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Showing content with the highest reputation on 09/23/2020 in all areas

  1. Which model Mooney do you have? As Rags suggested, what are the CHTs running at, you said normal, but are they below 380? Old Mooneys are very finicky about cooling. You want ALL of the air going through either the cylinders or the oil cooler. If air is going past those through leaks, cracks, etc. It is stealing from the ability to cool the heads and the oil. While the cowl opening is huge, airflow is limited by the cowl flap opening. If air is bypassing the things that need cooling, it is the path of least resistance out the cowl flap and limited air through the oil cooler. Have your mechanic look really close at all opportunities for air to escape these areas. It can be time consuming, but worthwhile. Other things to look at are mag timing, but CHT is usually a give away there.
    4 points
  2. My flight instructor prefers the summer outfit it provides the best cooling.
    4 points
  3. My '70 F oil temp runs hotter than I'd like, but better since I redid the baffles (I had high CHTs, as well. Ran into the low 400s before I fixed the baffles). CHTs run 320-350 now, even on hot days. I do run LOP. OIl temp is still around 215-220 in cruise, and can get to 230 in climb on a hot day. I've had the oil cooler overhauled by Pacific OIl Coolers (not just flushed), replaced the oil lines to/from the cooler, checked the vernatherm and its seat... I've just learned to live with it. The factory gauge never gets past the green, but it teeters on the edge sometimes!
    3 points
  4. Ya, right! Looks photoshopped to me
    3 points
  5. I ran across this over on BT and had to share it. Some really great video and mountain scenery (just not a mooney) of a Silver Eagle. Quite impressive if it matches your requirements (super short field, jetA, etc) and your budget...
    2 points
  6. My airplane is the fattest C in existence at 1771 lbs. The CG is 46.15, so I think the 49" numbers are most likely incorrect. My weights were 615 for the left main, 614 for the right main and 542 nose wheel. The OP said the nose arm was 3". That has to be incorrect. Mine was close to 0. This is the distance between the center of the nose trunnion and the center of the nose axle. Can't be 3". My distance the nose and main axle centers was 66.5, so 65.75 is believable. If you want to check the math, print and read the weight and balance work sheets, go to the airport with those sheets, a plumb bob, a level and a tape measure. Park your airplane on a nose downhill slope and check for level. Deflate your nose tire as needed. Measure the distance between the nose wheel axle center and main wheel axle centers. Fill out the first part of your worksheet (assuming your weights were correct). Measure the distance from the center of the nose gear trunnion and main wheel axle centers. This is where you will find the 3" difference. Fill out the second part of your worksheet. This will not be an exact calculation as the gear discs are slightly compressed with all the stuff in your airplane that should not have been weight and the 30 gallons of fuel you didn't drain. But, it will give you a pretty good idea. My airplane was weighed earlier this year after an installation by Pee Dee Avionics in Cheraw, SC. They had the scales, they removed a fuel line and pumped out most of the fuel, then drained the remainder of the fuel. Then added back the unusable fuel. I think they charged a few hundred dollars.
    2 points
  7. Look at the approach with the wires. It’s something even more special-er.
    2 points
  8. The power setting I provided along with rocket engineering are ROP. The chart anthony provided is LOP. The Chart anthony posted has an ROP chart too. IMO peak is a great place to be if you can control the CHT's. If they start getting above 400, I would not fly peak.
    2 points
  9. I use rectangular tupperware to make ice blocks at home, they last longer than cubes. If I am not coming from home I just pick up a bag of ice on the way to the airport. I put the empty cooler in the baggage area and then add the ice and usually about 2 liters of water, enough to make sure the pump is going to have suction. It's easy to have an empty 2 liter bottle in the hat rack to refill when away from home. The first couple times I lifted it back out with everything in it, but that took one person inside and one outside. After that I added a longer piece of hose to the outlet and it stays coiled in the bottom of the cooler when in use. After landing I just run that out the baggage door, turn on the pump, and pump all the water out on the ramp, it works well.
    2 points
  10. I have a refrigerator/freezer in my hangar. I stock up ice in there. I either make at home or pick it up on the way from a store. Most FBO's give it to you if you ask when you are out. It made my Commercial Checkride a delight on a summer July day. The DPE said it was really nice to not be sweating on the ramp prior to taxi/takeoff. My home base FBO gave me free ice in 2018 but stopped doing that for 2019. Pissed me off. -Seth
    2 points
  11. You might want to inspect the vernatherm seat. I resurfaced mine once and it did improve the oil temps, not an earth shattering change but maybe 5 deg better.
    2 points
  12. Actually, I think Vernatherms start out open and close the oil cooler bypass port when they heat up.
    2 points
  13. Jose, Your customs stickers are expired.
    2 points
  14. Technically, BK is really good with having their manuals online... Depending on the day, they can be free,or available for an exorbitant charge... Go BK! Best regards, -a-
    2 points
  15. What parts are you taking out? If you are keeping the autopilot, then aren't you just taking out the 256, 525 and maybe 102a, all of which are right at the panel (or close enough you could figure it out with a tape measure)? Whoever is doing the install should be able to do this for you. I had the whole thing pulled out and could look and see what the shop that pulled mine put down for a particular item.
    2 points
  16. They always are (were?) before flight testing. Final location is determined by flight test results for each airframe.
    2 points
  17. Ercoupes are a hoot. Highly recommended. I've considered getting one for fun - and they ARE fun!
    2 points
  18. An Ercoupe would be a great choice. As noted by @philiplane keep a close eye on the center section for corrosion. A friend of mine just grounded his immaculate 415C because of hidden center section corrosion. It can be fixed but it is a very involved and expensive job. Only the 415C is LSA eligible. Once it is converted to a D it can not be reverted back to a C and be a legal LSA. So when buying you will need to look over the logs carefully. There are a lot of D's out there that are claimed to be C's today. Mine is registered with the FAA as a C but it has been converted to a D, the change is only noted on the data plate and a 337. It's a ridiculous rule. There is a 1320lb gross weight stc for the C that essentially converts it to a D (1400lbs gross) yet retains the LSA qualification. The O-200 is a great match for the Ercoupe, I have one one mine. But the original STC required the airplane to be converted to a D. 415C's with the O200 are rare, but they are out there. Cheers, Dan
    2 points
  19. I have personally had very good experiences with Joey and his team, so you can't go wrong there. Never had any work done at Maxwell's but they sure have a great reputation. So as others have said, it will come down to whichever is more convenient for you. If you live in Kentucky, then Cole is certainly a lot closer and a reasonable drive (or a reasonable ask for a buddy to ferry you from your home airport!). Maxwell would likely require you to fly commercial unless you can wait around in east Texas for however long it takes. If those are the two you've narrowed it down to, seems like you're in a win-win scenario.
    2 points
  20. Splitting a 1.5” X 3’ PVC pipe works perfectly. I can insert it far enough to be completely under the filter to catch the stream of oil once I loosen it a few turns. It angles down at a reasonable angle to convey the old oil at a decent speed. I loosen the filter and let it drain overnight. Come back the next day and remove the old filter without spilling a drop. Anything larger would not fit into the tight space behind the engine.
    2 points
  21. I have no experience with weighing airplanes but a 50 lb difference between left and right mains looks odd. Is it normal to see that much difference? Is it possible the right main number got recorded wrong?
    1 point
  22. @takairsaid this but I’m gonna go out on a limb and say it more clearly... leaning to a specific egt in cruise is wrong. There is a “target egt” method for climb but that’s different. Even if you’re flying at the same altitude as yesterday when you leaned properly, there are other factors like temp and pressure that might affect your egt. Step one for your troubleshooting is going to be to set up for cruise at say 7,500’, 2500rpm, full throttle, close to full rich. Then slowly lean, very slowly. Watch the egts rise. They will go up until they peak, then they will drop again just like @N201MKTurbosaid. They may not peak at exactly the same time. That’s ok. You just need the first one. Once the first one peaks, go RICH until that egt drops 100 degrees. Boom, done. You are 100rop. Now let it settle and see where your chts and oil temp are. Next time we’ll do lop. In either of them, you can be off by say 25-50 degrees of egt and it will make a huge difference. Go slowly and get it pretty close. If you were to say set 50 rich of peak, you’ll definitely have hot chts and oil! Your pictures look good. Nothing really obvious.
    1 point
  23. I've weighed one Mooney, and we had to let all of the air out of the nosewheel and put 3/4" spacers under the main gear to get it level. It was a C model.
    1 point
  24. +1 for the B-Kool https://www.b-kool.net/ I get the ice from an ice machine at the airport that produces way too much ice already. It's usually good for at least an hour. We taxi with our door shut even on the hottest GA days. And it comes out for the months we don't need it or if we need the space. I'd happily buy a 20 pound bag or make my own large cubes like Skates writes about to get the comfort provided. I did get the remote control and I'm super happy.
    1 point
  25. I do that too! Also, if there is still ice in the cooler, if left alone, it will hold easily 24 hours. So on day trips or away trips, I just get a new bag of ice and top it off. When you are looking to pump out the water, the aircraft power needs to be on (unless you have a separate power source/battery). I often turn off the master, open the side window, get out of the airplane, unload people/stuff/open hangar/whatever, and when it's time, pull out the tube, walk around to the other side, put my arm in the window, switch on the master, and use the remote control to start the cool air/pump again - it then pumps the water out. When done, I power the box down, then turn off the master, get the airplane in the hangar, and do all the other putting the airplane to bed activities at that point. Take care, -Seth
    1 point
  26. Do you have a large hole in the air filter plenum box, just below and left of the alternate air door? Likely unrelated to the issue, but.... Regarding leaning...Leaning to a specific EGT can put you anywhere and that could be good or bad. Try leaning to 100ROP to get a baseline. This is generally a safe starting point to baseline your temperatures. Regarding the mags, find out the basic mag timing. 20 or 25 degrees. 25 runs warmer. You mechanic should check that both mags match during annual. Good mag drop likely means they are set adequately, but 25 will still be warmer. Getting the CHT values will be a great help to troubleshooting further. Lots of excuses to be around your new airplane.
    1 point
  27. Clearly, I used the word we in that statement... Very few people ever get off this earth alive... Some do, but only temporarily.... Did you see how many hours that gentleman has? A very large number... What I got from the brief statement regarding the accident... something I found I can use going forwards... so, I wrote It down... and shared it. How many posters do you have around your office that say Safety is no Accident..? How many different interpretations go with that? They’re all good... Best regards, -a-
    1 point
  28. The POH of modern Mooneys supplies important info that you can rely on... that is their intent... No, they aren’t perfect... and don’t get updated very well over time... But, your FF sensor is in line with the fuel line going to your engine, then connected by wires to a display on the panel... according to the drawing above... Back to finding out what hose you have, and what it is attached to... Best regards, -a-
    1 point
  29. Capture as much before and after data for post annual comparisons... a couple of GPH is pretty magical at lowering CHTs as desired... Mostly in the climb, when airflow through the cowl isn’t ideal... And HP is close to max.... Most of my memorized data sets are at higher altitudes... Where 65%bhp is less available... and running closer to peak at WOT works pretty well... CHTs 380 or less depending on OAT... Best regards, -a-
    1 point
  30. Thank you for the chart -a- as the “original poster” it is both helpful and baffling. The “baffling” part is that the Rocket Engineering suggested power settings are “OFF THE CHART” i.e. NOT recommended. (Either at 6k’ and 7 isn’t listed) It was an “experiment”...Understand pouring more fuel and reducing power to address, but NEITHER would of done what I wanted for an acceptable return on the investment (fuel=neg$) (less power=neg speed). Your chart is the best example of guidance for operating the engine I have found thus far. Much appreciated.
    1 point
  31. Niko’s chart is pretty good... but... It is data for running ROP, says the note... 50°F ROP... The Brand B has both ROP and LOP, but is given in °C... It would be helpful to have the 310hp LOP chart... looking briefly, it doesn’t look like Rocket Engineering included a power chart for LOP.... In their 310hp STC... Hmmmm.... drop back a step... use the O1 Data... Note the words Best Econ on the chart... and 50°F LOP... Continental and Mooney both agreed that LOP was a great way to fly.... the O1 also got performance data for T/O from grass surfaces.... Notice all the detail given Including the OAT.... Go back to the OP, and fill in all the data to make a comparison remotely possible... Best regards, -a- Niko, Is that awesome Eagle named after the great Ski Jumper from England? (I must have asked this before....) https://en.wikipedia.org/wiki/Eddie_the_Eagle
    1 point
  32. Gallatin College part of Montana State University in Bozeman, MT has a program as does Rocky Mountain College in Billings, MT. Gallatin is an associate degree while Rocky is a bachelor degree. Montana State has a ROTC detachment. Monetarily, the Air Force is the cheapest way to get a multi-engine commercial. In fact they pay you. It iis also pretty quick, only takes a year. Of course there is that 10 years you owe back to the taxpayers. I just retired from the AF, my son attended Gallatin (started, but didn't complete the program). You can't beat flying out of the Gallatin Valley!
    1 point
  33. Came across this picture taken at the factory in September 1988 Most of the Mooney team is in the picture although Bill Wheat, Mike Miles, Bill Craig are not.... This is serial number 27-0001. N20XM
    1 point
  34. Good catch... so busy with the spelling issues... I missed a word... or two... ’A lot more power than usual....’ would have been more descriptive. Thanks for the help... Best regards, -a-
    1 point
  35. Sounds like my flights with them out of RDU. Arriving with half tanks, I was the only single that listed Payload over 400 lb (970 - 180 fuel -200 me = 520 lb available). Despite my best efforts, it wouldn't fit; I did make two trips around 350-400 lb each, and I learned to put something heavy up front, as my first flight was somewhat squirrelly in initial climb. I also left my sunglasses in my truck, taking off just before sunrise . . . .
    1 point
  36. 1 point
  37. Also an engine monitor if you have one should give you clear indication of whether it is mag/timing vs. a plug/harness component.
    1 point
  38. But the thing is its still perfectly legal to fly the ILS to mins when the tower is closed. You just can't use the ILS as a basis for filing that airport as an alternate. -Robert
    1 point
  39. My thoughts are you’re poorly informed. JPI 900 allows pre alarms to be configured by the user, my CHT warning is set to 400. I assume 930 has similar functionality.
    1 point
  40. Do you remember student pilot training when you leaned to engine rough and then enrichened until until smooth? That was lean of peak.
    1 point
  41. Just had my annual done. Wanted to wait until I'd flown a bit to give a review. So far, everything looks good. I've owned the plane for around 10 years. Lynn said everything looked pretty good. He seems to go by the numbers. He found my tail was out of rig. It worked, but it always showed I had a bunch of up trim on the gauge. I always figured it's a 50+ year old plane and no one else seemed to care, so that's just how it is. After rigging, the trim scale is actually pretty accurate. Go figure. I also know he took time to pull the engine screen and anti-seize the powerflo exhaust. Most importantly, it seems he fixed my nagging flap issue. They would pump down but slowly come back up under prop wash or while flying. Did my BFR yesterday, and actually did a few full flap landings and of course stalls with full flaps. It seems they are holding. The kicker to the annual was that he actually gave me a date to arrive and a date to leave two days later barring any major squawks. That meant my wife could come with me and spend a few days vacationing instead of dropping the plane off and having to get it later. Bumming rides is possible, but it's sometimes aggravating to arrange. Lynn offered to let me stay at their house, but we opted to use their courtesy car to hang out in Asheville. The airport is easy, and since it's east of any major "mountains," no big deal getting in or out. Their fuel is also reasonably priced. Right now, I'd give AGL 5 out of 5 stars; and I'd definitely use them again.
    1 point
  42. I agree, a great PIREP, O Tree (or should I say King Julien?) For Hank, my thesis was on efficient climb, and I utilized the propeller models in Benchmark to predict the climb performance of several alternative profiles. The propeller performance algorithm in Benchmark is a marvelous bit of programming that makes the Boeing General Propeller Chart (a three dimensional surface chart, published in the Journal of Aeronautical Sciences in January 1943) a dynamic model that can be manipulated. Today's prop manufacturers all use proprietary CFD models to do the same function, but the Boeing Chart (and its Benchmark representation) is still surprisingly accurate even today. The swept, thin tip is a really good shape for reducing noise and transonic drag. CNC machining and very high fidelity computational fluid dynamic modeling made the manufacture of these new props possible. Climb speed has an ENORMOUS effect on propeller efficiency. Let's say you are in a climb at 88 KIAS in your 200hp Mooney with this Hartzell Blended Airfoil prop, passing 3000 feet on a standard day. Your engine is putting about 180hp into the prop hub at this point, about 27"MP and 2700 RPM. (No 25 square OWTs please). The prop is only about 76% efficient here, so you are getting about 137hp out of the prop. Now, without changing ANYTHING else, simply nose over a little and then climb at about 115 KIAS instead: Notice the prop efficiency is now about 83% efficient! There is about 12hp more coming out of the prop. (Sharp eyes will note the thrust force goes down, remember that power is a force per velocity function, see here for more details: http://www.epi-eng.com/propeller_technology/selecting_a_propeller.htm ) Now, the airplane won't have a higher VVI at this faster speed because the drag is going up a little faster than the excess power. But you are getting down range quite a bit faster, on essentially the same fuel burn. The magnitude of propeller thrust hp change with increased speed during climb has not been well understood outside of fairly small flight test engineering circles until recently. For the OP, those square tips were easy to manufacture in the old days, but very bad for blade loading, noise and transonic drag. The three-bladed Hartzell prop is still the old 7282 blade section, meaning the airfoil along the blade span is fairly consistent. The McCauley elliptical prop is a pretty good design and is hard to beat from a performance standpoint, but it is noisier and has more rpm restrictions, at least on the J with its A3 and B6 dynamic counterweights. The Hartzell ASC-II composite prop for the DA40 cited has a wide chord to help get back some of that lost efficiency at the slower speeds that I showed above, but that chord is a little wide for an airplane with a higher speed range, such as ours. Hartzell makes a 3 blade composite prop for the 200hp Van's airplanes, 74 inch diameter with a narrower chord that the Diamond prop, and is better suited for our speed range. See here: The neat thing is that this prop is stunningly light, only 42 lb due to their new light weight RaptorTM hub (the 3 bladed MT for the same application is 46lb.) Would love to see the Raptor on an E or a J.
    1 point
  43. I just knew GILL batteries were good for something!
    1 point
  44. Great pics! And well oriented too! Best regards, -a-
    1 point
  45. IMHO a NASA ASRS report, including the tail number of the Bonanza, is not inappropriate in this case.
    1 point
  46. A 709 ride will complicate his life sufficiently he will never want to wrestle that tiger again.
    1 point
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