M20F

Is this a recent problem? I assume the antennas and gasket were there when you purchased so if this just started occurring recently, probably isn't the issue. Some more details would be helpful in trouble shooting.

If your mission is flying every weekend 45 minutes to breakfast a turbo will certainly cover it, but it is a bit of over kill. A turbo's mission is to go high, far, and fast which if that is your mission it's what you want. For what I fly which is a handful of long trips a K is $60k more in capital, a lot more in maintenance, etc. to where it just doesn't make financial sense or a lot of other sense to me. The TN is a nice middle ground which allows me to enjoy the best parts of pounding holes in the sky, getting over weather, and enjoying 100kt tailwinds for low annual upkeep and a very small premium in purchase price. Buying a plane that fits your mission will make you very happy.

Anything that is different from what I normally see would concern me, I don't know what he normally sees and 14xx isn't a wildly crazy number. Riching things up is the easiest first route. The fact that the #3 and #4 cylinders swap EGT numbers on a same day back to back flight is a bit bizarre but without more data hard to tell much from it (could be fouled or bad plugs, again not enough info to make conclusions).

I didn't say you were confused but to me it is impossible to draw much from the two graphs. You have two cylinders on the same day with the same conditions exhibiting very different EGT's which can mean there is an induction issue, issue with carb, leak, etc. You have high CHT's which could come from improper fuel/air mix, baffling, to low IAS in climb, etc. The CHT or EGT probes could be installed incorrectly to where everything in the graphs is bunk. The Internet is a great place for ideas but just like I wouldn't advise diagnosing cancer on WebMD, I wouldn't diagnose this type of a problem on a forum beyond some ideas to discuss with my mechanic. Without seeing the plane and all the details it's hard to say what is happening. To me 14xx EGT isn't super alarming, the fuel flow looks off and that would be a cheap/easy starting point.

LBB is only 3282, Texans always stretching things

It's a carbureted engine so getting 250 ROP to all cylinders or any consistency is going to be very different than an injected engine. You also see two different cylinders peak at this number on essentially the same day so there could be issues with the carb or other things, I wouldn't fret so much over the 1400 reading itself. Hard to troubleshoot over the Internet, I would certainly take the engine data and the plane and review with my mechanic. Making the carb run a bit richer would be probably where I would start because the fuel flow does seem low and starting with easy and cheap is always the best place to begin.

Why do you think 14xx is bad? Absolute EGT up to a point p (i.e. EGT of 5000 degrees would be a bit suspect) is viewed largely as irrelevant. I would agree that fuel flow is low using a rough thumb of 10% of horse power. Riching things up a bit and seeing what that did to the CHT would be where I would start for sure.

Looking at the graphs it seems about 2 mins from take off to 2500 feet where you adjust power/mixture?

Thanks for sharing!

It is the same with fuel injection and they all run too rich. You want to adjust so you get the fuel flow at full power, temp, condition, etc as per the book like Ross is talking about. You then need to lean in phases of operation (including taxi) to offset. Gas is the #1 coolant for a cylinder if it isn't getting enough it is going to run hot.

He is correct that it is the same thing which would be against the rules. If the plane is out of annual you can't fly it without a ferry permit this would include flight testing as part of the annual. Read 91.409(c) which covers the only instances where you can fly a plane without an annual.

They cool differently because they are two very different engines, you can't really compare the two. Fuel injection alone makes a huge difference in how hot/cold a cylinder will run.

http://www.mooneypilots.com/mapalog/M20K252_evaluation_report.htm

It can depending on the prop. In my M20F I have a scimitar prop and shoving in full pitch on descent has a drag impact of about zero so feathering it , probably wouldn't add anything appreciable to the equation. In a 320 I fly shoving in full prop is akin to throwing out two anchors on final. Personally I am not a fan of full feathering props on singles for all the reasons discussed, there are a lot more down sides than upsides to it and while you might squeak a bit more glide out in an emergency it probably wouldn't be enough to make a difference. I take nothing away from a Missile or a Rocket, great planes. Just like I see cabin size as a negative in my F versus say a Bonanza, I don't see the full feathering as an upside when looking objectively. My opinion only and I would look at cranking up the pins (assuming that is possible) so that it wasn't featherable. I would add that where you need to be careful isn't the failure of the governor but oil pressure loss. As I talked about in a previous post on this thread we had a T-Bone based with us that had intermittent oil pressure issues which would cause the engine to fly into feather at all differing conditions of flight (it got fixed fairly quickly but because it was intermittent it took 2-3 occurrences to identify what the heck was going on) . This is going to be far more likely an situation than something breaking. Once the pressure can't keep the weights/springs held back it will feather and without that pressure you are never going to get it to start up again as it won't transition back out of feather. It can be a real nightmare trying to restart a twin where you have one good engine holding you up, odds of getting a single restarted are a little too unlikely for me to ever want to play around with that for real. Good discussion though!

Looks like an issue with the chemtrail dispenser, sometimes the nozzles get twisted.

If it is feathered it won't be windmilling and you will need to engage the starter and hope it has enough oomph to spin the prop around in the air. One shouldn't assume that just because the starter has the juice to pop it out of feather on the ground that it is going to have the same juice to do it in the air where there is a lot of drag on that prop to where the starter may not be able to overcome and spin it fast enough to start. Personally I would be a bit leery of feathering a single in the air for any reason the same way I am a bit leery of turning the engine off to practice engine outs.

On a twin engine set up (the missile and rocket use an engine from a twin) the propeller is constantly trying to go into feather through counterweights (Hartzell) or springs (Mcauley). The oil from the govenor pushes against these two things to keep the engine out of feather. When you lose all oil pressure the engine goes to feather. This is a safety feature as on a twin if one engine goes you have another to carry you along and a windmilling prop is about -150 FPM of drag. When you turn the engine off obviously you lose oil pressure and having the prop fly into feather every shutdown isn't desireable. To counteract that, there are pins that when the prop is spinning above @700 rpm are pushed out by centrifugal force. Pull the prop to feather above 700 rpm and the oil runs out of it and it goes to feather. Below 700rpm there is not enough centrifugal force to hold the pins out so they slide in and prevent the counterweights/spring from putting the prop all the way to feather.

Definitely a turbo/long range tank mission. The fastest speed mod out there is long range tanks, definitely want them with your requirement. Good luck in your search!

The prop won't feather above the RPM threshold which is usually around 700RPM. So when you cycle you just go through pitch change and circulate the oil out of the governor (and make sure it is working). Feathering the prop puts the blades flat so that their is no drag from windmilling and minimal drag from the prop itself. Useful in a twin, not so much in a single.

Not not to start controversy but would be curious on why you chose bladders versus a reseal? Interested in Kris's opinion here and not the whole bladder versus wet wing debat.

A 231 is going to be a lot more in maintenance in general and if you need to overhaul figure double what doing a J motor would cost. Turbo's are great but they really only fit a very specific mission and if that isn't your mission you are going to end up paying a lot for unrealized potential.

I I looked at 252/231 in my search and quickly shifted to a normalized E/F (preferably an F which is what I ended up with). For the few times a year the winds favor going high I can get 160-170kts in the low FL's and 26/26 till about FL180. I agree it works great for avoiding CB's in the summer as well. For me though I just don't take enough 4+hr trips a year to where a full time turbo was worth it (or the winds don't support the altitude like one I just took that was 4+hours). Most of my trips are local or 2-3hrs where 8000-9000ft works great. In the end I get the functionality of a turbo to get around weather, faster than a J in ideal circumstances, low operating cost, and for the short trips I am going to be within ten minutes of anything from a A to an S. All for about half what a nice K will cost you. If you are doing a lot of long distance trips than 252/231 with long range tanks is a dream machine. Buying one though for hitting +12000 ft a couple of times a year is a really expensive proposition both in purchase price and on going maintainence. This is merely the logical side, for the most part all plane purchases are illogical money pits so enjoy whatever you choose.

Good comparison of J versus K http://www.mooneypilots.com/mapalog/M20K231%20Eval%20Files/M20K231_Eval.htm

Condition is a given. I wanted a 1967 F (like the roomier interior) which was last year with flush rivets, manual gear, etc and a Rayjay. I just looked till I found something that had those two things (Rayjay and 67) and was a good value. It took about a year to find the right combo. TBO, radios, etc are all just pricing considerations. It's the things you really want that are key then you just hope you can get the right price.

He appears to be a Packers fan, hope you pushed him out at 8000ft.