Shadrach

Thanks, I would not have guessed...That looks like a like a "C" level nursery school work....the Gulfstream pilots do much better.

I give up...who is it???

Quote: aerobat95 Interesting....so some of the older Mooneys had 100% glass doors and then Mooney went to aluminum at some point....interesting.

Quote: rdv Ross, Above 3000' DA in the climb, how or why did you determine 225-250 DF to be target EGT temp? Are you using balanced fuel injectors for smooth LOP operation?

It's a probe...maybe a loose connection. Unless you have an STC'd blast furnace under the cowl, there's no way your CHTs are "spiking" 200-300df; if by "spiking" you mean 2 to 5 seconds. If you mean 2 to 5 minutes, well....

rdv, To answer your original question - It depends... I use the following mixture settings for best performance, but with much consideration going to engine health and economy. I cut and pasted this from my response to an older conversation I had elsewhere... Taxi - Lean to roughness and increase until smooth - I also cycle the prop and check the mags in this configuration... I seldom use a "run up" RPM to make these checks unless I have a pilot (read CFI) in the plane that would be both uncomfortable with it or unable to accept the logic of doing it that way. I want everyone to be comfy and confident, so I'll sacrifice my prop leading edges to avoid having a cockpit confrentaion. Take off - Normaly full rich* If DA is ≥ 3000ft then I lean to target EGT on the richest cylinder which is about 1275-1300 on my plane or about 225-250 ROP... Climb - Target EGT, see above... it just takes a slight twist about every 1000ft to keep richest cylinder's EGT ≤ 1300df. Cruise - DAs of 150ft (low down the coast or river running) to 7500ft I'm LOP... I run ~55-65 Df LOP when down on the deck in level flight (maintaining CHT of <~370 on hot summer days and <~350 in the winter). Degrees from peak on the lean side will decrease as cruise DA increases. At 3000 I'm 35-40LOP working towards peak as I climb (which I usually get to around 7500-8500 DA) but holding CHTs in the earlier defined area. As I get into higher altitude ops, the surplus of air available for reasonable power settings LOP becomes an issue, so I often cruise at peak or around ~5df LOP in the 7000 - 9000 DA range. Higher than 10K and I run ROP as close to 75ROP as possible with CHTs in mind. [As an aside, I was very surprised at the speeds my old stock F was able to attain at DAs in the low 16,000s at 75ROP...] Descent - I often maintain WOT ram air on and lean to reduce power. Normal descents are at 500-1000fpm. As I get within a few thousand feet of TPA I enrichen to target take off EGT-50 and leave it that way until touchdown...from that point on I typically use the throttle for power changes. The final lean to take off EGT mentioned above puts the mixture perfect for a full power go around in the rare case that it is needed, regardless of whether I'm landing at a 700ft or a 7000ft DA... That is all... Edit - Every few flights or so I will do a high power LOP mag check in descent to verify the health of my ignition system; it will show a problem long before the typical 1700rpm, full rich, ground run up will; it's a more strenuous test of the ignition systems capabilities... Bad plugs will sometimes only reveal themselves at high cylinder pressures and an inflight check will show it every time... I know this all might read terribly complicated, but it's actually pretty simple in practice.

2 posts and already we've 2 of the most contentious subjects in the pilot community... Well done! I'll stay out of it...for now.

Bump... Did anyone make it to pavilion 9?

Quote: jerry-N5911Q OK, suppose I depart KMHR with its 11,300 feet of runway. At 200 AGL there is nearly two miles of pavement still ahead so should I drag the gear that whole distance? If I depart South Lake Tahoe at an 8800' density altitude (and I have), I may pull the gear up at 50 AGL because all the ROC I can get won't be much. One needs a set of guidelines, not a single jingo for all cases.

I am so glad that you did not have to go through what I did, though I thoroughly enjoyed doing the work. I hope that your cylinder replacement takes a chunk out of that speed deficit!

Quote: N4352H Ross..... Frederick Traffic, C-12DB at Alpha crossing runway 30 for 23....

My favorite at FDK is: "Frederick Flight Center - Cessna12DB - Radio check" "Frederick traffic - Cessna12DB is taxiing to the active runway 23 from the flight center - Frederick..." "Frederick traffic - Cessna12DB is taking the active 23 we"ll be closed traffic for touch and gos - Frederick..." "Frederick traffic - Cessna12DB is over the quarry turning crosswind 23- Frederick..." "Frederick traffic - Cessna12DB is turning left downwind 23 - Frederick..." "Frederick traffic - Cessna12DB is abeam the numbers left downwind for 23- Frederick..." "Frederick traffic - Cessna12DB is turning left base T&G 23- Frederick..." "Frederick traffic - Cessna12DB is 3 mile final 23 T&G - Frederick..." "Frederick traffic - Cessna12DB is short final 23 T&G- Frederick..." "Frederick traffic - Cessna12DB is on the roll 23 Frederick..." and over and over ad nauseam...

Just put a loop in it...

Given the choice between seeing and hearing, I'll take seeing every time...

Lood, Is the case in question a narrow deck or a wide deck?

I fly out of a Class D drome and I get the sense that we're kind of like a farm team for the big leagues. Because of this, you can somehow hear the inexperience in our controller's voices and see it in thier instruction. Many times I've had tower controllers complicate what 4 pilots could have figured out easily...and with a lot less talk, but you have to start somewhere.

Brett, do report back. My experience is that it will make little difference in cruise speed unless something is really off... It will look better though!

What you really need to ask your self is "is my engine hot?".... In cruise my CHTs range from ~290 to 335df...so I am of the opinion that my engine is not really hot enough for me to worry much about. I think that "shock cooling" is the stuff of legend, and little else in my opinion. YMMV.

This is a relatively young engine, the internals would have to be trashed to make a Lycoming factory exchange a good deal and even then questionable. We opted for a field overhaul back in '99 precisely because we knew what we had... Unlike a factory reman or OH where you have a hodgepodge of components of various age and use that met serviceable specs...

Almost all of the CC shops are in Tulsa OK.

Quote: Lood There's a great possibility that I'll have to replace the crankcase...

What kind of parts? trade-a-plane.com will allow you to drill down by manufacturer or part type: http://www.trade-a-plane.com/for-sale/parts/Engine+Parts

Quote: sleepingsquirrel I think the reasoning is that lead additive is more than necessary in 100LL but non- existant in no lead. So instead of mixing no lead and low lead to get the proper lead additive level it's just easier to run a tank of low lead periodically to boost the lead in the subsequent no lead fills. This probably works for the low compression engines just fine but for higher compression engines one would want to mix fuels to get the lead additive consistant and proper. I think the reasoning for left tank of auto fuel and right tank of 100LL av gas is to cover take off and landing, take off and land on the good stuff , switch to the auto for cruise. Just thinking outside the box, but why couldn't the vent system on the Mooney be directed into the airstream like the Cessna with a 90 degree elbow? The impact air would allow slight static pressure on the fuel in the tank to help prevent vapor lock on a tank with auto fuel. I don't know if this was tried in and attempt to obtain an STC for the Mooney , I'm not sure if anyone has even investigated an STC for Mooney.

Quote: 721lp The weird thing is the O360 is approved for auto fuel, just not on a Mooney airframe. Weird

Quote: M016576