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Found 21 results

  1. What kind of CHT, EGT's and Cruise speeds do yall get up at elevation? What RPM setting do you use? Mooney Zoom's with a tail wind and LOP - 8.6GPH SAD HEADWIND ----------------------------------------------------------------------------------------------------
  2. Quick question vintage Mooney officianado's, I've put roughly 35 hours on my new to me 67 M20F since taking ownership and finally was able to download the EDM 700 data. The engine is a Lyc remanufactured IO-360-A1A installed in Feb of this year by prior owners. Normal cowl but it does have the lower cowl cover. I'm seeing a consistent temp split between my #2 (hottest) and #1 (coolest) cylinder of ~70-80 deg F. (attached pic of data from one flight). Engine now running Aeroshell 100+...max fuel flow indicated during takeoff ~15-16 gph She runs smooth, during runup with the JPI
  3. Mooney M20F, Lycoming IO360-A1A I thought would put this out there for some advice & feedback. Recently I had my mechanic examine my engine and he mentioned pooling of oil and possible cylinder glazing. Cylinder glazing is a condition that occurs where oil film left on the bore "glazes" to a hard coating and can prevent optimal sealing of ring to bore. The oil here is the result of cylinder head temperatures, CHT'S, not getting hot enough to burn this oil film and. thus prevent the glazing. Optimally, he says, the CHT'S should run about 360-380 F. My engine is seeing a range
  4. Hello all. Over the last 4 or 5 months, I have noticed my CHT's have been steadily rising and the spread from the hottest to the coolest is increasing as well. (Used to be 30 degrees, now it varies between 35 & 40) It is to the point where I can't fully close the cowl flaps. This hasn't been an issue for the last 250+ hours on the plane over the past year and a half. This is when I started running LOP. I have an M20K/231. Inner-cooler and 'automatic' wastegate & GAMI injectors. I took the first picture this morning while flying from Phoenix to San Diego. LOP, 12k, Cowl flaps in tow (Fu
  5. Hi all, I am a proud new owner of a 1980 M20K 231. A bit more than I need, but I hope to grow into it. I have been reading this forum as a guest for a while and have just signed up to hopefully get some answers from some experienced and willing people. Keep in mind, I am very green. This is my first airplane and although I started flying over 10 years ago I have only been licensed for a couple years. So still learning lots, and trying to read as much as I can. Just a quick run through: I have the TSIO-LB360. It is at about 1000 hours SMOH and was taken apart in 2013 due to a pro
  6. Oil pressure and CHT gauges (all stock) in my M20K are close to death and need to be swapped. I'm unable to find replacement parts by Googling. Could someone help me with the part numbers? Or even better, maybe one of you are getting a JPI upgrade and would like to sell me your old gauges? What do you think is the cheapest path to get upgraded oil pressure and CHT gauges if direct stock gauge replacement is not an option? JPI currently is not an option.. Thanks everyone for your help.
  7. I've had my 231 about six weeks and just took it for the first trip of any significance. My first question, what cylinder is the factory CHT probe on ? 1985, serial # 25-878, the normal LB engine. My #3 CHT temperature is limiting everything I do with the airplane and I'm wondering if the factory CHT probe is there and the JPI probe for #3 is on the spark plug. In another airplane it was and the spark plug probe read 50º higher than after I placed it into the same area as the other CHT probes with a relocation kit. The other five cylinders are 45-70º cooler than #3. My TIT was running aro
  8. Slow day in the vintage Mooney world so here's another esoteric topic - moving cowl flaps - specifically they disappeared one plane before mine -SN 680002 - rolled off the line. I don't know if they ever came back on the C or if any other planes lack them. Can anyone enlighten us? Also, has anyone ever made their fixed cowl flaps movable? Was it worthwhile from a CHT perspective? If so I imagine it's a cheaper project than the top overhaul it might prevent.
  9. The original CHT sending unit for M20J IO-360 isn't working and I'd like to find a working one for replacement. Does anyone know what the cost and where to get a new one or have a used one for sale?
  10. I've been on here quite a bit looking for a solution to the high CHT problem with my C. A related problem was leaning. Sometimes I couldn't get below 11 gph and EGT's were all over the place. CHT's were also all over the place with the front cylinders up to 60 degrees cooler than the rear, or specifically #4. I've been told C's just run hot. I used up a tube of RTV plugging every hole, seam, etc in the baffling. It was suggested the the carburetor might be wrong or need overhauling. I even thought I should switch the O360 out for an IO360 to be rid of the carburetor.
  11. Based on the related thread in "Modern Mooneys," I've been considering this topic but didn't want to muck up commentary on someone's big bore Continental with balanced injectors by blabbing on about my trusty but primitive carb'd Lycoming O-360. Specifically I've been musing about my EGTs and leaning technique in climbs to high DA,, or takeoffs from high DA. Though I've never actually done the latter, I might make it to Leadville one day. Because leaning to "target EGT" at WOT seems precarious to me, I decided to figure out as accurately as possible what that target value is. I looke
  12. This is the opposite of the typical issue. Not even sure if I want to call it a problem. My '64 E has always run cool CHTs. This is not an indication problem, as I have had it this way with two analyzers and the factory indication. Now that we are living back in CT and doing winter flying I figured I should explore it. In cruise, even at high power, and high EGT, with OAT near 0C, my CHTs are below the green (less than 300). In climb, I barely break the green. Today I climbed with the cowl flap closed and that got me 320 on the hottest. In the summer...even in the south...I might get 3
  13. The analog CHT gauge in my M20J is reading well below (about 75 deg) what I see on my JPI engine monitor. Anyone know of a way to calibrate this instrument? The lead to the probe was shortened a little bit when the terminal at the end corroded, but it was probably a half inch, I can't imagine that would cause such an inaccurate reading. thanks in advance, Dave C
  14. What's a normal CHT spread for a 1990 201? I'm seeing: 1. 291 2. 329 3. 354 4. 340 Or to put it another way, the spread is pretty consistently 50-75 degrees with #1 seeming pretty cold. They never really get hot unless you really screw up the mixture. I've replaced all 4 sensors, and their EGTs are always within about 75 degrees of each other. I'm trying to track down the source of an occasional misfire or backfire in flight. Some other issues as well, but I'll have to ask about them later.
  15. I am looking for response from anyone flying a turbo or turbo-normalized aircraft. Most of the engines have a max manifold pressure based on continuous ROP max power settings. Have any of you experimented with trying to attain high horsepower numbers on the lean side of peak? I am assuming that running 80-90% HP while LOP may in some cases require MP in excess if not over redline. I know of more than a few TAT modded Bonanzas that are regularly operated at 85-90% power with excellent CHT numbers, however it does require enough MP to get to 70 to 100LOP. I would ask that those of you that use
  16. I have read a lot of post on the forums that mention swapping fuel injectors to help with EGT and GAMI spreads. I have not seen an overview of the process from ground zero. As I have read some of the threads it seems as simple as swapping the high EGT injector with the low EGT injector. As I read more it seems like there are contributing factors to EGT discrepencies such as induction leaks, probe placement, spark plugs and fine wire spark plug cables. I asking this because my plane is going in for its annual and would like idea of what questions to ask before having them swap injectors or i
  17. maxfly

    Oil & Cht gauges

    I have a problem with the oil temp and CHT gauges. Oil temp sometimes works, sometimes doesn't. When I turn power on, both gauge needles dive to the left. When I disconnect the sender for the oil temp, it does the same thing. When I ground the sending units lead (off of the sending unit), it deflects all the way to the right. Cyl. head gauge does the same thing but when hooked up, it's dead all the time. Both the sending units show resistance. Whats up and what to check next?
  18. My "J" is ready for its first annual since I bought it one year ago. My new mechanic refuses to sign it off because the original EGT has been replaced with a EI analyzer which he says is not a "primary" part. He wants me to replace it with the old original part. He also has an issue with the nav lights because the nav lights were replaced with LED lights and don't have a Form 337. So I am wondering why the last eight mechanics didn't have a problem with it? Also, the "J" I owned before this one had the same 4 cylinder EGT/CHT guage and that passed as well. I've seen the same gauge
  19. From the album: #29-0363's album

    29-0363 G1000 MFD display in cruise @ A080
  20. Hello Forum, I just bought my first Mooney (a '68 M20F with J windshield, cowl closure, and other mods). What a great plane. But on the 15 hour flight back home, I noticed EGT readings I didn't understand. I was wondering if anyone on the forum had any thoughts on the issue. The plane has an Insight GEM 602 for EGT and CHT on all cylinders, plus an analog EGT meter in the panel. After engine start, EGT's and CHT's come up evenly across all four cylinders, and come up further during the runup. In climb running full rich, they remain fairly even across the board, and CHTs remain aro
  21. I've been messing around with running LOP and like the results as far as GPH (8.5 at 7-8k) and CHT temps ( -30 degrees) go. My question is regarding my EGT's. While running 100 degrees ROP the highest and lowest are on average only 10 degrees apart. LOP they are 80-90 degrees apart and overall about 75-100 degrees hotter with the hottest being in the mid to high 1400's. Is this consistent with running LOP vs ROP? Engine runs smooth, although it did feel a little weird pull back so much the first few times.
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