Flymu2

Did you sell this valve? I need a replacement.

My mechanic says it has to have an 8130. I sent an inquiry to the seller. Let's see what he says. Thanks for the lead.

When I picked up my plane from the paint shop, the fuel selector was very difficult to reposition. On inspection, there is blue dye around the selector. My mechanic did some searching. The selector is available, but it's $1600 . The Mooney part # is 610289-001. Anyone have any ideas on how to handle this problem other than just ordering a new selector?

Pricing?

Any experience with the 4 blade MT prop? Is it approved for upgrading the Eagle to 280 or 310 hp? Price?

Asking for direct may work in Denver, but it will never work in South Florida or New York. You will almost always fly the full procedure, even when it's not busy. If it is busy and you don't sound and act like you know what you're doing you'll get yelled at, or worse.

How many outlets? Cannulas included? When you used it, what was the duration of a full tank? Thanks.

Not converted to 280 or 310 hp. Also has 2 blade prop. The only "percent power" that makes any sense to me is when LOP, using the 14.9 x gph formula to get horsepower, then dividing by max power for percent power. There is a formula for ROP ops that somehow estimates mass air flow, but I don't have it at my fingertips. In my POH there are charts for max power and max economy that give the same percent power at the same MP and RPM whether ROP or LOP. That to me is meaningless.

Unmodified M20S FT, 2400 RPM. 170 KTAS, FF about 12.5 at 4000, 11.3 at 10000, 50 LOP low, 20 LOP high BTW, quoting a percent power is meaningless.

True regardless of the nameplate.

The best current example of the effect of increased training standards is the MU2 SFAR. The accident rate was abysmal prior to the SFAR. Since implementation there have been exactly 2 fatal accidents in about 7 years. Both occurred in circumstances where the airplane was operated contrary to SFAR standards. The SFAR requires a minimum number of training hours, flying 26 different profiles, and testing to commercial pilot PTS standards. It is illegal to even touch the controls of an MU2 in flight without having completed SFAR training, unless you're actually doing the training. If one can't fly the airplane to the commercial PTS then no MU2 flying. Imagine if such a program was instituted for Bonanzas and Mooneys. In fact, Cirrus redid their training program within the last year, and the accident rate has plummeted. As it stands now one cannot get insurance for a Cirrus without completing the Cirrus transition program. This approach may not be applicable to all of GA, but would likely significantly reduce the accident rate if applied to higher performances planes.

I was friendly once with a Bonanza owner who was an awful pilot. I finally confronted him. He wouldn't speak to me again until he lost control on landing and ran through a fence. He blamed the FAA for wanting him to take a 709 ride as his reason to quit flying. Hard to get to a guy like that.

My opinion (and that's all it is): Those who participate in the clubs and forums are committed to aviation in a way that nonparticipants are not. In plain language, you have to be into it. If you aren't, you're not going to make an effort to keep up with the latest info, to read accident reports, and to share experiences either in person or online. I probably spend 5 hours a week just reading aviation related material and looking at the forums. There's no way I'd do that if I didn't love aviation. I know owners of some very expensive airplanes who do the minimum to meet currency and insurance requirements and no more. Many of them have broken rules and operated in unsafe ways and thought nothing of it. They're unapproachable and proud of it. The only way GA is going to reduce the overall accident rate is if we find a way to get to those that aren't interested. I don't know how we're going to do that.

According to Electroair's website, the spark from the electronic ignition is hotter, longer, and more advanced than that from the magneto. Thus most if not all of the charge in the cylinder is consumed before the mag spark occurs. Thus the mag spark is "wasted" in the sense that it has no effect since there's nothing left to burn.

Cris Gleason out of the ACY area. He's on this list.

The data on Electroair's website says that one electronic ignition gives 70-80% of the benefit of two.

I saw it on the COPA website. Carusoam above has the product listing from the Electroair website. They also post the AML, which shows the approval for the M20R and M20S as of 11/5/14.

I saw an article today that the mag timing housing version of this unit was approved for the 550 and that the Eagle and Ovation are on the AML. Anyone have any thoughts or experience with this unit?

Not the only one. I like the efficiency also.

Do you have the Screaming Eagle STC?

Depends where on the east coast. From DC to Boston IFR there's usually a single permitted altitude, usually 4-6000 ft. I even heard a G5 going from ACY to Leesburg at 5000. What a waste! Generally, I find if you can get an accurate profile into fltplan.com, the winds aloft matrix is very accurate in predicting time and fuel burn. In my Eagle the differences have been 15 min and 1-3 gal from 5000 to the mid teens. The winds overwhelm any difference in performance.

Also, my Moritz EGT and G3 monitor peak at the same fuel flow, so I can just watch the Moritz gauge for leaning purposes. The absolute numbers absolutely don't matter. The important number is degrees relative to peak.

Sorry I didn't see this sooner. I got the good spread with the GAMI's as they sent them. I didn't have to fool with them at all. I have had to do the back and forth in the past. PIA.

Besides the fuel burn, purchase price, and insurance cost for increased hull value, probably not a lot of difference. Probably not even much difference in fuel burn on mpg basis, rather than gph. Cost to overhaul engine is almost the same.

I ran my engine LOP for about 2 years without GAMI's. There was some roughness but tolerable. The spread was .6-.7 gph. I noticed a change in which cylinder peaked first and a slight increase in the spread. Since I had GAMI's in other planes and I didn't want to spend money cleaning and reinstalling injectors I decided to just go with the GAMIjectors. The engine now runs much more smoothly in all regimes. The spread is about .3 GPH. For the moment I'm happy.