aaronk25

That was Phillips 20w-50 buy it was sold cold it was indicating about 160kts so not sure if I froze it or what

They interesting about blocking the oil cooler off completely on my J in the dead of winter I encountered -38f at altitude and the oil stopped flowing out the cooler. Oil temp went from bouncing all over from 148-165 to 220f and rising a degree every 20 seconds in a matter of a few min. I had to reduce power to about 120kts true to get the oil temp back to 208ish. Every plane is different. Just thought this was interesting.

I sometimes wonder if listening even takes place on a thread like this..instead I see a lot of "I use this xyz". WHO CARES....offer why you do or don't do something or how you arrived at your conclusion so others can learn from you.

Depends how often you fly. It's not that the oil doesn't lubricate as well at 50hours as it does at 25hours it does (or we would be splitting hairs trying to measure the difference) the issue is oil with more than lets say 20 hours starts containing combustion blow by contaminated that raise the acid level of the oil. You know what acidity promotes? Corrosion. Take a look at a old battery box they get pretty nasty. Now engine blow by isn't as acidic as battery acid, but if your plane sits for 2 weeks at a time without being flown it might make sense to not run the oil longer than 25hours, due to acidity build up. If you run it weekly the acidity doesn't have a chance to get rust/corrosion started. So the other side of this is that oils like 15w-50 semi synthetic have been know to not cling on the metal parts as long, specifically the cam and lifters. There is a additive available called vanguard that contains several components with one being designed to counter acidity. If it was my plane I wouldn't run a synthetic oil as its molecules are S shaped where conventional 20w-50 Philips oil (non-syn) molecules are tree branch shaped and can carry more sludge and blow by by-product so in return does a better job keeping the engine clean. Some feel that buying the most expensive oil like the semi-synthetic 15w-50w is helping their engine. Current data would counter this but at the same time their planes are not falling out of the sky due to oil type. I'd recommend Phillips 20w-50 with camguard additive as its about the same price as the more expensive oil but with a much better additive package and keeps the engine cleaner.

Mine runs out of rudder too. By not using rudder until final moment of touch down on upwind wheel will be aligned with the runway for a split second prior to touchdown. The challenge is to not activate rudder to soon where plane starts to drift across the runway where the wheel would scrub and be side loaded excessively. I should say I limit it to 20kts crosswind when the wife is aboard.

Ya were splicing hairs s bit but it's worth around .5mpg difference. The problem lies with our fixed ignition timing. If we could get a variable timing system that isn't a joke like the Stc systems that is available (whole different topic).... Then we could get more fuel efficiency by running leaner even 50lop. The problem is now that the leaner we run the longer it takes for the fuel/air charge to burn and without the aid of being able to advance the timing more, say 28degrees btdc the piston is already well on its way down by the time the peak of the explosion reaches it. On my J I've tested this at about every power setting imaginable.

I didn't pull the cowl for this pic but if you look to the back you can see I bent it up. This lowered CHts by 40-50d for the number 4. Just bend it up so it will stay in position and use some JB weld to secure it to the side of the oil cooler so it doesn't vibrate or wiggle in there. Been running 500 hours this way and it's a much better improvement. Also behind the front of the lower cowl near the starter get some black silicone and fill every single hole or seem forcing the high pressure air to go though the cylinder find, not around. Also if your #1 cylinder is running hot I ended up cutting this front baffle down by 7/8". Lowers CHt by 30d.

I'll land in upto 30kts of crosswind in the mooney IF I have a wide runway 100-150ft wide. But minimums are important as I remember being a fresh pilot and got my first 20ish kt crosswind landing in after a long cross country. Not fun. Should have looked ahead.

NOPE.....15-20LOP is best break specific fuel consumption....based on 20-25 degrees before top dead center timing.....

Stick that crew of clowns in s Chevy suburban and you would "feel" it drive different.....

I like to drink beer too....

Really...not to start a debate but you state that as fact.....would you like to clarify and offer that as your opinion or can you point to some testing that shows the corrosive tendency of breather tube oil mist?

Move the exhaust end of the breather out a bit further. Or put in a airwolf oil seperator at a cost of about $900 installed including labor. Or the best answer would be to wipe it off now and then....

Thanks for the info...exactly what I was asking for. My next mooney will be a tks rocket, so that's why I ask/ challenge some ideas. I can't find any other plane that is as fast at that fuel flow, without major sacrifices.

Ha! Never thought of 50 1 hour flights in a year....that would be a winner! See your always thinking out of the box....

Just search camshaft on this site and there is several tales about "I bought this xyz plane and flew it 50-200hours in the past 3months- 1 year and now there is metal in the filter"..... Most of the folks here that say "don't worry about it" are ones who only fly 50 hours a year so in a way they attempt to make themselves feel better about there own situation by falsely re-assuring you it's ok to buy a plane that hasn't flown much. The fact is even under normal operating conditions the camshaft and lifter interfaces are operating close to or right at there maximum duty cycle. When the engine is shut down and not ran for a month the lil runs of the cam and shinny exposed steel is exposed. If there is any moisture present it will rust and when started the rust scrapes off and leaves tiny pits. The oil can't bridge the pits and rapid wear (makes metal) starts. Hey it's not a huge deal and most of the cost is labor as the camshaft is only about $1,200 or so but its removing and replacing the engine $1,500 or so, disassembling the cylinders, splitting the case, seals ect that add up. If our engines were more modern where the cam could be changed on the plane in a few hours I wouldn't even bring it up. All I'd hate to see happen is you say hey thing engine xyz hours left on it before TBO, so you pay more for it darn well counting on the engine to make TBO and get a year down the road and it starts polluting the filter with metal. Airframe corrosion is a bigger deal, as someone mentioned eariler.

Why operate at less than 1650 max tit? I see I instructors teaching this but is there any real proven results that operating at under max tit prolongs the life of the exhaust components?

I should have added repeatedly, 2 the 2 weeks. More so if the operator is running 50 hour oil changes and the extended sitting time is in the latter part of the oil change where acid levels are higher.....I am extremely at times and dramatic . Ok let's say a month....everyone happy now

Mike busch has 2x TBO hours on his turbo continental (Google mike busch overhaul) he cruises right around 1650tit. Your not going to appreciably shorten the life of the components by cruising at 1650, but you will save 3gph. At $4 per gallon x 3 that's $12 per hour that's $16,800 in 1400 hours (TBO). So you could replace the exhaust system a couple times with the savings. It's easier on the exhaust valves to run lean and hotter than dirtier and richer. Just a couple thoughts.

Check the engine logs, if the plane hasn't been flow at least 50-100 hours a year or sat unused for more than a couple weeks at a time, it most likely need a camshaft. It's about 8k by the time you pull the engine and re-install with parts.

Ok I'll throw a twist on this topic. Given we are running a super stable 100ll fuel, on our planes detonation is zero factor. Even at a hot temp of 450cht in a properly functioning cylinder detonation is zero issue. So if it isn't detonation/preignition that is creating havoc what is left? Pressure and temperature, right? Sure running 30lop will create a higher egt than 100rop, but the exhaust valve is cooled by the seat everytime it closes. Think about how hot it is on the face of the valve during the combustion process. 30,50 or 150 degrees difference in air temp flowing past the exhaust valve isn't going to make a difference vs the temp it sees when the charge is lit off. So that leaves CHTs and pressure. I've ran 2000 hours on my cylinders with most of the time in the "scary red box at peak or 15rop 24"-27" 2400-2700rpm with the limiting factor being never ever exceed 380 CHTs. And cruise at no more than 360chts, mostly 330-350chts.,,.guess what? At 2000 hour overhaul the cylinder barrels still met new specs! Not service limits new specs! My guess is those cessnas you saw were torn apart due to stuck rings from running excessively rich (low compression), got the Cylinder hot and "potato chipped" the rings (low compression) or the sat for a few months without use got a slight rust fill on the cylinder barrels which when scrapped off left small pits and in turn wore the rings out (low compression) or continental did a crappy job machining the seat to exhaust valve interface and resulted in a burnt valve.

There is only a few of us that know that terrible gear up sound but you might be surprised how far these things slide with the gear up.

The plane only cares about what the IAS reads. 120kts at 3,000ft or FL410 is the same and the plane has no idea how high it is. True air speed changes but the plane doesn't know what true airspeed its at; assuming we leave surface flutter out of this conversation. My N.A. J, will only indicate 115kts at fl 210 but it flys the same at 3000ft at 115kts.

You can stick 10 clowns in that rocket powered animal and at FL240 will be climbing better than a A,B,C,D,E,F,G and J Mooney (Hey they skipped H?!?) at sea level. These things rock and a Rocket mooney is still the fastest mooney ever made, well converted. Even the new acclaim can't touch it.

Multi oil owners don't make a plane bad, but non-commuted owners not willing to properly maintain a bird do. Fly it for 15-25 hours and mail the entire oil filter in to a company that can analyze it...then you will know what u got.