Bob_Belville

Y'all need a more comprehensive check list! I might forget lots of stuff, but I never fail to confirm floor clear from latch to latch with my hand before starting take off roll or lowering the gear.

I replaced my 2 100W conventional landing lights a couple of weeks ago, thanks DrBill!, with 2Whelan PAR-46 LEDs, one a spot, the other a wide flood for taxi, @ about $315 total from NeedLights.com through Amazon. 3 amp total draw, thousands of hours life, plus really bright! Ain't that sweet?

Thanks, Mike... or perhaps I misremembered what the manual says. The HP readout was 66% ROP as I was leaning until FF dropped below 8.7 then: 8.5/8.6 - 64% 8.2/8.5 - 62% 8.1 - 60% 7.7/7.8 - 58% Allowing for rounding off and lag... looks like it is handling LOP power after all.

Sitting at my daughter house, not much doing, looking at the JPI data from the flights Tuesday: I am really impressed with the way my IO360A1A is running. (KOW) Clicked on the LF analysis feature and note that all 4 cyls peaked almost together. Gami spead 0.1. I ran LOP 1-4 @ -29/-33/-16/-25 with engine smooth. But #3 CHT was essential at its peak. It took 125 ROP to cool #3 CHT from 399 to 384. 11000', OAT 46F, 20.3/2535, 8.2 gph @ LOP. 66% power indicated changed to 61% as I went to LOP but the JPI manual says the % power is only correct for ROP operations. Comments and comparisons welcome.

Tom, I can't be much trouble shooting help except to give you my FP for comparison (22-23 at cruise) which you no doubt know. (I happen to have a flight data from the JPI open... looks like my FP peaked at about 26 with boost on just before take off.)

Kelly, yeah, @ 10.5 gph I was 133 ROP (#3-1350/1483 EGT.) GS went from 162 to 172K when I went from 8.2 to 10.5 FF. (@11.2 gph, 175 ROP, I was seeing 178K. My Aspen shows TAS but the JPI EDM records only GS @ 6 sec increments.) Does the J get over 20"MAP @ 11k? I was seeing 20.3" @ 11350 GPS ALT and 21.9" @ 9225.

That is correct. Only the 24"+/2350-2550 restriction applies when you switch to the Scimitar. That is really not hard to avoid unless someone is an old timer climb at 25 square. I use 2550 all the time, the engine seems to purr there.

Right. New and different placard required.

http://www.hartzellprop.com/top_prop_details.php?id=104 Ross, Read it again. The 2350-2550, over 24" applies to Es & Fs only. Placard -" No cont. ops. above 24" btwn. 2350 and 2550 rpm" (M20E & M20F only) Applicable Models: M20A-G M20J Specifications: 74 inch diameter 2-bladed aluminum hub scimitar propeller 2400 hour / 6 year TBO 62-64 pounds (propeller and spinner) Diameter reduction allowable to 72.5 inches Placard -" No cont. ops. above 24" btwn. 2350 and 2550 rpm" (M20E & M20F only) Replaces: Hartzell HC-C2YK-1BF/F7666A-2 or 3Q - 74" or 73" dia 2-bladed propeller models Diameter reduction allowable to 72.5 inches or no diameter reduction allowed on q-tip 2000 hour / 5 year TBO 57 or 59 pounds (propeller and spinner) Placard - "Avoid cont. ops. between 2100 and 2350 rpm." Repetitive eddy current inspection per AD2006-18-15 Hartzell HC-C3YR-1RF/F7282 - 74" dia. 3-bladed prop Diameter reduction allowable to 73 inches 2400 hour / 6 year TBO 71 pounds (propeller and spinner) Placard - "Avoid cont. ops. Below 15" btwn. 1950 and 2350 rpm". McCauley C53, C212 or C214 - 74" dia. 2-bladed prop Diameter reduction allowable to 72.5 or 73 inches 1200-1500 hour / 5 year or 2000 hour / 6 year TBO 52.3 pounds or 54.3 pounds (propeller and spinner) Placard - "Avoid cont. ops. below 15" btwn 1500 and 1950 rpm." (C212 & C214) Advantages: Reduced noise Same or better climb performance Improved cruise performance efficiency Longer TBO Current, attractive design Notes: Not eligible on fixed pitch M20D Slightly longer take-off roll (3% over 7666-2 blade)

I have the scimitar prop on my E but do not have a "before" on the speed. TAS this morning @6000' was 154K @ 75% HP, ROP. I usually run at 2550 RPM and find it really smooth there. (On my IO360A1A the caution range is 2350-2550 when over 24" MAP.) I don't know if your O360 might be different. The STC for the prop advises slightly longer TO roll and slightly reduced climb. No mention is made of cruise speed.

Weather still picture perfect for our short hop from a small airport, KIWI, to and even smaller one, 6B6, Minuteman in Stow MA. What pleasant people, decent priced fuel and the manager is a fellow beekeeper with hives on the airport grounds. Here 'til Tuesday if there are any MSers in the area...

Kelly, actually, I was impressed that at 11,000 I still could pull 66% w/o going to 2700. ROP @ 11,000: 66%, 20.3/2550, 10.5 GPH 46F OAT. (power is JPI 930 calculation) LOP 62%, 20.3/2525, 8.2 GPH 46F OAT. (The JPI power % is not supposed to be correct when LOP) I have Mooney RAM air and Poweflow tuned exhaust.

Last year I stopped at Lancaster PA going and coming and that was OK except it added several miles to the direct trip. In July we fueled in Melfa VA. and going over JFK was really great as far as direct.

B26, I wish I had thought about using Salisbury as a fuel stop a little closer. The restricted area was hot and I had to fly up around it and come in from the north. In July we stopped at Melfa VA staying east of the craziness but Salisbury is a little closer to half way and KIWI - Melfa was over 4 hours into a head wind so... But it was OK, gorgeous day to be flying! Learned the the delta CHT for #3 was quite a bit worse @ 11000 LOP than @ 9000 75 ROP. 35F vs. ~20. I suspect #3 is closer to peak on the lean side than the others, probably the last to peak, I'll have to pay more attention.

Well, first flight with the new O2 was fine. And skys were clear from NC to ME.

I bought the complete SkyOx system (24 liter aluminum cyl, 2 user ports) from Sporty's @$540, I think. We flew @ 11,000 for part of the trip to Maine today. Pretty nice. I keep my tank in the baggage compartment attached to the rear seats. I turn it on at the tank before I get in, and I turn it off at the end of the flight. If you need a cylinder, check out my post tomorrow morning in the for sale section . Bob- I hope you purchased a complete system and not just the cylinder. If it's just the cylinder, compare $363 to my price. Yes- it's compatible with your SkyOx regulator, and it's only $100 plus shipping. BTW, with RAM air open @ 11,000 I was seeing 20.2" MAP, @ 9000, 21.9. I think the Powerflow tuned exhaust might be a factor @2550 RPM JPI was showing over 65% at 11,000..

I just bought my first O2 tank (SkyOx 24 cf - 30" tall) and filed for 11,000 to Maine tomorrow morning. The tank is strapped to the back on my seat and it's usually just Nancy and me but I wonder what folks do in an E? Not much room!

Nancy like lobster rolls, I go for the twins, preferably females with roe, and tomalley. And steamers and broth.

We plan to go down to 6B6 - Minuteman in Stow MA for the weekend where a grandson has a birthday Saturday. Anyone here have Sox playoff tickets?

Reds is great but Muscongus Bay Lobster is not too shabby!

Brian, the town is the FBO with self serve fuel at a nice price -- almost a dollar cheaper than Brunswick a few miles away. There's a very pleasant and helpful lady named Kim there. We were there earlier in the summer for a week. She's off tomorrow but my rental car will be waiting and she's given me codes to get in the office and the desk to get the keys and contract. Can't beat that. I will bring my own ties down lines. I hope to swap my Muscadine wine, habaneros sauce, and honey with my brother-in-law for lobster, oysters and steamers. Win-win. O will say hi to Mike for you if he's around.

October 1! Pretty weather up and down the East coast so tomorrow morning: KMRN-KSBY for fuel, KSBY-KIWI. Thursday will be KIWI=-6B6. (Morganton NC to Salisbury MD to Wiscasset ME for a couple of nights. Then to Stow MA for the weekend before home on Monday or Tuesday. (Just added an O2 bottle and with extended tanks and a little wind assist we could Probably non-stop KMRN/KIWI LOP but 5 hours legs are not that much fun.) KIWI and 6B6 are nice little airports. Any MSers based on either field? I'm always ready to swap tall tales.

Sven, what model/year is it we're talking about?

The lever in my '66Es does not move unless I move it. Interesting. (I've seldom had any problems at all from the flap system except for the Mickey Mouse indicator linkage.)

"It" is a piece of 1/8" fg reinforced silicone baffle seal. IOW is "rubber". www.aircraftspruce.com/catalog/appages/siliconecowlseals.php?clickkey=12783 And to put it in place one uses a good sized screw drive or similar to open the space between the cyl and the sheet metal baffle behind #3. Slide the rubber in and when the pry bar is removed the rubber is firmly pinched holding the baffle wall a little further off the cyl. (My A&P/IA assured me more than once there is no stress to the cyl from this spacer or the act of inserting it. If one were to pry too hard it might be possible to crack the baffle sheet metal.)