Super Dave

My IO360 runs fine LOP on stock injectors.

Absolute EGT values are meaningless, as is cylinder to cylinder EGT variation. But when all EGTs increase more on one mag than they do on the other, it is a text book symptom of a timing variation between the mags. M201MKTurbo makes a good explanation of why. I'm not saying that the mag with the higher EGTs is excessively retarded, I'm just suspecting (with pretty good certainty) that it is retarded farther than your other mag. Maybe the hotter EGT mag is timed correctly and the other one is excessively advanced? Somewhere you said that the high CHT started happening right after you had your timing reset to 25BTDC. Advanced timing will increase CHT. Not that 25BTDC is necessarily to far advanced, but if timing was previously at 23 or 20, the change could explain the now higher CHT. Advanced timing has some advantage in efficiency and horsepower, but if I were not able to run cool and smooth LOP at 25BTDC, I would consider going back to 20BTDC.

I would have your timing re-checked. Given the higher EGTs on the left mag, I suspect that your right mag is more advanced. Advanced timing could explain the hotter CHTs you've seen since your timing was adjusted.

Nice write up, thanks for sharing. This is one of those things I keep meaning to do, but never get around to.

I envision the cotton fields surrounding San Marcos littered with fuel starved airplanes that were trying to arrive with min fuel.

I'm based at EAU. Next time you guys are going to be there for lunch/dinner shoot me a PM, I'd love to meet some fellow Mooneyspacers.

I agree; I was responding to earlier posts that were wondering if flaps helped climb rates/angles. I'm a no flaps guy, unless required for runway length or close in obstacles. If I'm using TO flaps, I wait till all obstacles cleared for the reason you mention.

Flaps degrade both rate AND angle of climb.

The POH for my 76 F says to remove them. I don't, but I do check them for tightness before every flight. Occasionally they are slightly loose.

I know of at least one Ovation that had a tail strike that required repair work.

I agree, but by the same token, I'm guessing that the extra tire/gear wear and tear caused by a flaps up TO is equally trivial.

I should explain what I mean by a close-in obstacle. It's the 50' tree at the end of a 2500' strip. Using TO flaps will get you airborne and climbing in less distance, and you will clear the tree with greater margin. In this case, using TO flaps would be the "right" way. In another example, if we have a 3000' ridge 10 miles from an airport where runway length is not a factor. Imagine two identical airplanes starting their TO roll side by side, one with TO flaps, one clean. The flapped airplane will become airborne earlier and will begin its climb out. The clean airplane will take off farther down the runway, and will for a short time be lower than the flapped airplane. However, the clean airplane will accelerate more quickly and soon be out-climbing the flapped airplane and it will be covering more ground with a cooler engine while doing so. If the clean airplane isn't already higher by the time of flap retraction, it will be as flaps are retracted. It doesn't matter if the flaps come up slowly or in the blink of an eye; the airplane will need to accelerate, and sacrifice climb in doing so. The airplane that took off clean will cross the ridge sooner and with greater margin. In this case, taking off clean (assuming your POH allows it; mine does) would be the "right" way in my mind. Some of this may seem counter intuitive, but you have to remember that climb performance is based on excess power or thrust, not excess lift. The additional lift provided by the flaps gets us airborne sooner. But once airborne, the flap's additional drag reduces excess power/thrust and degrades climb performance.

I only use TO flaps if required by a short field, close-in obstacle, or if using soft field technique on a rough surface. Aside from adding complexity to the climb out, TO flaps will degrade climb gradient and rate. Especialy as the airplane accelerates during the transition to flaps up. Also, the lower airspeeds used while the flaps are still down result in less cooling for the engine in the early part of the climb. I'd rather sacrifice the tires/landing gear to an extra few hundred feet on the runway, than sacrifice a few extra knots to cool the engine in the climb.

I'm in the cut it out camp. If you're craving drama, go watch Jerry Springer. The personal attacks and offensive comments are bound to deter some from participating on Mooneyspace, and we all suffer for that.

Unless you are flying an M22, pressure altitude and cabin pressure altitude are one in the same.

Oxygen requirements are based on pressure altitude.

Our JPI 700 is not powered until the avionics master switch is closed; Is this typical? I'm thinking it would be nice to program/set up the monitor prior to engine start, but maybe the JPI needs to be isolated from power transients during engine start? How is your engine monitor installed?

For hevier weights, the TAS looks good for our F with speed mods (although not the J cowl). Those look like peak EGT fuel burn numbers for the F. So I see slightly lower numbers running LOP, and would expect around 15% higher than stated running ROP.

Again, according to Mike Busch... To small of a gap results in weaker spark. To large of a gap makes it hard for the plug to fire, making for hard starts. Also, he says a wire gauge is the only way to check the gap. .015 should barely pass through, .019 should not fit.

I'm no mx guru, but I just happened to watch the Mike Busch (a real mx guru) webinar on spark plugs. He agrees with mooney389 and NotarPilot, no way to increase gap other than use. He also said most engines call for .016, but .015 should be just fine.

If you are already going to have camping gear on board from Oshkosh, I would check out 3V0 (Custer State Park Airstrip) as an alternative to KRAP. There is no FBO or fuel, but it's a great place to camp with your airplane. Fire ring, picnic tables, out houses and a shelter if needed. BlackhillsRV rents vehicles and will pick you up at the airport. Bring your own tie down ropes and water.

I think every one of you has broken the 12' height rule! I love my Mooney, but if cost were not an issue, there would be no room for it in my five place hanger. 1. Eclipse 500 2. Grumman Widgeon 3. j-3 Cub 4. Extra 300 5. Bell 206

What was your old hot start procedure FlyDave?

Boost pump on throughout?

Interesting, thanks for the replies all.