aaronk25

17 mins is along time if the wife's sister in back has to pee.....

How do you do a negative like?

He is right your not saving anything other than maybe some gas. I ran my last set of cylinders really hard like 25-27" at peak egt or even slightly rich whatever have the best speed with littler fuel. Now with that I never got CHTs above 380. I spent a considerable amount of time improving baffles and ensuring cowl flaps were adjusted perfectly. After 1800 hours at overhaul due to failed cam; the cylinder barrels still met new specs, not service limits actually new limits! Now operation under same conditions at 450chts and your asking for a head to barrel separation along with cracked cylinder heads. Temperature weakens steel, that there is the main factor, in my opinion. Oh and the detonation argument doesn't hold water when operated on 100ll. It's really good stuff.

Ok I got him now.....post P.F. the cowl flap linkages can be adjusted FULLY CLOSED, instead of having to leave them 3/8" open, so there is aerodynamic gains as well. 2. No where in the operating instructions does the P.F. require to be operated at WOT, so power can be reduced, to save fuel, but either way CHTs are 30f less so the P.F.is also a cooling mod too.

Given your low time in the plane your doing fine. Maybe even ahead of the curve. These planes can be a bit intimidating to pilots who arnt use to the "slippery" mooney. You will get it figured out.

GeeZe...I want to change my story, after further studying I believe camguard deserves the credit for the additional speed gains. Sorry for the confusion.

If your GAMI spread is good (if it isn't call GAMI) 7.2gph at 2200-2300rpn, peak egt is best efficient cruise, 8.2gph 2,400rpm at 20lop is really good compromise or 9.2gph 2,400rpm at 20lop. Don't run more than 20lop as the mileage falls off. Pick a prop RPM that is smooth. Higher is always better as long as trip length makes sense.

Whoever answers answer very carefully this is a trap where a vague question gets asked and he's gonna hammer your answer with quoted engineered science...... In a effort to avoid the trap I will answer vaguely. At peak egt speed has increased from 158 to 164kts. ROP gains are better. LOP gains are slim, with the difference being the engine doesn't like to run anymore than 20lop. The whole spectrum slides from operation at 20lop to peak egt, which the redbox fanatics will cringe at, however CHTs are 30 degrees less at any power setting so since the combustion chamber is cooler detonation margins are increased, therefor allowing operation closer to or inside the previous "redbox". Egts are in the 330 range instead of 360 range. What this exhaust system does is by utilizing proper design it allows for more hot exhaust gases to evacuate the cylinder during the exhaust stroke than what a more restrictive stock exhaust system does. 20lop gains equate to about 2-3kts or if same speed as previous is desired about .3-.5 gph less. Not huge, but the nice thing is that most climbs are ROP and since ROP operation yields more return the benefits result in shorter takeoff rolls and 200fpm better climbs. The gains are also better at higher Rpms because this is where a less restrictive exhaust really shines; when there is less time for the exhaust gases to evacuate. I will add something that doesn't apply to us certified aircraft is that a friend at my airport who flys experimental aircraft that has the same engine as our J uses has done extensive testing with MOGAS and the powerflow exhaust allows him to comfortably operate on Mogas where with a stock exhaust it wasn't practical as the mixture had to be run 150rop or 50lop to stay out of light detonation. Detonation margins are greatly effected by heat, and the powerflow evacuates more heat. But this doesn't really apply to our aircraft given the current state of FAA regulation but it's a interesting concept.

Hey don't worry about it then..you can scratch that off your purchase list right next to cam guard......the rest can enjoy. Wanna race? Does your bird true at 170kts?

Weeeeeeeeee

Hey but show me so thing else that you can bolt on and make 5-10% more HP? With cooler cht? My 201 laid down another 6kts after install....

Good deal glad it was a easy fix! These powerflows' really make the 201 come alive.

Blown out of proportion.....sure paper work is a pain and office for different officials arnt next to each other at cozumel (they are at cancun) and its a bit annoying that guards politely but firmly want to search your plane at ever stop (except I wasn't searched at cancun)....but it was a good experience.

Looks like one of our turbo mooney friends made a car look like a zebra.... Good landing though! http://www.duluthnewstribune.com/news/3711862-plane-making-emergency-landing-hits-car-minnesota-highway

Relief valve....great idea. Mineral oil is not required. That's from the old days.

So just make sure not to land at cancun first if your traveling for other country's in the region, check (excludes U.S.). Ok that wasn't too hard. I flew to mexico 1 year ago for wedding. Piece of cake.. Slow paper process in Mexico, but so what. When We left Merida MX which is 150miles west of cancun for southern texas it was IFR with tops at 3000ft but unlike the US there is no IFR clearance to get on top, you have to file your entire flight. So I filled flying the entire inside circumference of the gulf of MX up to TX. But as soon as I broke out of the deck on take off I told Merida departure "I'm on top vfr and going to squawk 1200 direct TX., see Ya". They said good bye....flipped transponder to 1200 and 500nm straight across the gulf....I think the controller in Merida has seen that a time or 2 Called Brownsville Tower at the ADIZ line and no problem. They didn't even search the plane.

See you there Yves....and your bride...

My J gets a 50 hour exhaust inspection by me...important stuff... GAMI/ tornado alley is top notch..... If the damn government would get out of the way we could install there cardinal turbo system on our Js. Same engine. My 165kt J would be a 190kts J.....

One additional note. If a engine has flown 200 hours a year for past 3 years and there is no metal in filter (yes cut filter at pre-buy inspection) most likely you got a good engine. The problem comes when a over haul is 5 years old and maybe flew a lot the first year but due to health, lack of interest ect the plane only flew 25 hours a year for the past 2 years. Think about a engine sitting for 8 weeks at a time without being started. All the oil runs off those shiny steel cylinders and cam shaft. Lay a piece of shiny unprotected steel in a non-climate controlled shed for / months and it will be covered in a light rust (unless you live in the desert). Then when the engine fires up it scrapes the rust off which takes a bit of steel with it creating pits. Well you know the deal when 2 pieces of rough metal run against each other wear is accelerated. So then after a plane with little time in the last 2 years is bought the new owner flys the snot out of it, cause well, it's new and fun. In 18 months it needs a motor. This can happen to even a 2 year old overhaul if it's not run often. This happens in aircraft more than autos, boats, ect because the tolerances between the cylinder and piston, rings are greater to be able to expand and contract further distances which is needed because our engines are air cooled, which is why the use more oil and the oil gets dirtier faster. So why does it rust faster than a auto? More combustion gases get by the larger tolerances which means more corrosion promoting acids in the oil, giving corrosion and rust a jump start.

In my opinion if a overhaul older than 10 years I price it as needing a engine. It's been shown across our fleet that rust and corrosion are major factors that kill more motors than hours.

One of the culprits of "really old cylinders" is most likely during their life they sat idle at some point, maybe under a previous owners watch. When this happens the shinny steel barrels rust and pit the surface, which accelerates piston ring wear, the come blow by and oil usage. This happened to me. Took 400 hours to wear the rings out of it. Sent from my iPad using Tapatalk

Until we find out if you took your lower cowl off and visually inspected for leaks are hand are kinda tied. Could be a seal and leaking oil running out the cowl would blow it all over the bottom..... If there is no leaks....ah well you should be able to determine very quickly which cylinder it is the culprit by (with the lower cowl off) the telltale signs of oil on the exhaust header and intake pipe of the smoking gun. If in fact that much oil is going threw the combustion chamber it will be very evident at first external glance. Look behind the tail pipe the instead of being tanish grey it will be dark goopy brown/blackish. Sent from my iPad using Tapatalk

Anybody ask how many quarts your taking off with? By chance is it 8-8.5, or 7.5qts? The rest of you know where I'm going with this....

Wow awesome....so the acclaim runs 2700rpm stock right? Or is it 2600rpm? Regardless how are they getting the extra ponies and take a pic of true airspeed to share next time you take it upto fl 240 and put the peddle to the metal...it would have to run 250kts?

So O.P. What are you gonna do considering the info above?