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Still comparing apples to pretzels, in the example of a 5.0l engines, io360 and that dog of a ford mentioned earlier io-360-a1a -- 5l engine -- RATED at 200hp@2700rpm and most likely limited by prop i believe the helicopte version is rated higher dogford -- 4.8l engine -- RATED at 400+hp@5000rpm -- i don't know what rpm just an example the rating is a point on set by the manufacturer which is different between the applications. i believe a better comparison is how long can they both put out 200hp, or how long can they both put out 75%, 65% WOT is rarely even the 100% rating in the airplane unless you're flying on a cold day @ sea level and 59ish deg

SOLD

The mods are good. But the airplane is a project - interior is spent, virtually no panel updates, no autopilot. There could be history. I see it has one of those electric aileron trim tabs. So the price seems reasonable as a starting point.

Oh yeah definitely! When you want to be totally precise and determine whether or not you are at 65% power or 68% then yeah you should mention FF. EDIT: And only to determine the mixture as that is really what is a factor, not the absolute FF value.

I was speaking with a local shop, and they told me they had a Rocket they were doing an annual on and that given its CG, there was no way you could have two heavy adults in the front let alone three adults total. Now, to give you some perspective, I typically fly with two weight configurations: - My family 190 (me), 150 (wife), and my son (60) - wife is in back, son is in front (she won't sit in the front) - I usually fly with just a close friend (230), both of us in front Shop was pretty sure that it just won't work no matter how much fuel we drop or what we throw in the baggage because we will just be too front loaded. Can anyone confirm this to be true? Do all Rocket pilots log just solo time? Like what?

So FF IS a factor. Again, it is not the primary or major factor like LOP, but there is an effect. Look at the chart posted earlier. % power varies from 100% at peak power mixture to about 95% at full rich mixture on that chart.

Fuel Flow IS a factor. It is not the primary factor. LOP, Fuel Flow is the primary factor. There are slight effects of RPM (burn time versus dwell time) since we do not have variable timing (in most cases).

Yes, but not to the public that I have seen. The companies that sell them obviously have patterns.

Exactly. Look at race car engines. They on run WOT for maybe 60% of the time. A bit more in F1.

Forget about embracing technology, first we need to get @cliffy to embrace electric gear and flaps.

Okay, to clarify precisely: Power equals torque times angular velocity. Angular velocity is proportional to RPM (specifically, it’s 2π times RPM divided by 60 to convert revolutions per minute to radians per second). Therefore power is proportional to torque * RPM. Torque is proportional to manifold absolute pressure under ROP conditions with constant mixture and timing, since manifold absolute pressure drives mean effective pressure. Therefore, power is proportional to MAP × RPM when ROP at constant mixture/timing. The suggestion of power = MAP × RPM × FF is incorrect for ROP, where power is air-limited (excess fuel), not fuel-limited. FF correlates with power ROP but isn’t a direct multiplier in the formula like it is LOP, where at lean mixture power is proportional to FF due to excess air. Varying mixture ROP introduces an efficiency factor: power ≈ η × MAP × RPM, with η peaking at best power (~50-100°F ROP) and dropping at full rich or leaner due to incomplete combustion.

Yes, you are correct, however one of the media links included info I in part mentioned was according to the fire department a landing gear malfunction. The FD may have derived that info from the pilot himself. According to the fire department, the plane landed on its nose after a landing gear malfunction. Given nose wheel failures are rare, I agree a PIO is most likely what happened.

Yea, sort of think you're putting too much faith in the masses of "consumer" grade stuff that's out there vs the pro gear.

EBAY

I've done it. First year after owning the Mooney. Home airport was a bees nest as usual and the downwind was stretched to two miles. So I kept speed up on final and didn't bleed it in time. I was too fast and when the wheels touched, I popped back up off the runway and then the plane came back down slightly nose wheel first, which made the second bounce more pronounced. That's when I went around knowing the next bounce would have buried the nose. I was lucky and learned a lesson. Airspeed airspeed airspeed. And if you bounce a Mooney, it's not a 172. Go around. Not worth trying to save it.

I just finished up my transition training with @TheAv8r, who I met on here. We're both located in the Houston area. If anyone is looking for transition training I can't recommend Alex enough. The training was not just about getting me checked out in the plane, he made sure to really prepare me for Mooney ownership. He provided a lot of great documentation along the way, and is an excellent coach. With everything that I came away with, I felt like he provided a lot of valuable service for the money. Thanks Alex!

Most auto engines would overheat in short order if they were making 60% power for any length of time. most folks with a 400 HP vehicle, have probably never made 400 Hp with it. If they did, it was for a few seconds at best. To get 100% power out of a vehicle requires red line RPM at WOT at sea level. How do you do that? Towing a heavy trailer up a steep hill at the coast in first gear? How long would it last doing that?

Fuel flow determines power when LOP. When ROP, it's the Performance Tables, which assume leaning to some point (RTFM), specific throttle and RPM settings, and particular altitudes. The Tables for my C are given at Sea Level, then in 2500' increments up to 12,500 msl. Interestingly enough, the % Power for a given MP / RPM combination increases as altitude increases, until that MP can no longer be developed due to reduced atmospheric pressure. Hadn't noticed that until just now.

I just did this same thing two weeks ago with my McCauley C214. Just strap it to a pallet and pick it up with your truck. It will fit into an SUV if you fold the seats down and don’t have a truck. Shipping a propeller properly is insanely expensive transborder. Cheapest I found was about $1200. One way.

In the spirit of “pictures or it didn’t happen”…

As always technology can make things better or worse. Are you ready to go back to an ADF being your primary nav? Or how about 4-course radio ranges? Personally, I want internet in the cockpit for better weather info. Not for watching videos. But it watching videos make the SO happy, that is a good thing also.

Thanks that makes sense! I do think it’s 7 years, but it’s only about 400 hours (engine oh 3 years ago). I’ll look at getting it replaced next annual, but I think it’s looking reasonable compared to the EGTs.

MP, RPM AND Fuel Flow

Most of the support people have no idea. Yes, they charge to 100% of that they consider the capacity. The engineers set what is the max charge level for the device. If you charge lipos to 100% and discharge to 10% or less, you will not get hundreds of cycles. So instead of my power bank won't charge my iPad, you get complaints of this power bank only lasted 5 months and it is shot.

Yeap. Necessity may be the mother of invention, but the Father is invention is LAZINESS. Cars are faster and less upkeep.