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Everything posted by philiplane

  1. I've been through Atlantic, no problems, reasonable parking rates for their ramp. And they have hangar space available and it's not horrendous. Self serve fuel is available next to the tower.
  2. The rubbing is only going to occur with a combination of low tire pressure and a firm landing. Or normal tire pressure, and an aircraft carrier arrival...
  3. M20J nose gear collapsed during taxi for takeoff, Easton MD July 12th.
  4. landing firmly, and with under-inflated tires, causes the tire to bulge outward and contact the door. When a tire squishes upon landing, the resulting bulge does not instantly disappear. It travels as the tire rotates.
  5. M20K geared up yesterday in Fairbury Nebraska. But, on the same day, a Cessna 172 landed in Oxford CT and found a bullet hole in the wing. Much cooler than a gear up.
  6. Back on topic. An M20J geared up in Kalispell Montana, and an M20E landed long and ran off the runway into a ditch in Neenah Wisconsin. Looks like we can't go two full weeks with wrecking another Mooney.
  7. It is doubtful you will see spark advance approved for turbo engines, without an automated detonation detection & control system integrated to the ignition. The only way it could happen is for the EI STC holder to run their system on each candidate engine, in a test cell, under the conditions that the FAA imposed for original engine certification. To prove that the EI will not harm the engine under worst case conditions. $$$,$$$ per engine model.
  8. Rejex is a polymer sealant that has been around for years. People seem to have forgotten about it in the current "ceramic" craze.
  9. A properly adjusted governor will keep the engine at 40-50 RPM below the max RPM during a full power run up. The engine will reach max RPM on the takeoff roll above 40 knots.
  10. Try Certified Engines Unlimited in Hollywood FL. KHWO. They have a huge inventory of parts.
  11. Don't forget the Cirrus has a real backseat. And, no Ovation makes 172 knots on 12 GPH with three aboard and bags. The normally aspirated SR22 would be a better Ovation comparison than the SR20. It will achieve 173 knots on 13 GPH at 16000 feet. At a more common 11,000 feet, it does the same on 14.5 GPH. At 8000 feet it requires 15 GPH. The plane has remarkable efficiency in the 8000-17000 foot range, like the Ovation, only with more room and useful load.
  12. Yes. G1, G2, and G3 versions. The G3 is the fastest of the bunch by 3-5 knots because of the improved G3 wing and better gear fairings. Even so, at 6000 feet the G2 does from 140 knots on 10 GPH to 159 knots on 13 GPH. I usually saw 152 knots on 12 GPH with three people and bags, or 155 with two aboard.
  13. 25 degree timing will definitely increase the CHTs. From 10-30 degrees. If your muffler is restricted, that will add to this number. A borescope inspection of the muffler will tell you if it's bad.
  14. Heat and humidity here in Florida will cut the book number almost in half. You saw it in takeoff and climb. The hot runway makes the density altitude higher, which is why initial climb is slow. It improves as you get further from the hot airport environment. Your actual density altitude on the runway was probably 2200-2600 feet. I have an air data computer that I monitor on takeoff and it will show the actual conditions on the runway, not what is recorded on an ATIS, or observed in the cooler grassy area that an ASOS sees. After factoring for the atmospheric conditions, you'll need to verify that the airspeed indicator is correct. There is no requirement for them to be tested or calibrated, so you'd have to ask an avionics shop to check it when they do the 91.411/91.413 24 month certifications. If it's OK, then you start with mechanical issues that affect performance. Ignition timing, alternate air system, exhaust system, camshaft condition, max RPM verification (tach reading correctly).
  15. The real max cruise numbers on an Ovation 3 are 192 knots on 19 GPH at 8500 feet. At 10,500 they are 189 knots on 17 GPH (70%) power. Remember this is the 310 HP version, not the 280 HP standard version. And it is at 2700 RPM. Pulling back the power to the normal cruise and you'll find the Ovation is a 185 knot plane, only 10 knots faster than the normally aspirated Cirrus SR22. Ten knots equals a fiftenn minute difference on a max range 800 NM trip. Fifteen minutes. Now let's crank up the Mooney to max cruise, and we'll get there 24 minutes faster, but on 4-5 more gallons of gas. And be putting cylinders on the engine in about 400 hours. Been around both planes long enough to know that these are the real word numbers. The other Mooney problem, solved only with the latest U/V models, is the door. The door on all previous Mooneys is tiny in comparison to the Cirrus door, and to the M20U/V. Watching four big guys get in a Cirrus is no show at all, but take the same four and try to get them into a Mooney, well, you'd better have popcorn and a comfortable chair.
  16. Can't do what? The SR22TN performance table shows 198 KTAS on 17.6 GPH at 18000, the previous table would show 195 KTAS on the same 17.6 GPH at 16,000 feet. On a standard day. On a warm day, it would be 200 KTAS. Oh, wait. You show 7C at 16,000. Which is +5C above standard. Which means the Cirrus will beat you by 1 knot under those same conditions, with 200 more pounds aboard, and the gear hanging out. You have to give credit to the designers for the efficiency of the Cirrus airframe. And even more credit to the geniuses at Tornado Alley Turbo for their handiwork. It's the first turbo system ever to achieve the speeds it can while keeping the CHT's not only manageable, but cool. I can set up 85 percent power and not have CHT exceed 360 degrees. No other system can do that. And yes you can get syn vis on an 06 Cirrus, via the Avidyne R9 upgrade. I flew one for three years. And the reason for the higher price on the Cirrus is obvious...more standard equipment, air conditioning, and ultimately, higher demand. My guess is that the Bonanza will be the next legacy airplane to be discontinued due to low demand. They are on the same path as Mooney. Not giving buyers what they want. How can you keep the lights on at a factory selling 13 planes per year? Mooney didn't have the ability, and Beech is subsidizing the Bonanza/Baron line with King Air sales. At some point the bean counters will say enough is enough. Meanwhile, Cirrus is selling 300 planes a year, adding new features as they go. You can bet that the Garmin Autoland will find its way into the SR22 soon.
  17. If you weigh with full fuel, you need to check the specific gravity of the fuel used to fill it. Avgas weighs between 5.7 to 6.1 pounds per gallon depending on temperature and the brand. 5.82 is an average weight at 59 degrees F. And, there is no way to know if the tanks are perfectly "full", since the level depends on filling to the neck, not above or below it. You can have 2-3 gallons variance there. Also depending on how level the plane is. Best practice is to defuel the plane.
  18. Gross weight is limited by the stalling speed more than anything else. It would take a change in flap design, or adding lift devices to maintain the certification stalling speed at an increased weight. You can also establish landing weights that are below takeoff weights. Or, they can provide equivalent levels of safety by adding crashworthiness upgrades like air bags, better seats, etc, to allow the plane to stall a few knots above the original certification and still provide the safety that the 59 knot limit afforded. Mooney did none of those things, so they sealed the fate of the current models. A four seat airplane realistically limited to one person and bags is hard to sell.
  19. And here is the SR22TN performance data. Definitely faster than an Ovation, with more useful load too. Not sure why Mooney couldn't add 200 lbs to their gross weights to make the planes competitive. It's not impossible. The 2014 SR22 G5 and up have 1100-1200 pound useful loads. I've got a new mission requirement for the next few years, and I would use a Bravo for it, if it had an 1150 pound useful load.
  20. Did you remove the tie downs before flying the Cirrus? Maybe you're dragging the four foot chunk of concrete that's normally buried at the end of the rope? Trying to figure out why your Cirrus are so much slower than ours. The 2011 and the 2014 SR22's I fly easily do 174-177 knots at 75% power LOP. In the Florida heat and humidity. With four big guys on the way to Marathon for lunch. It's only a little slower than my friend's Ovation, and you can't get four big guys into that plane. If it's just two people, then a Bravo works for me better than all the aforementioned planes. And for more than four people, I'll take my Aztec. Same 175 knots speed, just on a little more (24 GPH) fuel burn.
  21. The SR20, up until 2016, had the 210 HP IO-360 Continental, chosen for smoothness and efficiency over the 200 HP Lycoming IO-360 that was available when they certified the plane back in 1998.The 2017 and up have the Lycoming IO-390 rated at 215 HP, mostly driven by flight schools, since that is where the bulk of SR20 sales go. A Cirrus SR22 has book speeds as high as 184 knots depending on altitude and temperature. It's designed to get 174-178 knots on 17 GPH at 8000 feet. In the few dozen SR22's that I've flown regularly, those speeds are not hard to get, and to beat.The SR22 has the most detailed performance charts ever produced for a piston single. I also find that the turbo version, whether the Tornado Alley, or the Continental version, to meet and exceed their book numbers. At 9000 feet the turbo easily does 190 knots on 17 GPH, and take it up to FL250 for 214 knots on the same 17 GPH LOP. You can get an Acclaim to beat it, but the cylinders have a short life when run at the power settings required to get that 240 knot top speed. I've got a lot of time in Mooneys, Cirrus, and other HP singles in addition to a few thousand hours in piston twins, a few hundred in twin turboprops and then there's some Citation time as well. Probably more variety of airplanes flown than the average pilot, due to post-maintenance test flights, rigging flights, avionics check flights, Part 135 charter flights, and the usual instruction flights. Drawing on that experience, I'm able to find the flaws that rob speed better than most. Rigging and forward CG's are the things that slow most planes down.
  22. Most FBO's use a $2-3K triple tank cascade system on a cart. With a golf cart to pull it. And tying up an employee for 30-60 minutes. When you run the numbers, charging under $50 per fill is a loss. A reasonable fee for a fixed oxygen fill is $70-90. Portables are only a little less, at $30-50, since the time is less, but the equipment remains the same.
  23. Yes, and now there are as many Cirrus in existence after 20 years, as there are Mooneys since day one. And Cirrus is adding 300 planes a year to the fleet, while Mooneys are being lost through accidents and scrapping for parts. The trend will continue since Cirrus is now the single engine business plane of choice. Same situation with Bonanzas, which were the business plane before Cirrus came to be. The 155 knot SR20 will compare with every four cylinder Mooney, and the 175 knot SR22 will compare with the 232/252, and the 190-215 knot SR22T with the Ovations & Bravos. The one "shortcoming" of the Cirrus is you can't have a gear up, so it doesn't truly compare with most other HP singles.
  24. A list of the gear ups per 1000 registrations in the US, from 2005-2015.
  25. Made it through the weekend with only one Mooney, an M20J, geared up in Muskegon Michigan.