Ragsf15e

I’ve got an older Yaesu. It’s well built and has lasted but the user interface is not intuitive. Actually, I find it barely useable without the manual, which probably isn’t what you want in a backup.

I see @Igor_U answered with his thoughts, I’ll give a different view. I have an F with the 201 windshield and side windows mod. I don’t know why you’d do the oil cooler relocate. Solution in search of a problem. I think the side windows are nice but what do they really do for the airplane? Now we come to the 201 windscreen… it’s much more sexy than the standard and apparently makes the cockpit feel more roomy? I haven’t experienced that as I haven’t flown a vintage windshield. However, the 201 mod removes all access to the back of the instrument panel which makes any panel work, hydraulic fluid reservoir filling, circuit breaker issues a real PIA. Im also not convinced it added any speed. It looks like it should but mine is certainly not faster than stock and it’s pretty well sorted out. It does help prevent water leaking on the back of the panel, but that’s preventable anyway. So if I was you, I might not wait on lasar, and I’d get my airplane flyable!

Yeah, that’s fair (isa temp dev). I included the temp but was too lazy to look up isa. It’s 0c at 7500’, so I was isa +16c. The other thing that can be counterintuitive is that you can get higher cylinder temps at higher altitudes even in an NA engine. The air is much thinner as you go higher, so even though it might be cooler and you’re making less power, you can still end up with warmer chts just because you can’t cool them as well with the less dense air. I find that effect pretty noticeable by about 7000’ and above with the mooney, especially when it’s also hot.

Ha! No, I have a sensorcon mounted at eye level on the canopy bow. I should take that one down, it’s old.

I took pictures of my engine temps running ROP and LOP today at 7500’, warm OAT (at least for Washington). I have the same Lasar cowl closure. I’m thinking your temps are pretty normal. (I’m in “normalize”, so the bars look even, but look at the actual values) 100 ROP ~10 LOP

Yes, they are the same length. There are generally 3 lengths, the short bodies (D,C,E) up through about 1975. The mid Bodies (F,J,K) and then the long bodies (Bravo, Acclaim, Ovation, Eagle). The 231,252, etc are versions of the K. Don’t worry, your English is much better than our French.

This one is the gps-13r at khio:

I’ve seen/flown a bunch of approaches that let you use lower visibility minimums (although they are only applicable to some operators) if you have hud, flight director or autopilot to DA. So, while nice, the hud might not get you much you don’t already have… unless it has a gunsight. That I would pay for.

Yes, mine too, same mod. That being said, the remaining opening isnt optimized like a J model which keeps temps a bit closer. Yours are actually a little more even than mine. My 3 is hotter due to the known issue with the fins (or lack) against the back baffles but it depends on which cylinder is leanest or richest.

Wasn’t his gear down for that whole video? Seems like a lot of drag could be relatively quickly removed…

For a guppy mouthed vintage Mooney, those temps are actually pretty even and not actually that warm.

Crazy, but I had mine come loose like that too. My eagle eye IA caught it at my annual and showed me the two halves moving separately. He had to remove the lower cowl to get at the bolts, but tightened it up before I started having problems. I have heard a couple other people who had similar issues.

To the OP, maybe a bit contrarian here, but I might actually do a simple 2 servo gfc500 installation. You will also need a g5 or gi275 to run it, but those could fit in existing space so no new panel. With the basic autopilot, you’ll find long vfr cross country much more relaxing and you can spend the extra brainpower on staying aware of weather, fuel, airspace, etc. For vfr, you really don’t need that fancy waas gps when you’ve got one in your phone, ipad and the g5! Just select the track you want for your destination as the heading bug and the autopilot will get you there! If you go with this simple setup, you have the basics of a system that could be upgraded easily later with the full autopilot and whatever glass you want. My guess is $25k installed. You can probably find a newer gen used radio if you want, but old ones usually are good until they die. Is something wrong with your wiring to make it weak/scratchy?

Chewelah 1S9 for a short walk/scooter to the golf course for breakfast. So many deer on the airport! A little scary.

I had the famous “sticky switch” version of the hydraulic flaps, so technically I didn’t “leave” mine down, but I did fail to confirm they were up. When I leveled off, she didn’t accelerate that fast and the attitude looked weird. It didn’t take long to figure it out. A little lube in the flap cable and better checking of the indicator helped. Mine had the crack when i bought it and it was behind the mounting hardware on the stub spar as @EricJ said. I seriously doubt you hurt anything, but I know it feels bad.

How have you learned all this stuff?? Seems like you’ve lived about 3 lives.

Wow, that’s an awesome looking Mooney! Congrats!

Possibly that’s true, however I talked to them when I was at Prineville after they moved (last year) and none of the mechanics had moved from California, and the Oregon ones had plenty of experience but none specific to Mooneys. I would still use them (my own shop isn’t an MSC either), but I wouldn’t assume they have any special experience. Maxwell and a few others still do, not that it’s required for most maintenance, but maybe for something like this it’s useful.

Fair enough. Im sure you’re right, but we might be able to get 75% at 1’, no? I guess I’m just being snarky, but I personally don’t think the juice is worth the squeeze if you need to maintain exactly 3’ above a high DA runway with the gear up in order to do it right.

I (and the FAA) agree that the reduction at 10% of airfoil length is about 50%, but 3’ is pretty low, especially for an inexperienced pilot. It’s important to remember that the effect still reduces drag up to 1 wingspan, so maybe leveling off around 10’ and accepting a 25% reduction will be more comfortable and executable. Additionally, just leveling off somewhere will let the speed build to Vx or Vy faster than trying to accelerate while climbing.

Get ready for a price shock too. New starters are $$.

That seems to be a common result with gear issues. Gremlins. I had a similar experience a few years ago…

Good chance your gear wouldn’t have even come up if you were that slow due to the airspeed switch. I saw that last week. Took off, leveled in ground effect to accelerate, selected gear up when I was sure I wouldn’t descend and nothing happened. Then , maybe 2” delay, gear went up. Im pretty sure I was just below the airspeed switch point.

Yes, hopefully the discussion will be of use to someone in a pinch. I will submit that the performance of the airplane is dependent on the performance of the pilot, and something as unexpected as the gear issue we’re discussing that requires a relatively large/unplanned change in normal sop is going to impact performance of the pilot/airplane system. I will also ask that next time you’re out west, stop by, I’ll buy lunch, but we’re going to do our lunch run somewhere appropriately high so you can have a more recent memory of high DA departure because I feel like we’re talking over each other.

I’ve had the gear not come up and it was definitely noticeable on climb rate. Maybe I could have slowed down and improved my climb rate, however I can tell you, that’s not the first thing that comes to mind on an instrument departure in the wx. Im guessing it might not be reflex on a high DA takeoff either. I guess im not saying it should definitely cause an accident, but if you’re taking off at a high DA already, you’ve got a lot of things you’re already working that are possibly different than usual. The last thing you want is to try to change climb airspeeds to something much closer to stall, worry about engine temps, and deal with a slower climb all while trying to figure out wtf is happening. Maybe it’s still possible to fly the airplane just fine in that situation while we sit here typing, but I don’t want that to happen to me at say 2600lbs, 9000’ DA. There’s a lot happening that’s probably adding to a chain. Im not saying it can’t or shouldn’t be done (I made several high DA takeoffs last weekend with my family onboard), but it’s something that gives me pause. All those “obstacles” around the airfield that you never consider at 1000fpm or even 500fpm look a lot different at 100 or even 200 fpm.