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Found 5 results

  1. Mission is changing slightly, or maybe should say I refined it a little bit on what I need. I am sure I will regret this, but here she is. It’s been a multi year project, and i think it came out excellent. Yes, its expensive. I have more than asking into it, and most of what I installed was subject to extremely long wait times. No expenses spared on upgrades. 1990 M20J 2155TT. 210 since factory reman (installed in April of last year, has warranty remaining). 210 SNEW Hartzell Top Prop. Annual just completed yesterday. Logs continuous and complete. No Damage history. Asking 289k. Engine: all compressions above 78. Excellent oil analysis. Latest with historical data is attached. Lycoming IO-390. Installed with engine: new powder coated air forms baffles. New Knisley exhaust. Surefly magneto on the left side. Challenger air filter. Reiff TurboXP oil preheat. Hartzell lightweight starter. Plane power alternator. Push button start, switched magnetos via electro air switch. Full engine monitoring via the G3x with all data since engine install logged and avail for review. Brand new tempest finewire plugs Interior: 10/10. one year old. Full executive package from Aero comfort (headliner, side panels, carpet, mats, seats, yokes). 10/10. Glass 7/10 Airframe: paint 7/10. Original. Shows well, has been hangared, but is 30 plus years old. Precise flight electric speed brakes, one year old. Whelen Orion wing tips strobes and navs. Orion strobe/Nav tail light. Whelen G3 landing/taxi light. Wig wag function. Rigging was gone through last year, and flys perfectly. Straight and fast. Goodyear tires less than 1yr old. 2900 Gross weight increase. Over 1k usefull. Panel: dual Garmin 10” G3X touch with engine monitoring and Cies fuel senders. Garmin 750XI. Garmin GFC500 with electric trim and Yaw damper. Garmin remote com (tuned via the G3x). Garmin remote transponder (GTX345R). Sirius XM radio and weather from a GDL52R, displayed on both G3x screens. Landing height system (callouts from 200 AGL down, including a check landing gear annunciation) N1073U-220831.pdf
  2. Let’s look at what some people had to say in the past... https://mooneyspace.com/search/?q=Io-390 io390 Essentially, it is an improvement over the previous design... but is it worth it...? if you only see an improvement in cruise climb... how much of an improvement are you looking for? Some people like the roller bearing technology... Other people don’t fear their cam self destructing... What makes you ask this question? Is it time for an OH? Best regards, -a-
  3. 3 blade prop and an IO-390 of course the MT prop is not in the IO390 STC
  4. Wow, this generated a lot of interest. Aware of the cylinder costs. The more IO390s that get out there, the lower the cost of cylinders will be in the future. I'll take my chances. Having an IO-360 ported/polished/flow-matched is great, but that alone would probably be as much (or more) than the cost differential between the IO360 and the IO390, and if I want I suppose I could have the same done to the 390, I suppose. I have to buy a prop/prop-governor anyhow, so the $s end up working out fine. Like I said, Lycoming was VERY willing to work with me on pricing a reman IO-390A3B6, and it was only a few thousand more than if I rebuilt my old IO360A1A (a very old design indeed), so I happily chose the reman 390. Hopefully you guys will consider this option too when the time comes. Also, hopefully the 2-blade Hartzell prop matches well with the motor. We'll see I guess.
  5. Dont forget that per the STC you need the 11K? Hartzell -BA prop and the IO390 must b installed by a Lycoming authorized shop for an extra 5K in labor. (according to the Lycoming rep). So, even though the A3B6 engine is going to cost 2K over the cost of replacing the A3B6D, the 390 is going to be about 13-15K over the A3B6 cost. If you are replacing the prop anyways, then the cost difference is significantly less. The IO-390 has a 210 HP takeoff limit for five minutes, and continuous horsepower is 200 HP and 27.2" manifold pressure. No mention of WOTLOP operations or air racing. So, at 7,000' and 75% power, an IO-360 is generating 150 HP and 10 GPH, the IO-390 is generating 157.5 HP, and 10.4 GPH. At 12,000' density altitude. you can only make ~63% power, which is peak EGT, 126 HP and 8.3 GPH, IO-390 is 63%, 132 HP, and 8.7 GPH. Our prop had lots of life left, and the Lycoming A3B6 was ~5K more than overhauling our old engine, we went IO360. YMMV
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