Tony__L

YOWZA!!!!!!!! Fuel flow?

Rags, I agree it would be more efficient up there. I was down at 4k because that was where we did previous speed tests. I had planned to go up to 8k (as I had also previously done) too but ran out of time. PS: no RAM air on my F :-(

Okay, here goes. I went and did a few runs the other day to see what LOP ops would do to my speeds and fuel burn. I was also a little concerned that I had lost some speed since doing a flight test a year ago in the same plane as part of my loonnngggg purchase process and so wanted to see what the performance was at those same settings. The attached PDF shows my average speeds using the 4 cardinal points method all at 4000'. 2 runs were at 30 LOP, one at 24/24 and the other at 25/25. The 3rd was 50 ROP at 24/24. I applied this data to the 3 turn method and did 3 iterations of each (starting at a different point to see if made any difference). So Erik, I hope you are satisfied . Net result, there is no difference in the result. SpeedTests.pdf When I did a 4 point cardinal test last year the plane was flying at 144kts TAS at 4000' at 24/24 and 50 ROP. From this test it seems like I have lost around 4kts and possibly another knot or two as the plane was lighter this time around. Perhaps I also rushed the test a bit because I did not give the plane as much time to settle after each turn, so there is perhaps a knot or two to be gained (but who can fly that straight and level continuously anyway?). As far as LOP ops go. I think I still have to practice this as I think that I am losing too much speed when going LOP. Especially since I have GAMI injectors and an EDM 700 to fine tune the mixture (so no guess work). I found that during LOP ops the temps would take a very long time to settle and that perhaps with more experience I might be able to shorten and fine tune the process and get more out of the plane wrt speed. The speed loss just seems to be too much!!!!!! I have never tried to see what the plane is capable of at say 25/25 100 ROP (max power) or WOT/25 at lower altitudes to see what she is capable of. I have done a 25/25 50 ROP at 4000' and did a TAS calc using IAS OAT QNH and got a TAS of 146kts @ 42 Lph.

I did a few speed tests a couple of weeks ago. I will post the results in the morning. 1967 M20F Executive, 700 hr engine.

I have watched a couple of Mike Busch's webinar's on mixture control and leaning to LOP this week. I went out yesterday and spent around 2 hrs trying all manor of mixture settings, all at 4000ft. I found a substantial saving in consumption, around 20% per hour and around a 6% loss in speed. At the same time all my CHT's were around 30 to 40 degrees cooler (not that they needed to be cooler, my engine runs quite cool already). What I did find was that it took longer to set the mixture and for the EGT's to stabilize at LOP. Perhaps it is a practice thing. Was an interesting exercise and I will definitely be running LOP in the cruise in future. I am going to continue to research this though as it is a very interesting field of GA. BTW; flying a M20F Exec 21 with 3 blade prop. PS: what speeds do you guys with the same setup as me get out of your planes and with what configuration is that? (Sorry for the hijack)

Thanks for the responses! I will try them out the next time I travel uphill

Interesting, I have heard about the red box before but only in passing conversation. Where can I find some literature on this topic?

I am interested to know the different ways (techniques) you guys lean for high altitude take offs. I live at the coast and have little opportunity or need for this. Also, at what altitude do you believe it becomes necessary to lean for take off. In case it helps I have a 1967, M20F Executive. Thanks Tony

Fantastic video!!!!! Why no flaps on the first take off?

Awesome plane! We'll done and many safe hours flying her!!!

Do your homework. Cessna are building planes in China now as are several other brands. So less and less of that money will go back to the States.

Then buy a balloon! Aircraft are designed for a certain mission, not to say you can't fly them slower, but if that is what you want to do all the time . . .

Subscribe.

Another good tip, thanks :-)

Thanks for all the advice and tips! Keep them coming :-)

Hi Turbo Sorry, I should have added some specifics in my original post. Plane is 1967 M20F Executive. Gear is manually operated. Thanks for your advice and will run it by my AMO to see what he says! Tony

Thanks, I will ask them about the 5" linkage and see what they say.

I have! I have taken it to the Mooney agents, both sales and service, for Africa.

I showed them the picture and they said it was not unusual. I don't think this is correct!

Hi All, I have a problem, I think, with my right wheel/gear hanging down a bit while in flight. Now, I have shown this to my maintenance organisation who said that this is normal and that it doesn't look nearly as bad from the front (see Before picture, without snow). The plane was in for some maintenance shortly after this picture was taken and they worked on the rigging and said that nothing more can be done (see After picture, with snow)! Unfortunately I could not see what it was like when it was on the ground and on the stand to see what it looked like from the front. Surely though this is not as good as it gets? What effect if any will this have on performance? Any advice on how to get this sorted out, bearing in mind that I am in South Africa. Thanks Tony

1967 M20F 32 per side JPI says 242 liters total Never run a tank dry but have put 110 liters into one once I understand that the full 32 gal is useable PS: I owe you a visit. Perhaps we should meet half way some time . . .

Fantastic news!

I saw this on YouTube. http://youtu.be/dGNvYwKWVHQ

Thanks for your responses. As far as the grass runway is concerned you might be interested to note that the Mooney agent for Africa is based on a grass strip (not far from here in fact) and the strip there is terrible. Naturally they have a tonne of info regarding soft field ops with Mooney's. One of the best pieces of advice they have to give is to lower your tyre pressures, to something like 30psi. This takes a lot of the vibration and impact away from the air frame and fuel tanks. You can really feel the difference when the tyres are softer. You must just remember to inflate them before going back to an asphalt strip with a heavy load. Tony