All Activity

The demise of Aviation Consumer really hurts. It used to be hard hitting, just the facts good and bad. Now it's just advertising masquerading as unbiased journalism.

For -SB I have the following settings: ROP 65% Key 50 25" 2500 12.5g/h 75% Key 53 28" 2500 14,5h/h At 15000 Feet (FL 150) with 65% ROP, 12.6g/h TIT ~1500, CHT 345-367F

Beat me to it.

That used to be true in a lot of cars with submerged electric pumps. They used the fuel for cooling, so the pump could potentially overheat if there wasn't sufficient fuel in the tank. I think there may be other failure modes associated with repeatedly sucking air and having to reprime repeatedly, or that might have aggravated the overheating. In any case, many race tanks have baffled sumps with check-valve type gates that keep the sump fuller than it would be otherwise, so the pump is less likely to pump air or overheat. I don't think any Mooneys have pumps like that, though, or most GA airplanes.

You just need good procedures. This is what I do when flying VFR: Slow down inside Vfe arc, lower Takeoff Flaps before pattern entry. Enter downwind leg, slow to pattern speed (1000 agl); for me, this is 90. Abeam intended point of landing, lower gear and retard throttle to initiate descent. Turn base, monitor airspeed and altitude. (Base turn ~700 agl) Turn final, I aim to roll wings level at 85. (Turn Final ~500 agl). Adjust throttle, flaps, ailerons, rudder and trim to hit your intended point of landing. I slow for across-the-fence speed of 75 - 5 for every 300 lb below gross I am--verify this for your K. Instrument procedures are different, your CFII will show you this. I use 90 knots once established and approachingthe Final Approach Fix, with appropriate power settings and speed and Takeoff Flaps. When the glideslope is 1-1/2 dots high, I only drop the gear to initiate descent, which will follow the glideslope pretty well. Once I break out, it's a VFR landing without the rectangular pattern. During IFR training, establishing procedures and knowing what to expect is part of tptpyour training and learning experience. Read books, talk to other Moony pilots, discuss with your CFII, and fly some to see how it all works. Come to The Moony Summit next month and meet a bunch of fellow Mooniacs! Once you are flying your Mooney well, attend a MAPA PPP, it's amazing how much I learned in one weekend just over a month after I finished training and began flying my Mooney by myself! Have fun, stay in learning mode when you switch to your Mooney, and fly safe!

Sent my Slick Mag for 500h inspection, came back some days ago. Will put it back next week. Also ordered a Maggie Harness cables, hopefully they will be ready to ship next coming weeks. I noticed that the I don't have standard Adel clamps on one side of the engine. There is some similar clamp, that they do really put pressure/force on the cables. More than I think is healthy for the cables. Since I changed the Slick Mag (Left side) and it behaves exactly the same as the other, I'm starting to suspect that the harness is bad. Yesterday I got it running smoothly at 28" 2300rpm with 10.1g/h.

Why do the British drink warm beer? They have Lucas refrigerators...

Sounds plenty high to me. In the Backward Tales book (different thread) Coy says he was with a DER in an experimental 252 up to 31K. Still climbing 500-600 FPM.

Lucas is an acronym for Loose Unsoldered Connections And Splices The Lucas corporate motto: “Get home before dark.” Lucas holds the patent for the short circuit. Lucas – Inventor of the intermittent wiper. Lucas – Inventor of the self-dimming headlamp. The three position Lucas switch – Dim, Flicker and Off The Original Anti-Theft Device – Lucas Electrics

Thanks! That caused more than just a laugh -- it was a guffaw.

Greed probably being a very important factor here. Being the sole approved source of a mission-critical part is essentially a license to print money - you can charge whatever you want and people will buy it. Another nice example of greed-based pricing is the BK trim switch that contains 3 simple microswitches that can individually be procured for about $10-20 each retail from various sources. Textron sells the complete trim switch for about $1,600 if I recall correctly. The good part is that this switch is not a mission-critical part and it can be repaired by hangar elves whereas the V-band clamp cannot and failure of the clamp will, at best, ground the plane if discovered during inspection, or cause big problems for the occupants of the plane if it completely fails in flight.

You are correct, that is why I like a lot of fuel! That should be the last thing to worry about. Not to worry, my wife can only go about 2.5 hours before she will force the plane down to the potty! So I will just fuel up while she powders her nose!

It is a 1979 231 that does not have the automatic waste gate, my instructors 231 plane has the Merlyn waste gate. I am contemplating that upgrade, but have to spend this years budget on modern Avionics/Engine monitor, new covers since I cannot get a hangar and a major annual. Fortunately most everything under the cowl is rebuilt or new, inside is in great shape and I am just finishing up the alt/transponder certification (needed to install an aftermarket encoder). The overall pre buy was excellent but found I need a rebuilt front strut that was dented from towing, new pucks since they were older, some under dash vac hoses and probably a master cylinder/caliper rebuild which I want with modern fluids. Auto pilot was acting up a bit, could have been from sitting, hopefully just a minor repair. It had a lot of upgrades and maintenance done to it, very well kept by the prior owner with intense documentation and pride. It flew great for the ferry ride, I cant be happier joining this community!

Very good. You shouldn't PLAN to be that close on fuel. But say you head out and have an hour extra fuel. But you get to your destination and the runway is closed due a gear up. You buzz around for 15 - 20 minutes and decide to divert. You fly 20 minutes to the nearest field. So now you are about 5 gallons. You REALLY want that 5 gallons in the same tank. Otherwise you could be on final and someone pulls out on the runway and you have to go around. And THEN you run a tank dry.

We did a straw poll on one of the BMW forums about fuel pump failures. Almost every person who had one fail, ran their cars to the low fuel light before filling. Almost no one who filled at 1/4 tank had a fuel pump failure. It was dramatic

@Pinecone makes a good point about TURBO instruction being a must. Is your plane a 231 or a 252? There is a significant difference in the engine management of the 2 different models.

Electric components by Lucas a/k/a "Prince of Darkness"

Ragsf15e - your SB engine is 220 Hp. Do you think the power settings in the POH differ substantially from the stock 252 210 hp engine? The max MP in the 231 stock engines were 40-42" as I recall. Max 36" required for 210 hp in the 252, so maybe we're comparing apples to oranges. I like to cruise run my stock 252 MB1 210 hp engine at 65% HP @ 2200 rpm, 28-30 " MP and slightly lean of peak FF (~ 11.5-12.5 GPH). My game spread is 0.5 GPH, the CHT's run ~ 335-350F w/ cowl closed, ~ 1500-1550 F TIT. What is the service ceiling on a 252 modified to an Encore. Stock 252 is 28K. I have never been above 23K. Jeff

Maybe that is the basis. It may be mis communication

with Starlink now competing, they may be more flexible on renewal pricing. I'll see in a few months. -dan

It is basic economics, these prices are determined by supply and demand and greed. John Breda

B-Cool draws about 5A at 12V, running for 1h this drains a small car battery, 5A comes out of the aircraft electrical system easily once the engine is running unless you are running all the lights, all pumps and the pitot heat on top of it

Wow 7 years ago - boom pay up… not worth fighting but seriously… how do they know you didn't pay in the first place?

Good to know it won't cause any issues. I wonder why the Lycoming guy mentioned that to me then, I guess another OWT.

How many “real” members…. So I agree, cant be that many