Shadrach

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

Scott, Great post! I truly appreciate admissions like these. We've all had some "doh" moments, but it takes a real mensch to out himself publicly. Thank you! Since we're sharing... I made a total idiot move the other day on a short return flight. I'd decided to run the rt tank dry in preparation for patching small leak. Cockpit and wing gauges were showing near empty. I told myself that if it hadn't run dry in route that I'd switch tanks before entering the pattern. Well, I got distracted by the scenery and tower gave me a straight in... no pattern entry, no reminder. 3nm out and I had the throttle closed for maximum descent when I noticed light popping sounds from the exhaust. I looked over at the fuel pressure gauge and it was dropping. Switch tanks, boost pump on and opened throttle...engine is windmilling for ~2 sec before coming back. Was it really close??? Too close for me and it was also really stupid...

DUPE...

My ram air is nice, but I don't think that's where the 10 to 15kts my F has over Lood's plane is coming from. I think there are other issues. I'd start with a gear swing to see how well everything tucks in...

Easy buddy... Mitch's numbers seemed slow to me as well. I think they're in the "something needs tweaked range". My F bests those numbers even when LOP. A good E model should have about 2-3kts on an F. Yours seems to be flying to its potential, Jolie's not so much...

Why was EGT on climb out a problem? CHT can indeed decrease or increase at a constant power setting... It's why we lean or don't lean depending on the senario. All other things being equal, the power difference between 275 ROP and 100ROP is minimal, but the CHTs differences can be significant...

Quote: maropers I am under the impresssion that nothing gets to the cylinder till it comes off of full lean - have I just been lucky?

How on earth does would one cruise at 100%??? You'd have to stop for traffic lights, which is tough in a Mooney at full power! We're talking true airspeed. There is little point in discussing indicated or corrected when talking cruise numbers. My take is that these speeds are at optimum cruise altitudes but there is not a huge difference in speed at 4000 and 8000 probably a knot or 3... Best speeds are achieved at the lower altitudes, best fuel burn for speed is higher. the intersection ~5000ft DA... %HP in a NA AC for cruise is a pretty old school approach. I only know of a few that still throttle back for a specific MP, and they're super old school and have little interest in hearing anything other than what they know they know. I think most pilots just climb to their cruise alt bring the RPMs back to a comfortable level (~2500 is peak efficiency for most of our props), and lean according to their goals/comfort level... Whether it's 4K or 8K the delta in fuel burn will be greater than the delta in speed. The number you're reading are probably the upper end of the averages they see. I know of know one that flies normally aspirated machines by power % except for during instrument approaches. Turbo ACs are another story. What kind of speeds are you seeing? The upper range for a 201 is ~160kts from 4 to 8K, some do even better...

I've not seen anything dangerous that was not fairly obvious, but I've seen some crazy MX stuff. I had an 8K annual 2009...prop governor was the biggest $$$. I asked for the plane back with a list of discrepancies because I did not like the attitude of the manager (the owners are great folks though). I paid with CC over the phone (big mistake) as I was picking the plane up after hours. I picked it up on a rainy evening with no one was there. My plane was sitting out in front with no lower cowl and the oil cooler was wired in place. I had it towed to the hangar and started taking pics. The upper cowl was forced on improperly with the side stringers on the outside of the cowl. The outside of the cowl had been "wiped" with MEK, which took a good deal of the pin stripes with it (always hangared original paint). Rt fuel cap was not seated when "whoever" forced the tab down. I had to pry the tab up. I removed 3 ounces of water from the sump. The plastic trim from the interior was thrown in the baggage area. etc... After that, I went through the bill and started circling anomalies. The most egregious error being 2.5hrs to install an exhaust pipe hangar. I confronted the owner and "offered" to show his mechanic a more efficient method for the exhaust work. I worked out the bill with the owner (-$800) and completed the repairs with my friend who's an IA. We fired it up and the right mag timing was so far out that I was getting a 600 RPM drop... back to the shop. They R&R'd it gratis, but said it would take about 8 hrs to finish (I've since done it twice in under 3hrs). You'd think it was over but it's not. After return to service, the engine seemed "buzzy"... We tried a dynamic balance and it would not balance; we kept chasing the imbalance around the prop... .49IPS is the best we could get... I checked the timing and it was in spec. I am also fighting a mystery oil leak that is progressing. So, as I'm head scratching over the imbalance, our 2010 annual is due. The leak turns out to be a crack in the crankcase... During the injector line inspection I find a line that feels loose. After removing the line clamp, I discover that the #1 injector is not even hand tight it has clearly been chattering for a while as the threads are really beaten up. The line clamp was the only thin holding it in place. Did the injector vibrate loose? doubtful... I think it more likely it was cross threaded and felt tight. I think I had an intake leak at the loose injector that caused the buzz. I think the buzz transmitted through the generator to the mount and caused the crack in the case. Because of this and other experience I know do almost all of the MX on my bird under supervision. I hung the repaired engine on it and it's worked out beautifully. Why did I include this in this thread... because 30 hrs of bad mx can devalue your Mooney faster than anything short of a crash... and it's a gift that can unfortunately keep giving.

I've always wanted one for the right seat. Having the one for left positioned perfectly to blow up the inseam of the left leg inflating my shorts, makes the summer months tolerable...