GeorgePerry Posted October 9, 2014 Report Posted October 9, 2014 After an extended purchase process (several weeks of negotiation, matching schedules, flying half way across the country, dealing with the worst pre-buy inspection ever, closing, training, flying back from TX to MD) I got'er home. The pre-buy inspection failed to identify a long list of items that required maintenance (one of which was a major airworthiness issue). So immediately after returning to MD, I took the plane in to my local service center to get the needed work done. To my surprise they called me a couple hours after they started going through my "squawk" list and told me the plane is grounded because of a major exhaust leak discovered around a slip joint. This was unexpected and I was even more disappointed at the shop that performed the pre-buy. Couldn't believe they didn't notice this . Many, many AMU's, a reconditioned exhaust system, and two weeks later, my local shop resolved the major issues and was able to work off most of the smaller mechanical and cosmetic squawks. After all that, I was able to go flying just for fun this afternoon. Buying this plane turned out to be a long, drawn out, expensive process, but after flying this evening in the crisp still air, it was all worth it!! 8 Quote
carusoam Posted October 9, 2014 Report Posted October 9, 2014 George, Thanks for sharing the real life story. I had a blue light that did not work...my MSC fixed it, and by agreement, sent the bill back to the seller. The sale was pending all flight worthiness issues. The blue light indicates what source is supplying the AP. How many hours on the exhaust system? Do you have a plan for a 310hp / TopProp? Best regards, -a- Quote
BigTex Posted October 9, 2014 Report Posted October 9, 2014 Congrats! That hangar is WAY to clean... Where's the over stuffed chair and beer frig? Quote
triple8s Posted October 9, 2014 Report Posted October 9, 2014 [quote name="BigTex" That hangar is WAY to clean... Where's the over stuffed chair and beer frig? Shhhhh.......it's probably in a hidden panel in the wall so the hangar use Gestapo won't see it! Non-aviation paraphernalia hello? Quote
GeorgePerry Posted October 9, 2014 Author Report Posted October 9, 2014 George, Thanks for sharing the real life story. I had a blue light that did not work...my MSC fixed it, and by agreement, sent the bill back to the seller. The sale was pending all flight worthiness issues. The blue light indicates what source is supplying the AP. How many hours on the exhaust system? Do you have a plan for a 310hp / TopProp? Best regards, -a- I bought the airplane specifically to have the Screaming Eagle STC performed. It's going to happen in the very near future. I have several trips coming up so the down time doesn't work for me right now. At the first sign of winter snow, the plane going in to get it's "balls" back. 310HP is going to be AWESOME! 3 Quote
carusoam Posted October 9, 2014 Report Posted October 9, 2014 310hp IS awesome! best regards, -a- 3 Quote
Seth Posted October 9, 2014 Report Posted October 9, 2014 Congrats George! Looking forward to seeing your Eagle in person. Based at FDK? Quote
GeorgePerry Posted October 9, 2014 Author Report Posted October 9, 2014 Yep! Next time your in town let me know Quote
KSMooniac Posted October 9, 2014 Report Posted October 9, 2014 Congrats! Un-neutering an Eagle is a great option. Sent from my VS985 4G using Tapatalk Quote
Will W Posted October 9, 2014 Report Posted October 9, 2014 Great aircraft! I give instruction in the local area if you ever want to trade flight reviews or IPCs. I'm in an Ovation now but I've always wanted to see what the Eagle was like. I'd also love to know what service center you used and who you did your pre-buy with. Quote
fantom Posted October 9, 2014 Report Posted October 9, 2014 I'd also love to know what service center you used and who you did your pre-buy with. Ditto! I'm sure many of us would. Best of luck with that fine plane. Quote
Parker_Woodruff Posted October 9, 2014 Report Posted October 9, 2014 Nice choice, George, and welcome back. I am an M20S fan, too, but might be the only one out there who would actually prefer the neutered original version. 2400 RPM max so set it and forget it, no cowl flaps to fiddle with, and 175 KTAS at 13.5 GPH LOP. What's not to like, at least for the efficiency minded like me? Jim That's got to be an uncomfortable climb with a 2-blade prop at Max weight in the higher density altitudes of the summer. That said, 3 blades on an M20K spoiled me. Quote
Robert C. Posted October 9, 2014 Report Posted October 9, 2014 That's got to be an uncomfortable climb with a 2-blade prop at Max weight in the higher density altitudes of the summer. That said, 3 blades on an M20K spoiled me. +1 George, Great choice (and decision on the "screaming eagle" upgrade)! I have the 310HP upgrade on my Ovation which brings the max RPM from 2500 to 2700. The STC revised performance diagrams show the T/O roll dropping from 1200 ft to 800ft. Now that's with all the usual standard atmosphere and max weight caveats. Same with climb rates, at 2700 rpm i comfortably beat the numbers published above. None of the long body Mooneys have cowl flaps so the only difference in operating complexity is the rpm reduction which strikes me as a minor price to pay for the much improved safety associated with the better acceleration and climb performance. And best of all, at altitude with the rpm pulled back to 2400rpm i get the same great 175kts at close to 13gph. Love it when I get to have my cake and eat it too Quote
Robert C. Posted October 9, 2014 Report Posted October 9, 2014 Depends on whether you need the 3 bladed Hartzell prop. It's been a while since I researched it so don't quote (checking with Midwest Mooney would give right number) me but I recall the STC being a few thousand and the prop around $12k. So it is obviously much more palatable if you already have the 3-bladed prop. Quote
M20R Posted October 10, 2014 Report Posted October 10, 2014 I already have the 3 blade prop so I was very surprised when I got a quote for the 310 upgrade, I think it was over 15 grand for the STC, tachometer and prop governor upgrade. So I decided to pass. Quote
Robert C. Posted October 10, 2014 Report Posted October 10, 2014 Ouch, that is more than I remembered. here is the post, now 12 months old that i had in mind when I replied. DAVIDWH Full Member Members 150 posts Reg #:N606WM Model:M-20R Posted 20 August 2013 - 11:09 AM Present cost of STC from Midwest is $6,750 Govenor, about $750 3 blade Hartzell $12,275 plus Tach and fuel Looks like $20,000 and change Quote
kmyfm20s Posted October 10, 2014 Report Posted October 10, 2014 The plane is a new animal with the STC and worth it. In researching my next move from my "J" it was the best blend of Turbo and N/A performance. You have 2700 RPM for takeoff and enroute climb and you pull back the RPM and run LOP for cruise. The 2 blade Eagle is a very effient cruiser but climb rate is slow and you burn a lot of fuel getting to altitude. The 2700 rpm climb rate is so much greater that you get to altitude faster and into your cruise settings sooner. Ironically my short hops I do to work, I'm with in 1/2 gallon of my old "J" and I can only attribute it to that reason. I do cruise a low power settings though, 2300rpm LOP. Quote
Cruiser Posted October 10, 2014 Report Posted October 10, 2014 How do you manage the CHT on #5 cylinder in climb? I have found that for me it is impossible to climb at 2700 rpm. On takeoff, once everything is cleaned up and climb rate is assured, I pull back the power and rpm to 23 or 24 squared for a 500 fpm climb to keep CHT in check. Quote
KSMooniac Posted October 10, 2014 Report Posted October 10, 2014 It could be that pulling back the power is causing your CHT's to rise...why not keep full power and just climb at a faster airspeed? Reducing power just prolongs the climb and is far less efficient. 1 Quote
flyboy0681 Posted October 10, 2014 Report Posted October 10, 2014 Ditto! I'm sure many of us would. Best of luck with that fine plane. Yes, some of us would like to know which shop missed so much. It would be a service to future buyers. Quote
kmyfm20s Posted October 10, 2014 Report Posted October 10, 2014 How do you manage the CHT on #5 cylinder in climb? I have found that for me it is impossible to climb at 2700 rpm. On takeoff, once everything is cleaned up and climb rate is assured, I pull back the power and rpm to 23 or 24 squared for a 500 fpm climb to keep CHT in check. Actually my #2 is the hottest on initial climb which is a 105kts then shifts to #5 where I climb at 130-140kts. I assume it because of the angle of attack and airflow through cowl. My initial FF is 29.2 gph and my CHT on # 5 rarely exceeds 360 in the climb. I have a theory on GAMI spreads and that is you actually want a little bit of spread, my #5 is the last to peak. Quote
kmyfm20s Posted October 10, 2014 Report Posted October 10, 2014 Also I have an EI MVP-50 so all my probes are the same and I don't have the factory CHT/EGT anymore. Quote
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