Super Dave

Reading through this thread leaves me impressed by your knowledge, but I'm in absolute awe over your patience and civility.

If in doubt, I always try the hot start first. That way, if it doesn't start I know that I now need to try a cold start. If you try the cold start first and it doesn't work, now you have to guess if it needs a hot start, flooded start, or another cold start.

My POH says 125/50.

Strange. Advanced timing will raise CHTs, but typically lowers EGTs. Must be some weird stuff going on when timing gets that far advanced. I'm curious about the sealant your mechanic used on the injectors. What is it and where does it go?

The APS guys say best power occurs at 75ROP, Lycoming mixture charts show it to be a little richer, Continental charts show it to be a little leaner. My mooney would be on the APS data.

Both. I do a BMP until I feel the deceleration to get on the lean side, then I use the engine monitor to find peak on the richest cylinder, and lean 15-20 from there. Depends on the monitor you are using, but for the JPI 700 things are a little backward when finding peak from the lean side.

It's a popular misconception that flaps improve climb. In reality, flaps degrade climb rate and climb angle at any altitude. They do however help you get airborne sooner on the takeoff roll, so setting takeoff flaps may help you clear a close-in obstacle. Also, you may already know this, but Vy decreases with altitude. There is probably a table or graph in the performance section of your POH that shows a decrease of about 1 knot per thousand feet. Others have suggested setting peak EGT for best power, but best power mixture is 80-100 ROP.

As others have suggested, leave the throttle full forward, and if field length permits, try no flaps on the takeoff.

Since you are reporting reasonable CHTs in the climb, it would seem the your engine set up is OK as far as mixture, timing, baffling, and probes go. I wonder if your cylinders are not fully broken in yet. Have you seen a drop in CHTs since overhaul? If not, you may need to run full rich and with cowl flaps open until you see CHTs come down. In any case, I would avoid running 50ROP, it is the most abusive mixture setting possible.

Wow! That is short! Longest runway (15-33)1267.2 x 95 ft, Concrete.

www.planesenseavionics.com did ours last night for $250. Transponder and two altimeters: Aspen and mechanical. No repairs needed. He's out of the Eastern half of Wisconsin, but drove 130 miles to do us and a couple of other jobs in the area.

I'm 6'3", 240# and I find my F model offers plenty of room. As an experiment, I've positioned the front seat and then climbed in the back to see what it would be like to ride in back with "me" as the pilot, and my knees were not even close to touching the front seat. One other thing to consider is that your family may not necessarily want to ride "adults in front, kids in back". My wife prefers to ride in back with our 9yr old, while the 7yr old likes riding up from with me.

That's Kent Pietsch out of Minot ND. His brother Warren also does air shows and runs a Mooney service center, flys multiple warbirds, and a beautifully updated M22 Mustang. I just bought some Mooney parts from him at a more than fair price.

Mineral spirits. Cheap, safe, and effective.

What did you pay for yours?

Even if steeper bank angles are the fastest way around the course... regulations require parachutes for anything greater than 60 degrees.

Welcome to Mooneyspace, I was in a situation similar to yours: Flying turbines for a living, but out of light planes altogether for several years. I had never flown a Mooney until buying into a partnership on an F model a couple of years ago. For the most part, I found the Mooney to be no more difficult to fly than high wing Cessnas with the exception of flare and touch down. Even when crossing the threshold on speed, I still get into a little pilot induced osscilation in the flare sometimes. My other struggle is gently lowering the nose after the mains touch. I always felt like I could hold the nose off forever in Cessnas, but it seems that my Mooney nose gear is making contact shortly after the mains whether I'm ready or not. Our insurance required a checkout by a CFI with no hour requirement, but I would have wanted to fly with someone with Mooney experience anyway. You can sit down with the POH and teach yourself all about limitations, systems, and performance, but landings are different enough that you'll want a good coach to talk you through the first few.

This is exactly what a fouled/bad spark plug would look like on one magneto at run up. For example, if the top plug in cylinder #3 were fouled, and you select the mag that fires the bottom plug during your run up, you will see a rise in all EGTs except #3, because #3 was already running on only one plug. Now, when you select the mag that fires the top plug (the fouled one) in #3, the cylinder will have no spark because one is fouled and the other is being switched off by you. EGT for #3 will go cold, and the engine will run very rough

And the end may be nowhere near in sight. This is a picture of our back yard on May 2nd. Last year.

As Hank already suggested, for best speed you want the CG to be as far aft as possible while still remaining within the envelope. In our airplanes, the CG will always be forward of the center of lift, which means that the tail must produce a downward force to keep the airplane from turning into a lawn dart. The downward lift created by the tail creates induced drag, but more importantly, the downward force must be counteracted by the wing producing more lift, resulting in an even greater induced drag. So, if weight can be shifted rearward bringing the CG closer to the center of lift, the tail needs to produce less downforce and the wing doesn't need to produce as much lift to counteract that downforce. Imagine a 3000lb. airplane with a forward CG that requires the tail to produce 100lbs of downforce. In this airplane the wing actually needs to produce 3100lbs of lift. If weight could be shifted rearward so that only 50lbs of downforce was required, the wing now only needs to produce 3050lbs of lift, and the airplane will be marginally faster. Realistically, moving 30lbs from the front seat to the baggage compartment will probably not make any noticeable increase in speed.

If the indicator did not light with the press to test, it means the bulb is likely burned out.

We had a couple of days here at KEAU this winter when the density altitude was more than 4000' BELOW sea level!

I don't know the first thing about air oil separators, but I happened to listen to Mike Busch's webinar on oil consumption last night. He claims the M20 flat out does not work even if it is installed correctly.

I just installed a new set of Tempest massives in our IO360A1A but haven't flown them yet, maybe tomorrow. Several of the Champion massives that came out tested >5000 ohm. It's anecdotal, but I've read/heard much negative about Champions, several positive reports from those who have switched from Champion to Tempest, and Tempests are cheaper. The only argument I've read supporting Champions over Tempests is "it's what I've always used". As far as leaning on the ground, I like to let the engine stabilize at 1000 RPM and then lean to just beyond the RPM rise. Unless you see the rise in RPM, you don't really know if you are leaning far enough. This turns out to be fairly close to idle cutoff in our plane, and does not allow much over 1200 RPM without the engine coughing. For run up, I enrichen to mid range, set run up RPM, and then lean a bit past the RPM rise. After run up, it's back to 1000RPM, and again, lean just past RPM rise. It sounds kind of fussy, but it really only takes a second or two to find the RPM rise.

Your beloved Martin B-26 is going to be jelous when she finds out that you posted a pictures of a Douglas B-26 Invader!