Bolter

I do not have this experience with LOP. As an outside the box concept, when you roll, you change the torque on the motor slightly and momentarily as you are rolling with or against the prop. Maybe your governor does react quick enough and you are getting a tiny little speed change, and your LOP gets out of whack for just a second. That was as clever as I could get. :-) -dan

I am not sure on the C model, but odd gauge behavior can sometimes be a ground problem. A Mooney owner once lost oil pressure, made a rapid turn around to the runway at night, and in the panic, forgot his gear. The rub was that the oil pressure was fine, just a bad ground on the gauge. There may be as single post on the firewall, on the engine side, that is the ground point for several things. If corroded, you can see gauge issues. My A&P or I make sure it is clean and reliable when the cowling comes off. -dan

Is this to say that you cannot maintain idle below 1100 rpm without (engine) stalling? Or you cannot get the engine to slow to below 1100 rpm? -dan

I just put a Concorde in to replace my 5 year old Gill. I had no problems like this, though it may be relevant that I replaced the regulator with the modern Zeftronics unit. Can you give a few highlights of the article? Is it possible that I will see this behavior in the near future, or is it "all or none" and I am in the clear? If it happens, is it a real problem requiring immediate action? -dan

I think there is useful value in the dual, independent transmission with typical GA planes like ours. When flying in my friend's Brand C, we take advantage of the feature to share workload. The PIC handles ATC, while the right seat can check in with flight watch, call ahead to an FBO to have the car ready, transmit onto the CTAF before the handoff from ATC to a non-tower airport, and checking ATIS's. The last one is not a transmit item, but the complete radio separation is handy. I am not sure the cost difference for the feature, but it is certainly something to consider as useful when upgrading your panel. -dan

I am too cheap to upgrade. I would like to go with the Aveo LED's, but I can replace a single original light for much less. I am parasitically waiting for someone else to get LED's and want to sell me their old Hoskins strobes. -dan

This intercom was was wired for 2 place, but should be 4-place capable. I had it removed when I bought the plane and upgraded to a PSE intercom with stereo and music inputs (keeping my wife happy). It includes the original connector. Many Mooney's have the same unit, and if you want a like replacement in case of failure to save the cost of an upgrade, here is your chance. This will go on e-bay in a few weeks but I thought I would offer it here first. $40 to someone who meets me at KWHP and picks it up or $60 + actual shipping cost for someone who wants it shipped to them. Yes, I find going to the post office to be about $20 worth of inconvenience. It was working when removed. I give any buyer 4 weeks to get it installed and tested. If it fails to operate, I wll refund the purchase price upon receipt of the unit back (buyer pays return shipping). PM if interested. thanks, -dan

Thanks for all the feedback. Parker: This was a fairly new 172 with the G1000 setup displaying all 4 EGT's and fuel flow. I admit I don't know if it was a genuine fuel flow sensor or not, but I would hope so on such a sophisticated panel. Byron: A fuel injector cleaning may be the thing regardless of LOP or ROP, though they run similar EGT's at ROP settings. I thought there may be something funny because of the slow RPM at the same time. I have seen thay my engine LOP characteristics change with 100 rpm differences. Sometimes it likes 2500, sometimes 2400. Scott: WOT is a possiblity, but I was scared that we might be making too much power and risking a problem if we played aggressively with mixture. Just being cautious, like the first LOP experiment on my plane. In hindsight, we could have used fuel flow to estimate percent power pretty easily. Future plan: limit power via fuel flow, and be aggressive with the throttle to keep up RPM while watching EGT's peak and see what we get? -dan

Regardless that I am also a past (happy) customer, I have no problem with Jimmy posting sales or advice or what he had for lunch, just like anyone else. I understand his reasons to limit his opinion posts, and he is probably right to be cautious as it impacts his livelihood. As another poster pointed out, the new scope would apply to all sellers. And once it starts that way, it is hard to stop. As long as the SELLING AIRCRAFT section is all Mooney's, it is fair game in my mind. If you don't like all the ad's, then don't read that section. However, it makes sense to wait until Craig decides how the new site's possible pay feature may work. If expanding the scope of the "selling aircraft" section now takes away from future financial support of the site, we will have a problem. (yes, I have donated) All that, and I basically said the same so many others, "Whay would Craig do?" -dan

I was talking LOP with a friend while up in his C-172. He has an IO-360, but I was not sure how to go about trying out LOP when the power can't be set without changing the RPM. We did an experiment with low RPM in lieu of dropping power, so that nothing would get hurt from the LOP operation if we made a mistake. When leaning, the RPM kept dropping, so it was a chase between throttle and mixture, and became impractical. We did watch 3 of 4 cylinder peak and go down again nicely, though. Cylinder #1 was way out of sync with the rest, so it would grossly fail the Gami spread test, but we were also changing rpm from 1500 rpm to 2200 rpm, trying to make something happen. Does anyone have LOP experience without the constant speed prop we Mooney pilots take for granted? -dan

Has anyone updated their strobes and have a working original strobe for sale? Attached is a picture to show which type I am looking for. thanks, -dan

Quote: AmigOne This is the picture of my piggyback. Today I kind of insulated it with some baffling material and as expected I could see in the factory gauge no appreciable difference from previous readings or with the digital readout in the EDM.

He must surely be referring to width of the runway. The Mooney's wider wing span versus the Bonanza can intimidate the unskilled pilot and feel like he is hogging the entire runway. Yes, that must be it. I am so glad we have no opiniated pilots like that on our message board... -dan

Quote: jetdriven Tom, so you are saying that the ring terminal sensor crushed under the factory probe reads actual CHT? I was under the impression that it read 40f low. We have a 3/8" ring terminal stype thermocouple under the factory CHT probe. Its not the JPI, but a Type J thermocouple.

Quote: jetdriven Tom, so you are saying that the ring terminal sensor crushed under the factory probe reads actual CHT? I was under the impression that it read 40f low. We have a 3/8" ring terminal stype thermocouple under the factory CHT probe. Its not the JPI, but a Type J thermocouple.

Quote: AmigOne Dan, I have the same JPI EDM700 set up as you did in Cyl# 3 but never saw in the installation instructions that it needed a sleeve to protect it from the heat of the stack. The only sleeve and 2 black tiewraps that comes with he part is to protect the connection between the pigtail and the cable to the panel unit. Jose

Quote: HopePilot Awesome news. I'm going to have my checked too. Did they have it in stock at Spruce or did you have to special order it?

Background: I have a 4 channel JPI 700 in my J-model that was already installed when I bought the plane. It had a spark plug ring gasket CHT sensor for the #3 cylinder. For this year's annual, I decided it bothered me to have one cylinder reading 30-40°F high, and planned to install a JPI 5050-T sensor. The 5050-T would install into the standard CHT sensor location, and allow attaching of the JPI and the factory leads. When it came time to order it, I was referred to a replacement part number. It seems the 5050-T is phased out for a new model, the M113-3/8". The cost was the same ($105 at Spruce) Description and Function: This new one looks like the spark plug gasket type except it is 3/8" and works on the factory CHT sensor and is crushed in between the sensor and the cylinder, similarly. Today was my first flight with it, so I wanted to share that it works well. My temp's are now effectively identical on all cylinders, confirming that the spark plug type CHT sensor runs higher than "reality". And I feel a great relief looking at the JPI and seeing all things even, instead of ignoring a bad reading. I think that especially for LOP'ers who depend on accurate data, this is a worthwhile upgrade from the spark plug gasket version. Installation: Installation is a bit of a nuisance. You need to install an insulated sleeve over the sensor to protect it from the heat of the exhaust (I am guessing the function based on the appearance) AND string the factory wire out at the same time. I gave up, and put a slit in the insulated sleeve to allow sliding the sleeve over the sensor and provide a passage for the factory lead. The JPI lead is strung along the long axis of the sensor and is easily routed away from hot parts and into the existing wiring bundles. The JPI people have made it very easy if the factory CHT sensor has a built in lead coming straight off the top. Assuming all Mooney's use the same setup as mine, prepare to be frustrated if you don't put the slit. Also, remove the spark plug and get some room to work with. You can work around it, but it is not hard to remove the plug and get some much appreciated room for your fingers. In case it is not obvious, you will want to do this with both upper and lower cowlings removed, as well. -dan

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Quote: carqwik Fly your plane to Tulsa...I pursued a problem with the VS/Alt Hold in my KFC 150 and horsed around with various "fixes" for about 18 months as well....never fixed. Finally got so ticked off I called A/P Central for an appointment (a 3 month wait). They found the problem in an hour, and fixed it by the end of the day. (Turned out it was a cold solder joint in the computer somewhere....). Let me review though the fixes attempted prior to visiting Tulsa....Attitude Indicator OH'd, altimeter innards cleaned and checked, flight computer sent to Honeywell for bench test (tested ok...just goes to show what a waste that was given that there was a problem in the computer which they didn't find!), bridle cable tightened, pitch trim servo checked, etc. Lesson learned...don't waste time trying to figure it out hit or miss...just take the plane to Tulsa.

Quote: KSMooniac FWIW, I ran regular Aeroshell 80 for my break-in and did one local flight about 45 minutes at ~80% power LOP, and then a 4-hr XC at 80% LOP with the cowl flaps open the whole way and mine was done breaking-in after that XC.

For once, someone asked my to put in my two cents worth :-) (I did give more than that) Thanks for the site Craig. -dan

Quote: flyboy0681 There's no way I could do without Directv (or cable). I typically work 13 hour days and look forward to some respite in the form of TV entertainment. To lose Madmen, Breaking Bad, Homeland, Curb Your Enthusiasm, Boardwalk Empire, Dexter, Californication, The Borgias and The Newsroom would simply be too much. The cost is miniscule compared to the big ticket items that I have to pay for like health ($2k a month) and homeowners ($6k a year) insurance as well as college. I find network TV to be at its lowest point in decades. Look no further than Big Brother, The Bachelor or Extreme Makeover (which I call "Pity this family"). To be bound to the three networks would drive me to drink. And for what it's worth, I support my local PBS station. No sir, my Directv subscription is a very small price to pay to bypass network programming.

My annual starts on Monday and I am pulling the dual mags out (500 hours) for inspection and repair. If I see that the components are in good shape, I will assume that I am running things well enough to keep this bit from overheating. Assuming a relationship between CHT's, Oil Temp, and MAg temps, I don;t expect a problem. I live in a warm climate, but I am fastidious about keeping low CHT's on my 4-channel JPI and...wait for it...typically running LOP. And if I find issues with my mags, I will take pictures and share it as a data point. -dan

Quote: 231flyer Dan, I totally agree with your refrain on crusing to Alaska. We ran into several cruisers at the various activities all along the SE and to a person they all woold never do the cruise again. Apparently the ships are not as nice (older and smaller) compared to their Caribbean sisters and port calls are rushed given all there is to do. It is cool to "buzz" them though as you fly along the various inlets and fjords. The flying experience is unique to say the least. Simply amazing!!