Marauder

I have the IO360-A1A with a two bladed Hartzell (F666-2) in/on a 1975 F. My prop limitation is for no continuous operation between 2100 and 2350. Why is mine different than someone who has the same engine and blade configuration but in an E model? Theirs is a continous operation limit of 2000 to 2350. Why the difference?

And I always thought mine was installed backwards!

I do find it interesting that your range is a little different than mine. We should both be running the A1A engine. Wonder if there are other variants that affect the rpm limitations.

Sorry to infer the flush caps weren't available. I still have them on mine. Anyone find a place to get new o rings? IIRC they were pretty expensive.

The location of the fuel caps have not changed. What has changed is due to the 2005 AD a raised cap is now available. Here is the link to their website showing uninstalled prices. Anyone know if Ollie is still around? http://www.onaircraft.com/products-services/mooney-bladders/

Do you know if they have made this feature available for the GTN series? I know Aspen is having some difficulties getting control codes from Garmin for the cross over feature. Just curious on the GTN stuff.

If you are at a small airport you might get lucky and have them do it for free. I usually just tip them for their troubles. But with the increasing fuel prices, most FBOs are usually charging something either for a pre-heat or for you to stick in their heated hangar. Before I go to a new airport in the winter, I usually ask this question along with what their overnight rates are.

Issues with the fuel injection system can cause differences in fuel flow to the cylinders resulting in high/low CHTs. If an injector is partially clogged, you would be running less fuel into that cylinder and changing the temp it is running at relative to the other cylinders. Ideally, fuel flow through the injectors are the same. I remember years ago doing an owner assisted annual where I measured fuel flow out of the 4 injectors and was amazed at how much difference there was. I think this is the logic behind the GAMI injectors (http://www.gami.com/gamijectors/gamijectors.php). If I recall correctly, there was also either a SB or AD for crimped injector lines. Without a way to look at all 4 cylinder temps at once, you may be experiencing a problem only with that one cylinder. Not saying this is your problem, but just another data point as you go through the troubleshooting.

Right after I posted my message, I remembered I did have a high cylinder temp once. It was related to a problematic fuel injector. Not sure it is related, but another possible cause.

Something just doesn't sound right. I will interested to see what you come up with after the engine analyzer installation. On my F, the factory installed probe is on the 3 cylinder (might be standard for all Mooneys for all I know). When I had my GEM installed years ago, I found that my number 2 cylinder was actually the one that peaked first and always ran the hottest. I am wondering if you might have a flaky probe. I don't know your history (relatively new to the site), but at that fuel flow, I wouldn't expect the high temp you are seeing. Keep us posted!

I buy into the Lycoming explanation. Restrictions in the induction system and point of MP measurement would certainly explain the difference.

The first sign of my tanks failing were the bluish stain around the rivet heads on top of the wing. Later I developed an active leak in the wheel well area on one side. I also started noticing a fuel odor inside of the cockpit as well. Hopefully this is not the start of leaks for you...

Here is a picture of one that I found on the Internet. Mine was dented like this one and required replacement.

Great to hear that you found the problem.

I think you make good points but I look at it from another perspective. I have been flying IFR for 20 years. The first 5 years were with the Mooney wing leveler. I got really proficient at hand flying everything with nothing more than a couple of Nav radios and a portable GPS for situational awareness. At the end of a long flight, especially when I was in the clouds for long stretches, I would arrive at my destination tired, then faced with flying an approach. Throw in an occasional miss and flying to an alternate, it made for long days. When I upgraded my wing leveler to a fully couple STEC, things changed. By letting George fly for a bit, I got better at checking for weather along my route and my workload went down dramatically, especially when briefing myself on an unfamiliar approach. I still hand flew a lot of approaches not trusting George completely. I slowly began letting George fly the approaches and I often found that he did a better job than I did. Before I began my avionics upgrade I flew with owners who had different variations of what I was looking at (PFD/MFD) with GPSS. The decision to upgrade was easy after that (albeit the money side of it was never easy). Anything that helps stack the odds in my favor while doing single pilot IFR, is something I believe in. Now don't get me wrong on maintaining proficiency. I still hand fly a lot and will never completely trust electrons doing all of the work, all of the time.

I think the hoopla is the potential workload reduction. Anyone who flies Victor airways knows that you are transitioning from VOR to VOR. With GPSS, the entire flight plan can be automated, including the approach.

Are you talking about this mod? I have had it since 1995 and with an Insight GEM monitoring things, I can't say it has helped that much. I did pick up a couple of miles per hour speed though. That surprised me...

I think the rpm limitations apply to the original Engine/prop configurations. In my 1975 F model, I have the F666-2 blades and have the 2100-2350 limitation to avoid continuous operation. I always thought if you changed out the prop to a 3 blade or different design, the limitations would either change or be eliminated. Correct?

That's what I want to hear! I've flown with my STEC 60-2 over a decade and thought I had gone to heaven when it flew a coupled ILS (coming from a wing leveler). I can't wait to see this GPSS steering in action!

Looking at these panel shots is interesting. It is clear that you are in coordinated flight with the rudder cranked in. Looking at the small track display, you can see the plane is actually showing the little airplane on the track line with the nose pointed a little bit left. I think the real test would be if you cranked the rudder near neutral and looked at what the "ball" on your display shows. If you are in straight and level flight, I would expect it to be nearly if not completely centered. Keep us posted on what you find out.

Trust me, none of us are experts on airplanes. Shortly after buying my current Mooney one of the CFIs I used for a BFR commented on how my ailerons were slightly in a left bank -- but the plane was flying straight. I had noticed it before and even mentioned it to the "non-Mooney" mechanic I was working with. It wasn't until I had an annual done by someone who works on Mooneys regularly that the reason came out. My right main was dragging low just a bit. Enough for some brilliant mechanic to figure out mis-rigging the plane was the solution. If your mechanic has access to the story boards, it is pretty easy to determine rigging problems of the flaps. BTW -- I remember once that getting the Mooney "on the step" was thought to be a way to increase cruise speed. Haven't heard it in a while, people still talking about it?

You are making me drool! I'm in week 7 of my avionics upgrade. Can't wait to see the GPSS in action.

I would certainly like to hear others on the topic. I think I understand the concept you are presenting, but I'm not quite sure it works this way. I think the plane's natural tendency is to weathervane into the crosswind. Similar to what happens when you land into a crosswind. The only time I used rudder in straight and level flight was when I had a rigging problem and the "ball" was outside of the cage.

Really? The only time I have seen that much rudder in straight & level flight was when my plane had a trailing flap. If your plane is rigged correctly, your would weather vane into the wind. Am I missing something here?

Not to mention the after dinner F -- FULL! Happy Thanksgiving.