Bob_Belville

This pic shows the shim of (blue) baffle seal material holding a space open behind cyl #3. http://mooneyspace.com/gallery/image/33684-replace-engine-baffle-seals/

I have an E with a J cowl and baffling. #3 is hotter (I have a JPI EDM 930 so the original CHT probe is gone and the CHT probes are all the same). When I started working on the problem # 3 was about 35F hotter than the rest. I have taken the following steps. The first one reduced the temp difference to more like 15F. The other steps reduce all the CHTs. Replaced the baffle seals and be sure all gaps are dealt with. Lowered the nose during climb - terrain permitting I now climb at 120k or more. Reduce power during climb - I pull back to 2550 and keep MP @ 24.5 as altitude changes. Use fuel and cowl flaps to cool, particularly when ambient OAT is high. I'm apt to stay full rich through 5000' if CHT is 400. I might have to keep cowl flaps open in cruise if oil temp is above 200 or CHT is over 400. I'm going to speculate that the louver idea would not help. I think you want to force air down through the fins of #3 cyl. If your louver was above the cyl it would reduce the air pressure above and therefore the flow past #3. At Byron's suggestion I slipped a piece of baffle seal rubber between the back side of #3 cyl and the back wall of the baffles. This allows more air to go down behind the cyl. I'll look at my gallery, if there is not a pic of that shim there I will upload one. Welcome to the world of engine analyzers and the end of ignorant bliss!

FWIW, December 2012: 1966 E Log: "Removed Jasco alternator, mounting brackets and voltage regulator, installed Plane Power, Ltd alternator and voltage regulator in accordance with STC SA10682SC and master drawing list no. 14-5001 rev B dated 11-19-09. Weight and balance updated. Equipment list updated. AFMS placed in aircraft POH. Instructions for continued airworthiness placed in aircraft permanent records. Form 337 completed this date." (The new Plane Power is 70A but the CB and wire size in place with the old 50A Jasco were adequate.) $1400. parts and labor

Hum, another item to include in the selling points of my old E: No 1 AMU spring to replace.

Who knew? The KR87 is a good and desirable ADF. $880 is not to sneeze at even after paying EBAY (too much) commission. Offer it somewhere that exposes it to Canada and export. The guy that bought mine had me ship it to his sister in California. I sold 19 items that we pulled out of the panel for over $6000, considerably more than the avionics shop could offer. Bennett, the big used avionics dealer, bought a KY197 for over $600 through EBAY.

My max FF at takeoff seems to be 17.5 which seems to be a 2 g/h lower than some of you flying Js with similar engines. ?

Coming out of KiWI 7/28, 70' MSL, OAT 20C, 29.1" 2700, JPI EDM 930 recorded 97% HP during t/o roll. Later that day, taking off from KMFV, 46' MSL. OAT 32C, 94% @ 28.8 & 2700. I did calibrate my HP factor per the book.

I did not vote... I did not follow that thread... but crude and rude do not belong here, IMO. Those in charge should feel free to remove anything they would not want their daughter seeing/reading.

In some parts of the world ADFs are still needed. I sold a KR87 on EBAY for $880 last year when I redid the panel. The buyer was based in Western Canada. I got more for it than for the KNS80, KY197 or 2 KT76As. All were working when removed.

John, you did not miss much with ADF. My first E has one that was analog tuning much like an old AM radio. After a while, I did add a little display that showed the freq digitally which was a great improvement. It was still vital to listen to the Morse code to identify the NDB (or a commercial AM station.) Our NDB was 6.8 miles from the runway. Flying the approach meant having a pretty good sense of geometry as you kept the needle pointing at a constant difference from the DG heading in a cross wind until station passage and then kept it offset by the same amount but pointed backwards. As you descended the wind would probably change. A big workload while flying the plane. (The approach kept you @ 5000' until within 10 miles (you had to calculate that, down to 4000 when established on the final because of high terrain, upon crossing the NDB descend to 1740 in about 5 miles to the 1266' airport.) The alternative was to shoot the ILS at HKY 25 miles away and call the wife for a ride. Been there, done that, and really am glad to tell war stories that we don't have to live again!

I started flying in 1968. before anyone could spell GPS. 30 years ago I paid my then 10 year old daughter to file Eastern US Jepp charts into 3 2" binders. (That was a win/win deal she still remembers fondly.). But you couldn't pay me to shoot another NDB 3 approach into MRN with a 20k crosswind. Or pick my way blind through the lines of CBs that always lie across the GA/FL border. I invested in a Ryan stormscope and a Narco RNAV,and an STEC A/P in the early 80s. My neck is worth more (to me) than $1.98. We live in a time where navigation and weather are very seldom an issue for an instrument pilot... because of the technology. (I also had to dead stick a Mooney in NJ after swallowing a valve, no doubt after hundreds of hours running in the Red Zone pre EDMs.) Bob

Oh Hank, if you can own an airplane, or even rent one, you must be rich. At least some folks seem to think so.

And my AX card is stamped "member since 1965." There are lots of ways to stroke egos.

I flew regularly in a Mooney in the Flyers of Nashville club in 1969, bought 9249M, now owned by Tom Nalle, in 1977 which is probably when I joined MAPA. Time do fly when you're having fun. Bob Belville, AOPA # 393927.

Hangers. We have relatively inexpensive, very nice, T hangers at a field run by the 2 counties and 2 towns who own the airport. The Airport Authority can get low cost money to add more hangers whenever the need is there. We added 8 new units this years. The only issue has been a few folks using their hanger as a storage unit after they no longer have a plane. Life is good @ KMRN.

I probably still have mine... with Tom Nalle's tail number on it.