in the whole scheme of things but still 10s of 1000s of dollars and a way to signal that that the factory should be an owner’s first consideration for parts. The airframe is a fine design but who are the latest models geared towards? A single pilot or couple that is willing to sit in a piston recip breathing O2 for hours? Perhaps someone that simply must have the fastest piston single available. The pool of buyers that meet that criteria is pretty small and is made up of experienced pilots who know their realistic mission. I realize that the vast majority of piston single operations are conducted with just one or two souls on board, but Cirrus has proven that you don’t sell airplanes to aspiring pilots by selling that reality. You sell machines to aspiring pilots by selling a “Family Time Machine” with state of the art safety enhancements. Long ago, Mooney decided to hang their sales hat on being the fastest guy on the block. They achieved that and still hold that crown. Cirrus built a plane to attract new buyers.

A 20% speed loss for running LOP? Why? Don’t all 601Ps have TN’d 540 S1A5s? Most angle valve Lycomings love LOP and rarely need GAMIs to do so. Perhaps challenges specific to this particular application? I’m sure you’ve seen the pics of the 601P on GAMI’s website running the same power in both engines but one LOP and the other ROP. Looked to me like both engines were just north of 70% power with the LOP engine running much cooler. https://gami.com/articles/baconsbonus.php

The Encore is the ultimate turbo Mooney in my opinion. However, it is not the best at everything. My poh only shows take off data up to 7500’. At that altitude the book shows a ground roll is 1760’ at 2740lbs (mgw) with an OAT of 72°. At the same weight and conditions The book for the Encore says it will need nearly 2300’ to get off the ground. The thing is, at the weights I would be conducting high altitude ops, I’d be off the ground in closer to 1200’ The turbo has its advantages, but I don’t think runway performance is one of them…maybe at Leadville on a hot day… I wonder if folks wear O2 in the pattern during the summer months.

The up shot is that your gear was free! I’m working towards lightening the load. My gear is not super light, but I could get my base weight down to <25. My knees don’t bother me in spite of the left one having some preowned parts. The descents are harder on my body a than climbing.

I just read that the Vibrator only needs 8V to operate so I don’t think voltage is the problem

Have you tried jumping 12v to the vibrator?