Bolter

Do you need support in SoCal? I can refer you to a shop at KWHP (Whiteman in LA) who is not Mooney specific, but has several Mooney customers, and is trustworthy. Especially if you are a Mooney experienced customer and know what you need done, he can help. Send me a PM if you need the referral.

Based on mine, the calibration interval is longer than 2 years, so it is still good advice to turn it off during prolonged non-use. But never a problem to forget, even for days at a time.

Per the Lycoming chart, peak power is not at the peak CHT (which i think is peak internal pressure).

If not in the detonation regime, it is at least an operating point of high internal pressures, making excess heat and stress.

Detonation risk is from running within the "red box". If go overly lean at high power. You can run 150F ROP at any power setting. You can only run 0-50F ROP when power has dropped. The red box is smaller as your power drops. At 10k, I would often run right at peak EGT since power was down so low.

It is not about wasting fuel, it is about engine management. Leaning in climb, staying rich, is proper engine management. Before you reach 7000' you will be running *overly* rich to the point you are losing power. If you are departing a non-sea level airport, you also need to be leaned to get max power for takeoff. In winter, maybe not as much with the density altitude getting lower. You are also putting more lead into the cylinders and may foul plugs, or even interfere with cylinder/piston lubrication if there is really too much fuel. Do you track how much your EGT has changed between launch and 7000'? In my J, I had a target of 1400-1450 EGT during climb. This was based on 150-200F rich of peak, so I was well within max power and cooling without going overly rich. EGT's vary between airframes based on sensor locations. See how much your EGT's change during your climb if you stay full rich. I did not re-read the articles, but I believe there is no talk about being LOP during climb, only properly rich. It discourages aggressive leaning in climb. It also showed that factory recommended 50F ROP operating point is in the middle of the highest internal cylinder pressures, and not a good operating point for long life. Is it the Bravo's that if they follow the POH go through cylinders frequently? POH's are out of date on modern engine management. They even assume all the cylinders are operating identically, as they predate engine analyzers. The answers are in the Lycoming documentation, even if the POH chooses to documents operating points which may nto be best. Just as they outright ignore 2500 rpm in your POH, but not other J POH's. The attached is from the Lycoming manual. I added the red text boxes to highlight things. Greatest power is 150 ROP, greatest efficiency is 20 LOP. These are the only 2 operating points we are usually interested in. Lycoming Power-EGT-CHT relationship.pdf

Specifcally, mine was in the calibration warning stage, and it was jsut easier to buy a new one. This is definitely out of calibration, but it will read something occasionally, so I believe it works, even if not accurate to within factory standards. I did actually find that I got a notable non-zero reading one day when leaves (Seattle, 4 seasons) had clogged the cabin air inlet of the pickup, so it was sucking air from somewhere else. Values dropped back to zero after clearing the leaves out. That was unexpected.

I bought a new Sensorcon CO detector earlier, February of this year, and tossed the old one in my pickup truck. I am not sure which day I actually put it in the truck, but it was at least May of 2024, if not April. Let's say at least 7 months or more than 4500 hours. Turned it on and left it on. It is still going, and working. I have no idea what the accumulated time was on the old one, but it was bought in 2017 after Dan arranged the discount for us. In that 7 years, I flew about 600-700 hours. Does that mean it has been on for over 5000 hours? Most probably. I used to berate myself everytime I forgot to turn it off after a flight. I now realize it does not really matter if I forget it many times. I plan to keep it on until it dies, and will update this thread then.

It must be the CD player... :-)

The G5 in place of the HSI will work fine with the KAP150. I had this combination in a J, leaving the original AI in place for a future upgrade. It is the G5 as an AI that becomes an issue for the AP, but the GI 275 will work there. The mix and match of G5 and GI275 is aesthetically bad, though. There is also the frankenstein approach where you put a legacy AI in a spare space in the panel just for the AP to reference.

I will add the another harsh reality, I have seen these projects get stalled, and the result was money put into an airframe that is now diassembled, parts scattered, and even further from airworthiness. Be prepared to do the job all at once. Have the time and money allotted before starting anything like this. IMO, like many others, if you have the money for the total project, buy the airworthy plane you can afford instead, and start flying now. -dan

There is audio from CTAF. Of course nothing from the Grumman without electrical, but someone on the ground warned the CEssna that a Grumman was gaining on him. It is about mid of the audio where it happens.

Later J's are 28 volt systems. The Gill 243 is a 28 volt, so the right concorde is probably RG24-15

Would a pump overhaul shop like Aeromotors have something like this, since it is related?

Some opinions are coming... as someone new to Mooney's and Mooneyspace, you may believe that the POH is a great reference. It is outdated, and perhaps was never very honest. It is a common OPINION that the best operation is to keep the throttle full open from takeoff, through cruise (except low altitudes where you may make too much power), and until descent. Do not intentionally run a lower MP because of a book setting. Use RPM and Mixture to control total power. Avoid the peak performance point of the POH of 50F rich of peak. Either be 100F rich or run lean A little unclear on what your conditions were, but 125 KIAS could be around 150 KTAS, which is a decent true airspeed for an E without speed mods running ROP. If you are reporting KIAS, it helps to know altitude, altimeter setting, and outside temp. Same when concerned about performance in general.