231LV

+1 here as well with an identically outfitted 231...

25-0303

I have the "strip" which includes fuel gauges but it is from a 231

Thought about that but it's a balancing act made doubly difficult carrying luggage...

The bikes are pretty popular but my wife's scooter takes up most of the baggage area (she has MD and requires it for transportation) so I need something that won't take up much room...Uber or Lyft isnt really gonna work for covering long ramp distances or in many locales outside the US where language or non-compatible cell networks exist.

Thanks all...yea....been seeing those electric unicycles speed around town...looks fun but Im likely to break something...the boards are easier and safer to ride and Boosted makes some of the best!

OK...so this is a bit of a crapshoot but I am wondering whether anyone carries a personal transportation device in their Mooney? I know some may carry the fold down bike but even in a folded position, it takes up a lot of cargo space. Other than walking, has anyone tried one of the electric skate boards or electric Unicycle? We carry my wife's electric scooter in the cargo section and it weighs 39 lbs with the battery. I find that trying to keep up with her when we arrive at our destination is tough especially when there is a distance to walk so I'm looking at both options...electric skateboard and electric unicycle. If someone uses either, would you be willing to share your thoughts and the pros and cons?

I have a hull value of $130k....$1 mil not smooth....around $1500/year....2000 hrs time in type...insurance is mostly priced on hull value regardless of individual experience...I use Ace Aviation Insurance out of Georgia(678 491 4800) Austin or Victoria.....happy with them over the years

I will give your suggestions a try...2500 rpm....I could probably run leaner as at 9 gph...there was no stumble at all...the algorithym for HP on the JPI 900 showed 64% power but you are using the correct formula...

Happy to report that after swapping 3 injectors provided by GAMI, the GAMI spread dropped from 1 gph to .2 gph......I am able to lean the engine to 9 gph running 64% power LOP...hottest jug is 344 and 1536 EGT....TIT dropped down to 1600......

You are likely going to need a couple fuel stops heading west (i did flying Houston/San Francisco) and one heading east with favorable tailwinds...depending upon where in FL you are based....agree.....faster than the E model

The 231's are all the same body and generally, weight and mostly the same speed..and most have the LB conversion(I just did mine). I sealed my tanks 10 years ago using the folks at Wilmar....still going strong.....they are all 72 gal unless they have the Monroy bladders....look for one with an intercooler....a Merlyn would be a plus...all 231's came standard with an HSI IIRC...most of the significant changes had to do with the engine which culminated with the LB.

I love my 231...owned and flown it for 16 years....that said, IF I have the money, the 252 is the way to go....slightly more refined than the 231 with the MB engine and fully automatic waste gate plus some additional aerodynamic tweaks. All that comes with a price .... if you take the same equipped and similar conditioned 231and 252, the last time I looked there was a $50k price difference. The 231 is a good airplane and some can be had for a really good price. I originally owned a C model and after moving to the K, I realized the two planes exist on different levels of capabilities. Whether a 231 or 252, either will be an excellent plane...btw, I fly LOP and usually see 170KTAS up high at around 9.5 gph with the hottest CHT at around 360 degrees. Obviously, if I want to go fast, I fly full rich burning around 13 to 14 gph.

My mechanic and I discussed this possibility...we were kind of thinking that they either worked or didn't but wondered out loud if the VR would indicate problems like this prior to failure.

HI All I have a quick question. After installing my EDM 900, I am learning to read all the information being presented and one thing I noticed is my Amps seem to bounce around zero when in cruise flight. Is this normal? I am attaching a screen shot of my last flight with Volts and Amps shown.

Finally, I have a potentially good answer as John-Paul and I have been speaking about data I have been sending him. Basically, after looking at the data, he is sending me a leaner #2 and richer #5, #6 nozzles. My spread has been as wide as 1 gph and he is pretty confident that this swap will get me within .5 gph or lower. Obviously, this should also allow me to run deeper into LOP which should lower my TIT. I still have not done an ignition test up high (but plan to) but John-Paul said it is not necessary from the data he is looking at. I did reset my JPI to record at 1 second intervals, as well. I want to again thank all you guys for weighing in with your thoughts regarding this initial issue. The collective knowledge of this forum is stunning. I am still learning to fly the airplane with the Merlyn (which is a totally different animal than a fixed waste gate) but the JPI is giving me a wealth of information I didn't really have with the JPI 800 (or maybe I just didnt understand it). The non-turbo guys who spoke up here are also appreciated for being willing to try and share their thoughts....turbo's are a completely different animal and have to be flown in a manner not consistent with the N/A engines. I am still tweaking the FF but we are really close....I think another 1/4 turn richer will get me to the "sweet spot" of 25 gph at 37 MAP and drop my CHT's on climb out to well below 380 degrees.

I recently pulled these OEM gauges out of my 231 for a JPI 900 replacement. The FF/MP split gauge has the FF side INOP but all the other gauges were working when removed. I have no idea what these are worth so if there is any interest, PM me.

Resurrecting this thread although there may be little interest in the topic...but for anyone wondering.....I just flew into KPHX this morning. Second time for me flying into and landing at a Bravo. Really, it is a piece of cake. The controllers are as nice as can be. I flew in IFR, got radar vectors for landing on 25L/7R (which is the typical GA runway) and used Cutter which offers a shuttle to the commercial terminals. Couldnt have been easier. I flew out VFR and got vectors out of the Bravo. Cutter charges a $20 landing fee but offers crew cars plus the terminal shuttle...worth it in my opinion.

well....on my 231, it's full rich and no more than 37 MP on takeoff and climb with FF around 25 gph and in cruise, 2500 rpm, 10 gph FF and around 32 MP...at 18k ft, that is good for about 175KTAS...somewhere around 66% HP ..many LOP guys have learned that FF is a pretty good indicator of where things stand...a quick glance at CHT's confirms...the rest is "tweaking". LOP isnt faster than full rich or heaven forbid , 50 ROP, but its much more economical.....

here is the link with every flight since install of the EDM 900 https://savvyanalysis.com/my-flights/1006534/e12e2b6c-01aa-4ac4-88dd-f95550255263

Outstanding data and information, Paul! Thank you....Now I have a sense of what I am trying to accomplish

Here it is...not sure exactly what I'm looking at but intuitively, everything looks fine except my TIT is sitting above 1600 even at 9.6 FF with hottest EGT at 1530...MP at 26 inches at altitude was only 7500 ft.

here was a flight I did this morning with EGT, CHT and FF shown. The black line on the upper CHT/EGT chart is TIT. You can see when I went LOP.

yup....thats the plan

unfortunately. it looks like EZTrends is not compatible with Macs......and no, I really am not interested is installing Mirrors or some other program that turns a Mac into a PC...been there and done that....