Bob_Belville

I can't speak to the oil type and effect on temp. I suppose the major advantage of the multigrade is its lower viscosity when cold.Mike Busch on oil: http://www.avweb.com/news/maint/182909-1.html The position of your oil cooler in the front might be the reason airspeed does not help. I think that area behind the prop is a dead air area. Someone here may be able to point us to documentation of that counter-intuitive phenomenon.

Yeah, I have about 2 tubes of HT silicone around my oil cooler which is in the rear behind #4 cylinder.

What was your cruise altitude, power setting? I'm a little surprised that OT went up in descent. I assume airspeed increased. Mine OT will go down in a near-red-line descent. Oil level makes a difference. I suppose at least 5F hotter @ 6 vs. 7 qts. I use Aeroshell 100W year round. I suppose cowl flaps remained closed? My CF make a big difference with OT.

Yeah, some planes probably deserve to be rare. (There were only 33 Mustangs and 160 Masters built and the vast majority of the Ds were converted to D/C.) M20E had a good run before Mooney committed to the longer, heavier F/J (1200 were produced in the 1st 3 years alone -- '64-'66). ISTM there are usually fewer E than C, F/J listed for sale because the M20E is very desirable. Excellent performance, low operating, maintenance cost with manual gear, hand pump flaps...

The vernatherm had gone to Pacific with the cooler and was checked out. (I took the filter and adapter off. Lynn put the adapter back on and I finished it up. He signed the log, probably will bill me for 30 minutes.) I'm thinking it has made at least 10F difference. Well worth it to me. Higher OilT pulls the O Pressure down to or below 60 psi. Don Maxwell had encouraged me to ream the seat since I had done everything else. He says is does not take much of a leak at all to raise OilT.

Sorry Marauder et al, I can't remember the thread where I and others have worked on reducing oil temps. I know I owe a pirep. Yesterday we reinstalled the Oil Filter Adapter after sending it to the engine shop to have the vernatherm valve seat reamed. (This repair is described in Lycoming SI 1316A.) I flew this morning for about 40 minutes, climbing at high power and Vy up to 6500' OilT stayed below 200F! And I was able to level at 6500 and cruise at 72% power with the cowl flaps closed. OAT @ 6500 was 24C. Before the seat ream job that power setting would have had the OT climbing toward 210F. Happy, happy, happy. (Last year I had sent the O cooler and VT valve to Pacific. I've been tweaking baffle seals for 3 years...

Several? We're talking a 1/4 ton Ford Ranger here, not a one ton RAM 3500. http://i.ytimg.com/vi/Rn1sCQ8wEz0/maxresdefault.jpg

"Turbo-Normalized with the M20Turbos Kit ($45,000 Installed!)". So it's much lighter than a 231 and with the aerodynamic mods I expect it is faster, both down low and in the FLs.

Yup. You're the lucky owner of arguably the best model Mooney ever built. Here's a comparison to judge what it is worth. http://www.controller.com/listingsdetail/aircraft-for-sale/MOONEY-M20E-SUPER-21/1967-MOONEY-M20E-SUPER-21/1382479.htm

Mark, are you going to Mooney Summit 10/1-4? We'll be there.

I could be wrong. (I did not think Eisenhower could be elected in 1952...)

Hum, I suppose the BU AI would be better if it and the BU Altimeter were switched. As I recall, my avionics guy told me Aspen was very specific as to the placement of the BU ASI, ALT, Ai with their single unit installs. Truth be told, when I am IMC I'm more likely to be looking at that old vacuum AI. My head stays in the airplane while IMC so high or low does not matter much. (I have, finally, moved to the Aspen for ASI and Alt primacy.)

Excellent point. I had to remove my 930 to return it to the factory. There was barely room to get it out and my unit is much further from the end of the panel than your CAD layout.

Marauder will cringe to see my panel again, but you may not have seen my panel. In addition to a large GTN750 I was determined that the stormscope stay in my field of vision and I had to have a spot for the STEC50 meaning another narrow stack. I put the JPI EDM 930 above the navcom 2 and xponder to the right of the main stack. IMNSHO, it is near perfect.

I have both the #2 nav/com and the xponder to the right. Neither is used a lot with a GTS750 as #1 Nav/Com. I use com 2 for atis/awos and theoretically as backup for nav. I am almost always using a rnav/gps approach for the airports I frequent. No big deal but I'd keep the navcom closer than the xponder.

Can't hide money... Sent from my XT1060 using Tapatalk

I still have to recycle the EDM CB about half the time. When the engine starts quickly the RAD usually stays on. When I get a chance I need to fly over to the avionics shop to have the GTN750 firmware updated. Perhaps they'll know something they can tweak with the EDM.

No mention of engine, panel instruments, avionics...

We do mine in my hanger about 100 yards from the maintenance shop. I have oil, cam guard, filters, safety wire, various lubricants, jacks, torque wrenches, air compressor, frig... My A&P/IA has gear load tooling, compression gauge, wheel bearing grease... Takes 3 days absent any surprises. I start the annual at the end of the month it's due and get a fresh sign off in the next month. I am on the IA calendar but he comes by and works/inspects/researchs ADs/etc on my plane between his other work orders.

Day 5, Cape Cod to Myrtle Beach. You'll likely be routed over KJFK. Great view on a clear day. I've fueled at KMFV, Melfa VA acouple of times. Quiet airport on the Eastern Shore with 5000' wide open runway, nice facilities and self serve at good price (same price with service when the office is open). We've always been in a hurry to get on our way but the nearby Onancock would be a good place for lunch.

Sure wish my wife was a CFI.

Midtime IO360A1A: 6-7 hours per quart. (I generally add a qt when level drops below 6. I would add at a little higher level if starting a long, multi-leg trip.)

Leather will easily pass flame spread, vertical and horizontal. If your IA deems it necessary you can send samples to Skandia to have flame spread done. http://www.skandiainc.com/flamtest-cert.php In 2012 I paid them $135 for 5 tests on leather, carpet, and headliner fabric. V&H for the leather and headliner, H only for the carpet. all materials (purchased through an auto trim guy) easily passed the standards appropriate for our planes.

Uber. I have not used it myself but I dropped my daughter and grandson off at EPPS @ KPDK Wednesday. She contacted Uber as I was shutting down and a Town Car was on the ramp before we got inside EPPS. (It was her 1st use of Uber so I think her only cost was a tip.)

There is commercial service into KECP. No nonstops from CLT. www.iflybeaches.com/airport-information/airlines/