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I completely understand the calculations and planning and see that you are highly qualified, Thanks. I am new to this and have been studying intensely and the reason I am reading as many posts as I can. I still don't understand purposely running out a tank while the engine is running. For me, and this is just me, I will never "plan" to be that low on fuel at any point when flying because calculating fuel use is one thing, what can actually happen is another. I would rather make a stop than to risk my engine stalling and not restarting for some reason or doing damage to the engine by running out of fuel in one tank. I have taken online classes that discuss fuel management where they calculate their fuel based on a percentage being a state of empty ie: 25 gallon tank is empty after use of 20 gallons. I flew with a friend and during the preflight I stuck the tanks and found each had between 8 to 10 gallons. We were only going to stay in the pattern and he was OK with these levels, but I said, no and paid to put 10 gallons in each tank. No harm in having more. As everyone here keeps telling me "airplanes are expensive". I think fuel is the cheapest part of that! Too many stories of pilots running out of fuel cutting it too close. One small plane crashed near my home because the pilot kept stretching his fuel even though he passed multiple airports he planned on landing at. Unfortunately, he missed the final runway by 3 miles.

Dear Tito22, your M20J should put through about 17 gph at full power, full rich. In your video I see fuel flow below 10 gph or do I get the display wrong?

The same service is also provided by Sirius for marine for $17.99. Not that I would ever advocate lying to Sirius.

Seems to be the consensus on many of the auto type forums. I'm told it is due to the fuel helping to cool the pump but haven't verified if this is really true or an owt.

I've been told (many years ago by a Lycoming factory rep) that it is bad enough to not let the RPMs drop more than 400 on a prop check during the runup. I would imagine high power to power off would be worse. I wouldn't expect that to be the case though when running the tank dry if you are ready for it and switch quickly. I never flight plan close enough on fuel that I've had a need to run a tank dry so I'm not sure but I forgot to check the fuel selector position once after annual and started up and the engine began to die and I realized the selector was in off and switched it to the left tank without much more than the stumble which wasn't a huge drop in RPMs.

I just got my first ever bill from vector... From landing at Santa Monica in September 2018 in a 182 I used to own. $16.44 (Plus $0.51 credit card fee) Paid

With a 360-sb, My LOP ops and temps are generally the same as OPs. ROP, at 28" and 2500 RPM (~75%) flying in the teens, at 13.7-13.8 gph, I see TIT low 1500's, ~100-120F ROP, and CHT just under 380 on the hottest (#5) with temps ISA +10 to 20C. My baffling is exceptionally tight. Cowl flap fully closed. No GAMIs.

@Z W If your planned VFR flight is no longer viable, call ATC on the radio and get a clearance or land and do some actual flight planning. Don't stare inside the cockpit for 5 minutes while you play around on your iPhone. And quibbling about how much time it takes is not a good argument. Look outside. I have gotten clearances in the air many many times, it's really easy and fast. If you have to switch over to flight service... Well, switching frequencies isn't a big deal. And getting radar imagery from some random website or app over the internet to use to fly through storms? Personally, I would be extremely uncomfortable with this. Talk to ATC to find a route or turn around.

my error - i looked at the wrong statement. I'm at $30. -dan

Well if someone starts a class action, message me. I would likely join in. I bought the STC early on because of all the promises but haven't used any 100UL due to availability. With the recent info, I feel like I've been lied to.

@PBonesA more critical phase of flight is short final. Let's say I want to fly VFR from KPHP to KTTD... It's 890 miles, which is near the edge of the range of my plane. According to the current weather reports, that leaves me with 11.5 gallons. When you factor in reserve fuel (18 GPH, * 30 minutes = 9 gallons). If I run one tank dry, I will have 11.5 gallons in one tank and 0 in the other. Minus 1 gallon unusable fuel. No problem, even if winds are a little worse than forecast. If I don't run one tank dry, I'll have about 6 gallons per side and risk running out on final is a real risk. Particularly if you had slightly higher headwinds than planned.

Good idea PC that number 3!!! I have already formulated a plan: GUMPS, Passenger briefing to shout GEAR DOWN when mentioning we are landing!!, BIG placard on dash that says: "RUNWAY AHEAD, NEED WHEELS"!! Dash plaque that says; "Wheels down cheaper than New Mooney!" or "No belly flopping!" In all seriousness, yes the instructors plane is also an M20K turbo, but we will be flying in my M20K after it gets its annual and I get my PPL in the Piper. He is 100% aircraft business and trains folks in all types of high performance craft. I will not fly the machine alone unless he says I am proficient. Thanks PC

201er, I am trying to figure this out you said "To avoid running it dry inadvertently during a more critical phase of flight". How does purposely running it dry anytime, in flight or otherwise, avoid doing it in flight? And what does it prove except the accuracy of the gauges, which can be done by draining the fuel on the ground or using a stick. Sorry I am just trying to learn why anyone would run their fuel tanks down to engine starvation, to prove what?

That's great! I see some memories in there!

Me and an associate replaced them in about 4 hours this morning. Wasn't terribly difficult, wasnt easy either. The engine was moving too much, the crushed tube, broken exhaust hangers and i noticed a small wear mark on the spinner cooling interface. They needed to be replaced, they were original to the airplane in 2000. You can see from these pictures the wear/compression on them.

There was a thread about this earlier in the summer - sounds like there have been some official confirmations. https://mooneyspace.com/topic/51648-lasar-mooney/

Hmmm . . I'm still paying $30 for XM on my G1000 and a trip I took from Texas to Minnesota and back over the past ten days that confirmed my reason for having it. It is so much better than ADS-B weather. What plan are you on that's $18?

I was at my airport today and was talking to the owner (A&P/IA) and he mentioned he had just ordered a part that is produced by Mooney. The person he ordered from mentioned he just got in under the wire. He was told that at the end of this month (Aug 25) LASAR would be the sole source for all Mooney parts. As the title states, this is totally a rumor at this point, but I did want to share.

In my autos will fuel pumps in the fuel tank, I try to fill up before 1/4 tank to keep the pump in fuel. A straw poll on one of the BMW forums convinced me of this. The only time I would intentionally run a tank dry is if I was very tight on fuel and wanted to have all the fuel on board in one tank. I have not ended up in that situation. I did have one were I ran one tank to the low fuel light (2.5 - 3 gallons) to have about 12 - 15 in the other tank

I would add get instruction from a TURBO Mooney specific instructor. And Number 3 is VERY important.

I wonder how hard it is in the dynamic counterweight bushings to abruptly go from high power to power off at cruise speed on an IO-360-A3B6(D)?

Can jump start batteries can run them for a couple hours - at least as long as the ice lasts. No need to tax the ship's electrical system. No need for this. The bKool has a tube in it. If you put the unit in the baggage area, you can just put the tube out the door, turn it on, and it drains itself.

Price lowered to $79,000. If seriously interested, feel free to contact for full logs and any other information. Reason for sale: started flying a jet full time for work this year, love this plane too much to only find time to fly it once a month; selling it out of love because she wants to be up in the air, not stuck in a hangar (I've always kept it hangared in 8 years of ownership).

I glued a piece of plastic to the roof above the sonalert.