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There has been a lot of discussion lately on turbos, power settings, etc. I'm no expert on this subject and am still learning all I can. I fully intend to someday have @kortopates, or @donkaye, or Brian Lloyd, in other words, a true expert, ride with me in my 252 and teach me how to fly it properly. But in the mean time I document my flights and try to learn from experience. One of the ways I document my flights are to take pictures of the panel. My new panel layout lends its self well to this method. You can see in each picture the Aspen with all the air data and the JPI with all the engine parameters. The pictures are named based on ROP/LOP and the percentage of power at the time. The pics are here if anyone cares to take a look. https://drive.google.com/drive/folders/1BmxtvTtWAWXTqEkQ6lsq0t94zcQl0km7?usp=sharing I also upload all my flights to SavvyAnalysis. If I ever decided to sell this bird, a prospective buyer will be able to see every single flight I've made and what the engine parameters were for each. And if you see something you don't like here... by all means, let me know.

Probably my 1st post. Started flying 1980 M20J and know the topic has been well discussed here. I am looking at this broadly, just to get on the right side as I gain experience in these beautiful birds. 2 flights as co-pilot to get a feel and get familiar with cockpit. At cruise 2400/24 MP @ 8.4/8.6 GPH, which I think is pretty good for 200 HP IO360-A2B6D according to the JPI. I was looking at the POH and Lycoming. At 75% or less POH states 14C/57F ROP, std temp. Lycoming states to use peak EGT for same power settings. Being a former machinist, those are not close enough for me. I'd like to be more precise, but getting stared, can I just use the JPI and keep CHT @350-375 with GPH numbers for leaning and use economy cruise at 75%? I am not a speed demon yet. I have 3-4 landings and the sight picture is much better for me coming from a high wing. And Don Kaye's video was a big help as was my CFI coaching me on speed coming in. I have seen a wealth of valuable information here.

Great new youtube video on how to manage mixture and fly LOP and ROP: The most information dense filled video on the topic I can remember seeing in some time. The only real thing I would offer to add is Gami's recommend tablel on both how far to be LOP and ROP for any percent power; available here: afms gami injectors rev ir.pdf Incidentally the GAMI FAA approved mixture management is excellent guidance regardless of whether or not use Gami injectors or even if your not fuel injected. Its just that without good mixture distribution (<=0.5 GPH gami spread) an engine won't be able to fly very far LOP, if at all LOP (i.e. where all cylinders are LOP). But virtually any IO-360 can and most of the higher performance Continentals can but may require a little help. But otherwise Martin does a great job of both communicating and illustrating a wealth of information on the subject matter.

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 (Fully closed and CHT's go over 400) The second pic is almost a year ago to date. LOP, Cowl flaps closed, not sure altitude but probably pretty close to 12k. I know It was running about 45 degrees more LOP a year ago, but the CHT's are much cooler with the cowl flaps closed than they are now. What could/would have changed over the last year? (Compression check 2 weeks ago showed about same as annual in Nov. Any help would be appreciated!

For all you ROP v. LOPers out there, https://www.advancedpilot.com/livesignup.html. Coming up mid-March. Go. See an actual engine running on an actual test stand and then make up your mind. The food and company are pretty good too. And you thought I was going to start an argument, er, debate, er, discussion. You know what I mean.

I have a small number of Auto-Lean kits available at a discount. The kits list for $899.00 and I have offered them at discounted prices to MooneySpace members in the past. The price for the remaining kits, to MooneySpace members, is $650.00. I am selling at a discount to make room for our soon to be approved AML-STC kit. You can get more info at http://Www.flightenhancements.com or contact me. These are STC-PMA approved kits for Mooney M20 A-J with in line mixture controls. Quadrant equipped and turbocharged aircraft will be approved as a part of the AML-STC.

Wondering what suggestions I can get on this. A little back ground first. '78 M20J 201 IO-360 ~1500 hours SMHO fly ROP per POH cylinder #3 plug fowled out a week ago (see picture) all new plugs and now I am seeing Cylinder 3 EGT highest and CHT lowest (see pictures) in all phases of flight. Oil consumption, maybe a quart every 6-8 hours and all oil analysis come back with excellent results. I am thinking bad injector and going to Gami. Thoughts and comments much appreciated.

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 the POH recipe please refrain judging those who operate outside those parameters. I'd like to focus on engine ops and theory, so please keep the "you'll shoot your eye out" comments to a minimum unless they're accompanied by data or experience.

One of the things that Busch and Deakins reccomend that I haven't seen discussed here is setting the mixture for maximum power during the low-power, landing phase of flight. After some agonizing I've incorporated that advice, along with some practice at altitude for advancing mixture first, then power for go-around; it didn't seem too complicated. Basicly as I approach entry into downwind I drop the power until the prop comes out of governance with the prop full forward and then set it to 2500 RPM. Then mixture comes back until slight decrease of RPM and move back ahead until it maximizes. Then I leave it (the mixture) alone for the rest of the landing, treating it like a fixed-pitch prop and controlling everything with just the throttle. I practiced once at altitude giving it full throttle with the mixture set like this to be sure the engine wouldn't quit like it does when aggresively leaned for idle; that wouldn't do if I reverted to just going for the throttle in a go-around situation 10 feet off the runway. It gave power fine; I didn't leave it like that but gave full mixture after a couple seconds of course. The point is to help keep the temperatures up and minimize lead and carbon deposits. It is obviously in the low-power regime where detonation isn't an issue. The only criticism for it I can think of is what might happen in a go-around if I forget to go full rich. While I was trained 40 years ago to basicly ignore the mixture control, I've been implementing newer leaning procedures cautiously since I purchased my M20E two years ago. As a chemist Busch and Deakins made sense to me and they were quoting a lot of good data. It also made sense things were done the way they were "back in the day" when we didn't have such good engine monitors so I can see where two separate "churchs" have evolved around leaning. For me a big question mark was "What about my habits and training". Its one thing to understand something and another to implement it. I've slowly convinced myself to trust myself and these day use of the mixture is part of my SOP in all phases of flight (full rich for take-off at sea level where I live). Dave