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.

I've never had the solenoid stick on my plane but growing up on a farm and working around construction equipment all my life taught me to "tap" the solenoid before giving up completely. If it sticks once it will very likely stick again.

Wow, nice, enjoy!

Wow, nice.....welcome to the TN club!

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.

I have a 69F that I've been flying for a number of years (550+ hours) if you have any questions.....I "might" be able to answer them.

K&N filter

According the the shop the servo failed because of "oily contamination In the air side of the regulator" (their words), not knowing for sure where the oil came from is what's disconcerting. According to the shop by "closely following the inspection procedures" (their words) of the above mentioned SIL should alert us if oil does show up again.

The servo had 1000+ hours, and 13 years (2002) since overhaul which was done by Teledyne Mattituck Services, Mattituck, NY

They found oily contamination on the air side of the regulator, from what the shop told me it can accumulate there if the engine is using excessive oil (before we did a top overhaul several years ago it was using a quart every two-three hours) plus our turbo oil seal failed (not in flight) 400+ hours ago which could have something to do with it??) When my mechanic removed air intake ducting and servo there no trace of oil anywhere including the venturi which seems to indicate that it didn't become contaminated recently. The servo had 1000+ hours, and 13 years (2002) since overhaul which was done by Teledyne Mattituck Services, Mattituck, NY The shop recommended these servos to be overhauled every ten years. The shop also told both me and my mechanic to closely follow the directives of Precision Airmotive SIL RS-40 Revision 1 (even though our servos aren't mounted in the updraft configuration)

Ours failed catastrophically several month ago, one minute it was fine the next minute our beloved Mooney was a glider:( It was putting out more than twice the normal fuel flow!