AustinChurch

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I regularly fly formation with a Cessna 210 and Comanche 250. Since the 210 is the slowest of the three aircraft, he takes point and the Comanche and I fly off of each of his wings. We just set our speed to his. Prior to take off, we establish the altitude, climb rate, and speed at which the 210 is going to fly at. We take off in a stagard formation and once off the ground we move into our positions. When it comes time to land, we move back into a staggard formation, the 210 first on the left, the Comanche second on the right and me back on the left. Pretty easy to do and a lot of fun!

I have noticed that I get a little higher MP than I thought I should have so I had the MP guage checked during my pitot static checks and it is reading accurately. I'm not sure why it breathes so well since I do not have the Ram Air feature. Maybe you should have your throttle linkage checked to ensure it is opening the throttle intake valve all the way.

Yesterday I flew to Kerrville to drop off 211ZN at Dugosh for her annual. I climbed out at 500 fpm, 2500 rpm, wot to 14,500 msl with the starting OAT 85 df. She maintained the climb easily as I averaged around 140 tas. My hottest CHT was 328 and my oil temp was stable at 216. Once enroute, I ran her at 2450 rpm, wot (18" mp), and leaned to best power (12.3 gph) for a TAS of 180 kts.

Quote: Seth Thanks Brandon. That would have bothered me all morning. Is that the same setup as yours Austin? My F Model had the oil filler on the right side of the aircraft - the right seat / co-pilot side. Do any factory Mooney aircraft have the oil filler on the left side? What about the Rocket? -Seth

I have speed brakes as well and use them for decent only and stow them when I put the gear down at 130 kias. I set my MP at 16" and fly 100 kias down wind by adding a 3 second count on flaps, 90 on base by adding 3 more seconds count on flaps, 80 on final by adding the rest of the flaps and 75 across the numbers by reducing MP a little. On each of the legs of the pattern, I'm triming for said speeds. I also use trim to aid in the pull back for the round out/flare. Once flared, I slowly reduce the power to idle and she settles on the runway very softly. With this technique, I makes it very smooth, stable and easy to control the speeds in all segments. If I adhere to these techniques, it's easy to squeek it on without speed brakes. My Missile speeds/weights are similar to the Ovation so they should work for you.

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My fuel flow is 26 GPH @ WOT, SL, 2700 RPM. I hear ya on the cool OAT! My CHT's are fine but I need to climb at 120 KIAS to keep oil around 210-215. No biggie because by myself (90% of my flying) and 75 gallons of 100LL, I'm seeing 1000 fpm at that speed!

My famliy andd I flew to Destin, FL to eat at McGuires (awesome hickory smoked prime rib!!!) and walk around the Harbor walk. We waited until the sun set to fly back (west bound) and it was beautiful, cool and uncrowded in the air.

Brandon, I flew over to Destin, Fl today and the ground temps were 87df. I climbed to 5500msl at 100KIAS, WOT and 2700 rpm for 1000 fpm (I was about 165 lbs under gross) and the highest CHT I was 337df on cylinder #5. My oil temp rose to 230df. I hope this helps you for comparison. Austin

I have been trying to decide whether to go ice or the "real a/c". The ice is definitely more cost effective ($4100 dollars cheeper) and I like the idea of firing it up during the pre-flight. I just wasn't sure it would work well enough here in the deep south, but based Dale's PIREP, it sounds like it works very well. Thanks everyone for the PIREPS!!!

I'm considering purchasing the "real a/c" from Arctic Air for the Mooney (12V 200CFM model). Does anyone have experience with these units? I fly a lot for business and I'm tired of smelling/looking like I ran to my appointment...Plus the Mrs. complains of the heat whenever we fly and you know what they say, "if momma ain't happy, nobody's happy"!!!

Quote: carusoam Austin, Ovation1 cruises with CHTs in the 280 - 320F range. Measured with the JPI700. Climbs are slightly higher. Best regards, -a-

Quote: 74657 For what its worth I am running the plug gasket sensors and they are installed on the bottom cylinders which I hear read about 20-30 degrees hotter......

Come to think of it, you're right on the 450 so I really think you're in good shape. I'm going to fly on Friday (we're 90+ right now) so I'll check the CHT's again and re-report what I find. I have the JPI 700 so no % to power funtion here!