INA201

Using GPS on a 4 heading run and averaging the speeds is about as accurate as you can do, is my guess. Even then, turbulence(thermal activity), wind changes, temps, and pressure will effect performance. I'm just thinking here but flying on the calmest day close to standard conditions will probably yield the best results.

Alright back to J speed improvements. Haven't done a 3 or four way GPS run after all this as some of these items are being done in the shop now. I'll post when I get accurate data. 1. Gear doors flush 2. Moved temperature sensor probe to vent cutout. 3. Remove tie down rings 4. No step 5. No belly strobe, not sure if it ever had one 6. Tightened up and sealed all engine baffling 7. New inner gear doors with fairings 8. Donaldson air filter to replace Bracket(currently making this change) 9. New ignition harness 10. Replaced champions plugs with Tempest 11. Reworked fuel spider and installed all new fuel injector nozzles. 12. JPI 900 to help better determine %power with fuel flow. 13. Polished, sealed, and waxed the paint. 14. Going to get rigging checked. Flies straight with ball centered but I have heard stories..... 15. Will get engine mount adjusted to bring up engine about 1/2". It's a little off. 16. Removing old Loran antennae and another mystery antennae on the belly.(currently in the shop) 17. Taking off reverse seven antennae and installing new comant antennaes.(modern ones). Looks like they will have less drag but not sure. The reverse sevens look like they would create some turbulence compared to the shark fins. 18. Out weight into the baggage area to move CG rearward. Im not going to move the VOR antennae from the vertical stab at this point but that is an option. I'm probably missing something.

Let's just say for example your plane is worth 45 for conversation sake. You can get a very nicely equipped C or F for 25 more and the work is done. If you love your plane there is inherent value that is more or less emotional and is what leads many to upgrade the aircraft they have come attached to. Buying a plane already equipped is the most economical route typically. I really like my plane and have chosen to impractically upgrade it and will never get the money back. Man it's a lot of fun!!

I moved to a J from a 1981 Archer. The Archer is a great aircraft and Piper's best all around 4 seat aircraft IMOP but easily 35-40 knots slower in my experience.

I can speak to 44k ish on a similar starting point as you not counting the sale of many items that were removed. I think I'll have recouped around 10k for removing the below items. Items removed.... Whiskey compass, jpi 700, Garmin 430w, Kma audio, BK Nav, BK Comm, reverse seven antennaes, MP gauge, Tach, voltmeter/ammeter, instrument cluster, VOR indicator, old intercom, etc. Items being installed....Garmin 750, 650, GMA 35 remote audio, jpi 900, vertical compass, GTX 345, and a DAC gpss controller. Im going to wait on the six pack, glass, HSIs, and potential digital autopilot for a while and let things work out in the marketplace. I'm quite comfortable using a stratus with Foreflight for backup. These numbers aren't exact but pretty close. I will update numbers when it's completed on the thread I started a while back. Heres a couple of pics

In previous threads folks seemed to like PS Engineering the best. From what I understand now is "Big G," has stepped up and is very close to being equal. FWIW I'm currently having a remote Garmin unit with 3-D sound etc. installed.

Thanks for all the feedback! Looks like %HP is the trick to make accurate. I didn't have fuel flow before so I'm guessing using fuel flow whether LOP or ROP combined with MP and RPM will yield a better %HP than the JPI900??

I'm in the process of upgrading from a JPI700 without fuel flow to a JPI900 with all the goodies. While reading the manual I became curious about k-factor, fuel flow accuracy, fuel used, MPG, and percent power. Are you guys who have a modern engine monitor pleased with the accuracy of the parameters above? Any tips? Thanks

I agree. It would be nice to have a Mooney pipeline where there is a solid used market for planes post 1982ish era. Mooney needs to sell more planes. Does anyone really know how many they are currently delivering?

Has anyone replaced their glareshield lights and overhead lights with LED bulbs using the old rheostat? Seems to be the easiest option. Also, I currently have nu lights, do they ever burn out?

Is the Aero LED a big improvement over the Whelen? Good price on the Whelen looks like.

A displaced threshold allows for taxi and takeoff but this looks like a no use zone. I'll defer to someone smarter than me however.

I'm 6'3", 205, and I fit comfortably. My wife is 5'4" and has a ton of room. I moved up to the 201 from a Piper Archer and there is no chance of going back! The Mooney is more comfortable for me on long distance flights as well, at least for my height. You'll go faster than an SR20, 182, DA40, and close to a Bonanza for less costs. The 182 may carry a little more, comparable room, SLOWER and be similar in overall costs.

I do the throttle full open and mixture off approach and when it fires I quickly switch the throttle back and mixture open. D Max's approach may be worth a go.

Im going to wait on this. My lights are currently working so hopefully a burnout when this thing is available. http://www.aveoengineering.com/crystal-conforma-for-mooney/

I had a similar problem. Take a look at this thread. It ended up being the fuel spider on top of the engine. While moving through the diagnosing of the problem we found Champion plugs with extremely high OHM resistance and replaced all with Tempest plugs, replaced all injector nozzles, and retimed the engine. There was also another thread that was similar ending up with it being the spider(also called flowdivider). Be careful in diagnosing before just flying around to test fly. After it was all said and done my engine has run great since. Neilpilot also had a scary issue.

Available for wet wings and bladders or just wet wings?

You guys that have had problems with properly service mags, what are the specific problems? One side bugging out, loose bolts?

Call Don Maxwell since he did the last annual.

I'm down the hill at KSPA. I have heard good things from you guys. keep up the good work. This kind of information is always good to post here. Thanks

Thanks I found the previous thread after posting this. Most bikes the front wheels come off pretty easily which may be adequate. I'm not looking for high end bikes but mostly reliable for general use and trail riding. Gonna go by the bike shop tomorrow and see what transpires.

Thinking of buying a couple of mountain bikes. Will these suckers fit in the back of my J with the rear seat removed? Just curious. I don't want a folding bike at this point just regular mountain bikes. Thanks

Pipistral has a history of meeting its goals and objectives over the years. They are very environmentally conscious and committed to having the engine certified for mogas which is a huge plus as well. If the Panthera can do 190 kts, retract, BRS, 10gph, mogas, ergonomic, etc, it will be as revolutionary as the J was in 1977. I think this one will be certified and make it to the marketplace. It also has a bit of the Mooney appearance when airborne.

Sorry, gotta be a retract. I still stick with my above post however these guys seem to be adopting some Mooney principles like 200kts on 10gph. Still, the proof will be in the pudding. https://www.pipistrel.ad/travel/panthera

I have a little different thought on the best J. I've posted this idea before in a different context. In my opinion an idle factory or idle space in a factory is inefficient. Idle employees are inefficient. The J model was and still is one of the best all around planes ever produced. The tooling, factory, and employees are in place as we speak. I think the best J would be a kit built J with an owner assisted build by an experienced EAA builder. The plane would be lighter, faster, have a BRS, all modern experimental avionics(certified gps), carbon fiber where applicable, electronic ignition/mag, balanced engine, avoids high costs of labor, avoids high costs of liability, avoids all of the crazy certification standards, and be under $150,000. Parts would be produced just like they are now at the factory. The FAA only requires 51% of an experimental to be manufactured by the builder so the steel cage, wings, and gear could be premade so to speak. The factory would be producing more. Wouldn't compete with current Mooney offerings. This would be virtually separate from the current "Certified," aircraft being produced. Think of the 2020EAA Oshkosh award winner being a kit built Mooney 220J made with all certified parts. You Vans RV guys take note haha. Not a lot of risk with at least allowing a couple to be built and see where it goes. Free Press to boot if done correctly. Heck, A good EAA builder would probably pay to have this option and be the first so not a ton of costs involved. Sorry for the lengthy post but that's my best J along with the one in the hangar.