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A few points to ponder: 1. Prop efficiency: Bob Kromer (former Mooney test pilot) has stated that the M20J prop has maximum efficiency at 2500 rpm. However, with a constant speed prop, the efficiency curve is relatively flat, so it probably doesn't make a big difference over the range of normal cruise rpm. Lower rpm does reduce the horsepower lost to friction. On the other hand it reduces power once the throttle is wide open. 2. LOP: Leaning reduces both BSFC and power. One way of thinking about it is to run as lean as you can and still get the power you need for whatever speed you want. WOT always provides the greatest efficiency for two reasons: less pumping loss (work done sucking air around the restriction of the partially closed throttle plate) and the engine doesn't exhaust burned gases as well at lower intake/exhaust pressure ratios which lowers combustion temperatures. 3. Carson speed: The best range for fuel burned is at L/Dmax speed. Bernard Carson's contribution was to recognize that the utility of airplanes has a lot to do with speed and he came up with a speed that minimizes fuel consumed per unit of velocity (kind of like SFC is fuel consumed per unit of power). Mathematically it works out to the speed for (CL1/2/CD)max which is 1.32 * max L/D speed. I've attached Carson's original paper which is an interesting read. Skip AIAA.1980.1847.B.H.Carson.pdf

This place was awesome! Needed an ignition harness called a more well known (better advertised) name company told it was a 12 day lead time after 13 days they hadn't even charged my card for a single harness. Read this post decided to give them a call last Thursday placed an order, told 3 business days then drop shipped. Called cancelled the original order. Got both harnesses shipped cheaper than the other place. Here it is Monday and sure enough as promised, harnesses delivered. Very pleased. Now I can get the plane put together and annual complete. Heres to Mooneyspace the network and knowledge!

I was at the hangar today and pulled the Aux breaker with only the master on and the radios didn't come on. Weird, because I know that they did last time I tried it. But then I also noticed that I could turn the landing light on which is powered through the aux bus and should be disabled with the Aux breaker pulled. So I pressed the Aux breaker in and held it fully depressed and the radios came on and and the landing lights went out. When I released the breaker, it popped out a fraction and the radios went off and the landing light went on indicating power to the aux bus. Looks like the aux breaker is going flakey. This is only the second time I've tested it in 2-1/2 years. I'm going to add testing all the breakers to my annual checklist. Skip

You can also go to your proctologist as many times as you can afford.

You can visually inspect the stops yourself. Remove the inspection panel under the left horizontal stabilizer (see photo). Look inside, up, and forward. See photo- red circle is one of the stops (the other is forward of it), the green arrow points to the structure that it hits to stop its movement.

I still think the speed mod that gives the most bang for the buck is extra gas. Fuel stops slow you down more than anything.

The equation used to get BSFC is different depending on whether the engine is running LOP or ROP. On one side Fuel Flow matters and is part of the equation, on the other side it doesn't. Therefore it doesn't make sense to add either numbers to the chart. The chart can be read completely and appropriately using the numbers provided. But as @bluehighwayflyer said, I know how it works and how to use it. I cruise my turbo 252 in the flight levels somewhere between 20° and 30° LOP and enjoy a 35% fuel savings for only a 10% speed penalty. It also keeps my cylinders cool and my turbo happy. And on long flights, nothing says speed like skipping a fuel stop. So when all the ROP guys have to stop for gas, I just keep going

What numbers do you want? All the relevant numbers are there.

Then look for a K with the Encore conversion. There aren't a whole lot, but some are still being upgraded (here by @Parker_Woodruff and @gsxrpilot that I can think of offhand).

I thought possibly a data base exists which gives validity to the continuance of the Eddy current test for the hubs. Maybe it does, I just need to search (as you suggest). Hmmm! My propeller shop ( for 33), to the best of my knowledge, has never discovered a descrepant hub via the AD. You are correct, it is a pain!! I am, and have been since the AD inception, wondered is it, or was it a knee jerk reaction to limited situations, or as others ( love that term ), a political move to sell new propellers? Have I mentioned the AD is a HUGE pain?

Don is local to me at Cannon Creek and rebuilt my Bendix's in an afternoon. EXTREMELY competitive pricing. IIRC I paid $450 for him to IRAN both with new points, contacts, wipers, etc, etc, etc. Of course he was a mile away so no shipping.... I highly suggest him. He also builds and overhauls engines and has been a staple in North/Central Florida for quite a while.

Yeah, that's a later model year fix. I have had the difficulties with my trim moving on my '62 as well. We even paid a mooney service center to "tighten up" the trim, which did nothing...not even certain what they did. One thing we looked at was retrofitting the later friction device. We decided that a newer trim wheel would be required (as the original was not designed for the added wear). A hangar elf put some friction material between the trim wheel and the riser and I haven't had nearly as much of a problem since.

One thing to keep in mind about instruments with backup batteries is that batteries degrade over time. The ICA for each instrument usually has a requirement for periodic test and also replacement intervals. Also the main battery should be capacity tested annually. As lead-acid batteries degrade, they lose capacity. Just because it starts the airplane fine doesn't mean it will run your panel for any length of time. Skip

Never had to replace one more than every 10 years. The weight is negligible. Just skip lunch.

Not sure if its the same as the one that came on my ovation, but be careful when you take the bulb out. That colored lens will suddenly liberate itself from the wing tip and if it hits the floor it will cost you $40-80 depending on how good you are at ebay.

One is every other year and the other is every two years.

Hoskins timer. https://www.texasairsalvage.com/main_view.php?editid1=185559

hi everyone! thanks soo much for all the support! we've not been waiting for that surprise, thanks so much again and again! (especially to you @carusoam such a nice person you are! here is a bit of our (sekomel) story: we'r both first officers at turkish airlines currently, I fly (seko) b777 while my wife (mel) flies b37. we'r both graduated from turkish airlines aviation academy - I did my trainee in ireland and she did it in turkey- and we've met in university (knowing each other since 2007) aviation is one of our big passion in our lives so we've been trying hard to buy an airplane for ourselves last couple years (saved money but took some time as turkish lira lost huge amount of value against dollars/euro) about our beatiful but lonely country..:) turkey is one of the leading at commercial aviation (especially turkish airlines and pegasus airlines leading europe for the last one year even though covid-19 crisis) countries among european countries..however..we are well behind general aviation, unfortunately.. there are appx 500 single engine types of airplanes all around in turkey (compare with population is 80 million!) so we have looong way to go.. I know there are thousands of youtube channels way better than us but we're just started and the good part is that turkish people (especially the youngest) are really reacted good to our videos. I think it is a good signal for the general aviation's future in turkey.. our big dream is 'circumnavigate the world' which will be first in turkish aviation history and I hope this will lead turkey's general aviation to step up for the next gens.. as we have been flying last 5 years at jet airplanes, we are now flying some 'trainee' flights (some of you might be remember the topic I created about a week ago) to remember the idea of visual flight rules and how to handle single engine type of airplanes etc.. I have a dream that someday, some of you will come to Istanbul and we will fly all together, I will show Thanks a million again for the warm welcome & support..we felt that it in our heart from thousands of kilometres away..we would like to host you anytime in Istanbul or any part of Turkey, maybe with the 'mooneys' ..who knows. @ArtVandelay @N201MKTurbo I hope we will post it in english soon, it is really takes time making a video..also our flights and private life etc..but I hope we can create some time for english subtitle from now on..(subtitle is easy part but synchronisation is killing me..) @xcrmckenna hope they were quite though @flyboy0681 she will be..after we've done our transition to mooney..she can pick any seat (left or right does not matter for her) @carusoam thanks a million again for giving that chance.. I wish you all healthy days, sekomel

Lot's of flying recently. IFR training flights on the 20th, 24th, and 27th. You can read about those flights over in my training thread or on my blog. In between I squeezed a short 15 minute flight on the 26th over to KRAL after work for some less expensive fuel and to see what it looks like outside the plane when you are flying. Yesterday afternoon after my morning IFR training flight my wife and I took her sister-in-law for her first small plane flight along the coast down to KSEE for a late lunch. The smallest plane she had previously been in was a 12 passenger puddle jumper. It was a little hazy but a beautiful flight none the less. She enjoyed it. On the way back we took a turn over the Port of Long Beach to see all the container ships that are stuck waiting to unload. (@Hyett6420, life jackets on everyone)

Thanks @carusoamfor leading them to the growing list. @KLudwickowns an E and is willing to travel if @mike_elliottcant make it up. I’m close but have very limited E time, let us know @Hakarhow the search goes. Maybe reach out to the guys in Dalton Georgia or Daytona MSC to see if they know of someone who could help.

And where water pours out of the aft overhead air vents if the drain tube is blocked. Or- if you fly through the remnants of a tropical storm and overwhelm the drain tube .

Go, go Mooney go....... FAST!

The Super ES is the experimental version of the Columbia. Fixed gear, 230 knots. The 4P is a totally different animal.

Add a little O2 and my 252 will do that on 9.5 gph.

No, fuel flow does matter, it matters a whole lot. What shoud be considered is that throttling by fuel flow is nothing new, Long time ago a guy named Rudolph Diesel developed an engine that was entirely throttled by fuel flow, it operates at all times without a throttle valve regulating air flow, it never has a vacuum in its intake manifold, it’s if you will the ultimate LOP engine. It also demonstrates rather well that fuel flow does matter, as fuel flow is the way that power production is regulated. One thing people lose sight of is that these engines are heat engines, that is the motive force is derived by the rapid expansion of air from heating, it’s not an explosion or anything else, it’s no different than a turbine in that respect, and just like a turbine the max power output is pretty much determined by how much heat the engine can handle. ‘So within limits increasing the amount of air that’s available to expand by heat will increase efficiency, but the heat has ti there to expand the air, and of course the heat comes from fuel flow.. A turbo is a pure heat driven turbine, and what makes a turbo “happy” is lower temps, and 25 LOP is hotter than 50 ROP, by 25 degrees of course. Replace those numbers with any others you want to, a turbo only know temps, it doesn’t care LOP or ROP. ‘Cylinder head temps follow power production, they are cooler at LOP because power is down, not because there is any “excess” air available to cool the heads.

generally because Garmin puts exclusive communication protocols in place, to force you to make the rest of your panel Garmin. Mix and match only works if the non-G equipment maker has decoded and written software to communicate with whatever Garmin equipment you already have.

According to the TCDS, it’s a POH.

Nope, my green bulb recently burned out, so it does happen!

We need the rear-facing wingtip position lights to go LED too! Don't forget those, Whelen!

Does anyone else find it confusing that "engine reference manuals" contains airframe maintenance manuals and "Pilot operating handbooks" contains parts manuals? Would it not help to add a few more categories and reorganizing the documents that are all ready there. Some examples of new categories would be like: Parts manuals Mooney Service Manuals STCs and 337s ADs and SBs Checklists I would be more then happy to help catalog if able.

Good old Anglo Saxon monosyllables are often better than Latin polysyllables, especially since Latin died out as a natural language well over a millennium ago . . . .

If the components have failed it’s a different story. But if they’re still working there is no way you’ll ever detect that 4 lbs of pump and indicator and you’ll never cry over too many attitude indicators.

But why remove the vacuum attitude? Who ever complained they had too many attitude attitude indicators ? Mine sits to the side at the ready if I lose all 3 interconnected AHRS units.

That doesn't appear to be true for any Single Engine piston under 6000 lbs, only for all others - from the AFMS below. However, IMO as a CFI-II I wouldn't ever be caught out doing training in actual IMC with only GPS on-board - that's nuts given how easily they're jammed and with almost daily GPS interefence testing NOTAMs putting it at risk of losing coverage. That said, all I ever use to navigate is GPS. But I have lost GPS from jamming 3 times now, including being IMC, (although not yet in US airspace) and each time I was abe to fall back on VOR navigation. So for me, not even two TSO GPS navigators (which I do have) are sufficient without a Nav radio backup The Arrow came with 2 nav-com radios, personally I'd want both for an IFR Arrow.

hah hah, In that amount of time its probably limited to a log book entry! But only a frequency of once of month will keep resetting the next annual due date.

The seats are included in the airplane empty weight and moment so if you want to include the weight and moment of the seats with the occupants, you would need to subtract the weight and moment of the seats from the aircraft empty weight and moment. According to the M20J POH, the aircraft empty weight and moment is calculated with the seats in the most forward position. Thought experiment: If your front seat passenger has the seat forward at takeoff and then decides to slide the seat back to the aft stop during flight, do you need to recalculate weight and balance? Skip

I did not have the original weight & balance and equipment list for my airplane. It was exported to Canada in 1977 and when imported 25 years later, the original logs for N6835V weren't with the plane (1975-1977 missing), nor the original weight & balance. Friday afternoon I emailed Mooney asking if they still had the records. Within 2 hours, Kevin Kammer, Director of Customer Service answered back that he would try to find what I needed. Monday, 11 AM, Kevin emailed copies of the original weight & balance and equipment list dated 6/19/1975. I am impressed with that kind of service. There were a couple things in the information he sent that brought understanding to a few things. Looking at the TCDS (possibly old and out of date) for the M20C, it showed the front seats as being from 36.5 to 44.0" aft of datum. There is a 1966 C weight & balance available for download on MooneySpace showing those numbers stating the seats have 6 adjustment positions in 1.25" increments. Oops, do the math on that, something is off. That would give an adjustment range of 6.25", not 7.5. With the original weight and balance in hand, it lists the range of adjustment from 37.75 to 44.0" with 6 positions, 1.25" increments. That fixes my main problem of a too forward CG with only two on board. Nothing like having correct information. As far as taking the seats themselves into account, the 1975 info does not appear to do that. But as Skip pointed out, the chart may. Pretty hard to see such a small number on those charts. The 1966 C weight & balance available for download on MooneySpace does have a line for the position of the empty seat itself. It lists the weight at 17 pounds each. Yesterday I weight my leather covered articulating seat with headrest at 20.5 pounds. Friday I emailed Garmin Pilot asking why the seat weight itself was not taken into account as it moves it's full range. They emailed back today (anonymous customer service) their developer were looking into that. RobertGary1, the format of my owners manual is just about the same as the 1977 J POH. I meant to look a the front cover to see exactly what it was called, but forgot. It was even on my checklist and still forgot.

Lots of things can make the power go out. This is why we have 2 magnetos for example. This is why I never understand folks who chest thump after throwing their vacuum system overboard.

Great flying plane! Just got 6 hours in it with @mschmuff for my flight review and IPC. Happy to answer questions for anyone interested.

To answer Corusoam's question, there are no marks on the elevator. But since it has a sharp edge, I wouldn't expected that the light contact that occurred would produce any marks on the elevator. I do recall that either on the pre-buy (1994) inspection or during an annual shortly thereafter, some corrosion was found on a rod. It was cleaned and repainted. I'll check the logs. I will also perform the check Skip suggests. Clarence, can I visually inspect that the travel stops? Nick

I always thought to deny or grant the privileges of our licenses was the job of the FAA and the FAA only. If insurances start to pick only good risks and leave all those they DEEM a bad risk (without or with reason) then in mid term then why do we have licensing and certification bodies at all? Might as well hand it all to them. And be sure one bit: If it starts in aviation like this, other things like cars e.t.c. will follow. My opinion on this is absolutely clear: Nobody who has a valid license, valid rating and valid medical should ever be banned from flying by anyone but those responsible for issuing the said documents. Otherwise, we may as well hand over any form of regulation to the insurances.

@201er should be along soon, with what he uses for his 10-12 hour flights. Expect deep LOP with full throttle.

I was gonna say Gear Switch and Bypass Button . . . .

Life also used to be simpler. Systems were straightforward with a minimum of interactions between instruments and avionics. Now, everything is interconnected in ways that are not always obvious. I tried doing a failure modes and effects analysis on my bird and soon gave up -- the failure modes are not all obvious and neither are the effects. I couldn't even get good information from the manufacturers. Case in point: I asked Garmin what the effect on the GTX345 AHRS would be if the GPS signal from the GNC430W was lost. Tech Support didn't know and asked Engineering. The answer came back that it should still work. Skip

The only way to see how close the rudder gets to the airframe... typically... the rudder is centered and doesn’t move much while on the ground. It is connected to the nose wheel... For reference... I circled the area in red... The nice pic with the shiny reflections kind of hides what we are discussing... See if there is a matching mark on the elevator? Best regards, -a-

Last time this came up, this guy was recommended:

A death in the family necessitated a flight to Wisconsin to attend the Memorial Service. The weather was as forecast with clear skies on trip up and lower ceilings on return. The Mooney allowed us to attend an afternoon service and still get home before sunset. The flight up was quick at 175knots and a stiff headwind on return saw ground speeds of 145knots. The weather in Iowa/Midwest has been unusually cold with single digit highs the norm of late. Overcast and snow conditions have been the order of the day. It was nice, even under sad circumstances to get a flight in that had purpose. Love the Missile.

I don't mind getting the vaccine, but I don't want to sign away my HIPPA rights and get in their damn database. It's none of the governments business what medicines I've taken (I know, I just did MedXpress) or what businesses I've visited. They are trying to get us to a point where you won't be able to do anything unless you identify yourself to prove you have been vaccinated. This will allow them to track your every move. None of their damn business!

Finished the panel. It’s been about a year of planning and probably 200 hours of work. First flight yesterday was true gratification. Sent from my iPhone using Tapatalk