stevecampbell

One of our partners has moved further away and wants to sell his share in our 1978 201. It's a good partnership with a healthy maintenance reserve in the bank. It's up on trade a plane: https://www.trade-a-plane.com/search?category_level1=Single+Engine+Piston&make=MOONEY&model=M20J+201&listing_id=2264918&s-type=aircraft

The other day after getting gas in our '78 J, I restarted (hot start) and had to give it a little prime to start ( I used 3 seconds). It started right up, but the rpm was surging from 1000-1500. After a taxi back and a 2000 RPM "run-up" with the boost on, the surging progressively calmed down. I sent an e-mail to the other owners and they thought that my priming may have caused the surging, until it happed to another one of the guys (he did not prime at all) a few days ago. My best guess it that is may be some fuel vaporization in the line and that it's not all cleared out unless you run the boost pump for a while before starting? I could also hear what sounded like some very quiet and intermittant sizzeling as I was pushing the plane back by hand...fuel re-vaporizing in the lines? Does anyone have any ideas as to the cause of this or has seen it before? Steve

Quote: jetdriven I may be going about it backwards but you can install new GAMI's and do the test afterward and they will tweak to the test results. New GAMI's can't be worse than 25 year old, probably dirty, stock injectors I am thinking.

Just a thought... From attending some seminars where peak cylinder pressure is plotted vs mixture, the "red box" is the area where pressures are highest. Now, in the red box EGT range, CHT's are also the highest (mostly as a byproduct I think). So when the engine mfg's say "peak EGT is ok, but only below 75% power". So it seems like they are mainly concerned with CHT and not cylinder pressures. As I could get roughtly the same cylinder pressures running the same mixture at 2700 rpm as I could at 2200 rpm (although the 2200 rpm would give me less power, and lower CHT's). In actuality the 2200rpm pressure would possibly be higher due to the piston not moving down as fast. (Although this would depend on the state of the cylinder charge after top dead center..is it all burned or still burning? ) ...so how much does cylinder pressures really play in engine longivity..or is it mainly just CHT?

BTW, does anyone know much much of a speed penalty the step is ?

as far as the gear switch...yes.. it's the one tied to airspeed that we need. I haven't seen the old switch, and am wondering if it just needs its contacts cleaned and could be repaired, or if we need to buy a new one.

Byron, our hottest is #3. I'll play with it a bit more. Russ, we're at IWS. What power setting are you at 320 CHT? How is your spinner/ cowel interface...Centered? Our spinner is lower (and ram air inlet) than the cowel, but I haven't checked whether the cowel is sagging... Steve

DaV8or, Thanks for the IPC number.. I was wondering where we look those up. I like to keep CHT's under 380, better at 360. According to the mooney pilot's review article, it should do 160 kts at 4500 ft at 2500/25". One of the workings of the partnership is that everone would have to fly LOP, then we could reduce the fuel cost per tach hour charged to each member. We could do the "everyone buy your own gas" thing, but our airport has substancial weekend fuel rates that make it nice to only fill up on the weekends.

that's funny.. just posted reply but different RE: subject came up.. Anyway, mixture was 100 ROP at 4200' altitude. BTW, what did Maxwell charge for rigging?

The altitude was 4200' and the mixture was leaned to 100 ROP (~11-12 gph). Yes, flying LOP would definitly get the temps down (I'm a big fan of it), but the way the other members fly the plane and the way its billed, it doesn't make sense to loose the speed. Steve

Hi Everyone, I've been reading MooneySpace for a while now and just got into a 4-way ownership on a 1978 M20J about a month ago at KIWS. I'm now getting a full taste of the ownership experience. I've got a couple of questions I'm sure someone knows the answer to. 1) Does anyone know the part number of the spring that holds to jump starting (aux power port) cover door closed? 2) Our gear retract airspeed safety switch is also INOP. We've been having to override it with the red button to get the gear to retract. Does anyone know the part number for this switch? 3) also just did a GPS averaged speed at ~4200' at 2500rpm full throttle. Flying all 4 directions, the GPS ground speed averaged to 152 kts. This seems really slow, as the mooneypilots review article showed 160 kts. The tanks were around 1/2 full and there was around 320 lbs of pilots in the front seats. I'm suspecting rigging and/or sagging engine (the engine IS not properly shimmed per Don Maxwell's article). Any comments? 4) while doing the GPS speed test, the hottest CHT was getting to around 400 F, cowel flaps closed. The air temp was likely around 20C. Do you M20J pilots see the same CHT's on a summer evening in the south at 2500/25"? Thanks for the help, Steve

I've used the Halo headsets for over 4 years now and I wouldn't use anything else. Light and quiet, you hardly know you're wearing them. Since I didn't care for the old style earplug peices the came with the Halo (yellow EAR type), I just bought a small hole punch to make my own replacement ear pieces out of whatever style earplug I like. Just pull the old ones off and re-use the plastic tube with the new plug. BTW, I was going to trade my david clark with a friend who had just bought a new halo since he wasn't sure about having something in his ear.. I would have loved to do so, but after he took a 2 hr flight from houston to dallas, he said "no way!.. I'm keeeping the Halo".

Hi, I'm reletively new to mooneyspace and am in the process of looking for a nice M20j that has been well cared for and doesn't need work. If you or anyone you know is looking to sell soon and your plane is not on the market yet, please drop me a line! Steve

Hello Everyone, I'm new to this forum and am looking to see if anyone is interested in taking on a partner that lives in the Houston area. I have been flying out of IWS, but am fairly close to EYQ and TME. I have Glider, SEL, MEL, and INST ratings and over 400hrs time with over 100 hrs in the last year (mainly from training). Please PM me if you have any interest and we can talk about it. Thanks, Steve