jnisley

I recorded these numbers on a flight several years ago. 17,800' level flight MP 24.5 (waste gate fully closed) (discovered later that it wasn't closing fully due to linkage needing adjustment, hence the lower MP) RPM 2500 FF 11gph (needed to keep it at least 11 to keep cylinder temp in range) IAS 124kts TAS 169kts (according to TAS1000 fuel air computer) GS 149kts Oil temp 194 degrees OAT 22 degrees F #1-316 1407, #2-388 1270, #3-375 1377, #4-328 1405 I kept it set at 25/25 all the way thru 17,000, ( at 17,800 I still had 24.5mp) with fuel flow around 13.8 to keep cylinders below 385, my climb rate was around 250-350fpm @115IAS It's the RayJay, installed just after leaving the factory in 1969, in the last 1100 hours we sent the turbo out once for overhaul, Approved Turbo Components from California overhauled it for $1051.57 (2007) I'm sure for that money they didn't need to replace any major components. It has cost us very little but we don't use it much (flying mostly in the east) but I would expect heavy use would change that.

Fixed type or inertial reel, what are their advantages/disadvantages between the two aside from price?

Yep, it's probably more like 1/4" not 3/4 - 1" as I stated earlier, I never measured, I just know where it needs to be;)

I meant quarter open but probably more like 3/4-1 inch open, 1200 rpm??

In my early years as a Moony pilot I was always nervous about warm/hot starts, since I started using the method shown below I've never had a failed or flooded start. Cold start: throttle quarter, fuel pump one, mixture full rich for 6-8 seconds. Warm or hot start: throttle quarter, fuel pump on, mixture full rich 1-3 seconds.

I'm based at KGKJ Meadville, Pa, please add me as well.

Congratulations!

$1500 Avemco 1969F, $50k hull, $1M liability, 780TT, 570 Mooney

We had to move several hoses of to the side to get to the leaking plug but nothing major.

According to the attached pic it appears like my mechanic torqued the bolts and hadn't resealed them yet, it's being annualed as we speak so I'll confirm my assumption.

Even though the oil leak was was coming from the plug in image2 which is above image1 it accumulated below the oil sump strainer plug, dripping down the back of the firewall into the gear well and belly of the plane. We first removed and checked the strainer plug (image1) but it continued to leak so we removed and reinstalled the plug in image2. Problem solved!

I had a very annoying leak on the back side of my engine several years ago, it ended upcoming from a plug on the bottom of the prop governor. (see pic)

i would talk to my mechanic at least.