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jonhop

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Everything posted by jonhop

  1. Thanks Matt.. I was under the impression that 2700 could be reached in a stationary max power run up. Mine tops out at 2550 even on a high speed taxi and my A&P and a Mooney C pilot thinks it should hit 2700. The propellor and governor shops think the same. The propellor shop said it must be due to a weak engine but I'm not buying it. There is 1/4" between the prop cable and the panel. Will double check the cable. I have never monitored the exact rpm on takeoff as I'm glancing at all of the guages for good indications while flying the plane...
  2. MooneySpacers, I just had my propellor overhauled after an annual inspection because it was throwing grease from the hub. I got two used blades because mine were no longer serviceable. After install, my engine tops out at 2550 RPMs. We looked at the governor and noticed that it was adjusted to its stop of high RPM. I had the governor flushed and tested by two shops and they both confirmed that the governor was good. I had it overhauled anyways because I cant tell when it was last done. Put it in and got the same 2550 with the governor adjusted to where it should be or adjusted out to the high rpm stop. I took the plane for a lap around the field and saw 2700 rpm on climb out and around 2685 on downwind. We had a prop strobe tach with us and it coincided with the tach in the plane. I'm having my A&P check the fuel pressure and fuel flow today. We also measured the blade angles and and they were within specs of the TCDS... Any advice on what I can check next would be great fully appreciated. Thanks much, Jon
  3. Wait until they try what Daley did to Meigs field in Chicago... https://www.aopa.org/news-and-media/all-news/2003/march/31/mayor-daley-bulldozes-chicagos-meigs-field-(2)
  4. Couldn't hurt... I do and took it a bit further and bolted all storage shelves to the wall and chocked the wheels of my rolling table/carts. I just hope the hanger doesn't cave in.
  5. Roger and good reads... Strictly following the POH chart for power settings until I can install an engine monitor in the future...
  6. Congrats and welcome to the Mooney family! Nice looking bird...
  7. 84J with a useful load of 913.7 and stock avionics except for the GTN 650 that was added instead of the KNS-80 before I bought her... Don't fly so much for speed yet, as I have been building cross country and simulated IFR time, while working towards my IFR certificate. On a couple of occasions I have bumped up the throttle and have no doubts that my J can cruise at 150+kts at or above 9500. She doesn't have an engine monitor, so I fly strictly by the POH, which requires 100° ROP for best power and 25° ROP for best economy at cruise MP settings. I've observed 130+kts average at 7-8GPH while flying at 25° ROP at 22 to 23" MP at 9500 and 8500 when I escape the San Diego area to the east and north on long cross countries...
  8. Okay, that would rule me out. Purchased my J with 97 hours total time on my PPL with only 10 hours in 2015 since 2006. The hours were a BFR and flying club currency hours after a long time away from flying. Got checked out to fly 172's and a Grumman Tiger. Amazingly, my instructor signed me off to fly the Tiger solo in the club before the 172, when I got my license with a 172. Mooney insurance requirements were an additional 5 hours of dual instruction from a CFI with 25 hours of Mooney time. The flying club I joined after my hiatus had lots of high performance and complex aircraft to rent. Each one had a 25 hour requirement in complex/high performance type and an owner checkout for a select few birds. The club had NO MOONEY's to rent and will not add one in the future on leaseback due to too many insurance claims from prop strikes even though they had the same 25 hour complex requirement. My point is that numbers are so arbitrary! For the case of rentals, I would imagine that a personal checkout program that would include dual instruction in the make and model where the instructor/club has the power to dictate the number of hours that are necessary--after all, each pilot has a different flying acumen--to show that a pilot is COMPETENT in the rental aircraft. Could be beneficial for clubs and owners and eliminate future accidents... I have no problems putting my J down and pulling off of 27L at KSEE, 2738X60, in about a 2/3rd of the runway or by about half of 27R, 5342X100. Only when I'm full of fuel does this require heavy braking... This shortens my taxi and will prepare me for those short fields that I may encounter if I ever take my J into one... If I rented my J to someone, you'd better be sure that I'd know where they are taking it and whether they are up for it.
  9. I fly primarily into two fields in Socal and they both consistently scare the crap out of me. One is controlled KSEE and the other is non-controlled F70. The most scary is the non-controlled airport. I have repeatedly been cutoff by those that want to save time and money over personnal safety to fly straight in, while I take the time to maneuver for the 45° downwind entry. This occurs all the time by training aircraft that take off just before me at my home field... At least they got the AWOS and had the wind right... On one occasion I had just announced upwind on takeoff that was quickly followed by an announcement on final for the opposite runway on an approach in extreme clear. Needless to say I had to do some communicating and an early turnout but there was no excuse for a straight in approach to a fairly busy non-towered airport in great weather. Here's a thought, get the wind and circle to land... I had to tell that pilot the wind direction and that there were three other aircraft in the pattern... Sheesh! Each crash I read about--especially after I just purchased my J--bums me out and makes me rethink my decision to fly to visit family just north of me. 30 minutes by air or 2.5 hours by car... It's tough but crashes are certainly a factor. Each time I get bumped in the pattern or have to do a 360 turn for spacing or start frantically looking for another airplane who just announced the same position as me after I've been calling out my position for 15nm while we approach a non-towered airfield is depressing. I have a hard enough time keeping my composure driving every day with inconsiderate a$$hats... Please don't bring the road rage to the skies! Common courtesy goes a long way... https://www.aopa.org/-/media/files/aopa/home/pilot-resources/asi/safety-advisors/sa08.pdf?la=en Regards, Jon
  10. Navy 87-13... One tour on the ground in Iraq.
  11. Haven't read the discussion thread--I intend to--but demo'd a stall to a non-pilot friend who asked for it. He was thankful to know that planes just don't fall out of the sky on a whim and is now seriously considering getting his PPL. Had I never experienced a full stall in training, I would've been very uncomfortable demonstrating/performing one. I did it a 5500 feet, so there was plenty of room to recover. My J's stall was so benign, that even I was surprised... Good timing for this discussion, as this article hit me today... http://www.avweb.com/avwebflash/news/FAA-Revises-Slow-Flight-Advice-226939-1.html Regards... Jon
  12. On September 19, 2016, the FAA is offering a $500 rebate to help owners of less-expensive general aviation aircraft equip now with the required avionics that comply with the ADS-B Out rule that will take effect Jan. 1, 2020. http://www.faa.gov/nextgen/equipadsb/rebate/ Just thought y'all should know...
  13. Congrats! Picked mine up in January and it has been a blast to fly. Now you just need a way to shield your wife from witnessing the expenditures...
  14. Now that would sell for sure! Good luck on the certification process. May I suggest VTOL for help with parking?
  15. Amazing timing of this thread... I just had my prop picked up by American Propellers this morning. It started leaking grease for the past several flights. How much depended on how hot it was. It's last overhaul was in 2001, so it was definitely due. I got three quotes from reputable shops that ranged from $2700 to $3000 and all offered free transportation. I went with American Propellers because they are an official McCauley shop. I hope they don't give me the bait and switch.
  16. Oscar, Did my previous post work for you? I have figured out how to clone my Garmin SD card with a generic and it works just like kmyfm20s has said. Let me know if you still need a card and I'll send you one of my cloned cards with an out of date data source... or I can write up a step by step process to clone a known good card.
  17. No flying today... It's Annual Time! Wish me luck... only down $700 for some scat tubing, brake hose, and 8 Tempest fine wire spark plugs so far...
  18. Congrats! More PICs, so we can all bask in your glory...
  19. Thanks for sharing.... I wish you fair winds and following seas on your deployment and look forward to your return to fuel tank sealant engineering....
  20. I do except for numbers one, two, and four. One, even though I just changed the oil at what was logged at 35 hours, 57557 is new to me and it appeared dirty... Two, during the pre-purchase inspection last December, I left it to my A&P inspector who jacked the wings with a weight on the tail tie down, as suggested by a M20C driver. Later, while conducting maintenance on my front wheel due to findings in the pre-purchase inspection, I jacked the nose by using a floor jack and a strong bar inserted in the nose wheel tow/hinge point as suggested by the same M20C driver. It seemed to make more sense to me at the time than to lift the nose via the propeller hub. Four, if on climb out, I see the CHT approach the upper end of the gauge, I lower the nose and enrich the mixture a bit until the needle stabilizes and starts to fall. I'll take the extra fuel burn over an overheating engine any day.... Regards, Jon
  21. Hmm, this post got me thinking... I can't find in my logs where my pump has been replaced since the last engine overhaul almost 1100 hours ago... I'm wondering if a failing vacuum pump can be the cause of my KAP-150 autopilot porpoise issue. My J's KAP-150 is solid on the ground and the A/P won't fail while connected to test equipment but the system intermittently--definitely uncomfortably--oscillates vertically in the air more often than naught. I'm waiting to hear back from my avionics technician on the subject but it's been a couple of weeks and no word since I posed the question. Anyone else experience autopilot issues due to a failing vacuum pump? It seems logical because the vacuum pump drives the AI, which drives an analog A/P...
  22. RJ, Per this discussion the Mooney has a wider cabin: Cabin Width Mooney 201- 43.5" Beechcraft V35 Bonanza - 42.0" Just got home from Sacramento. Saw 150KTS CAS/138KTS ground speed on the way up. A significant headwind... Traveled 430NM on 10GPH at 10.5MSL average with 3.3 hours of flight time from wheels off to touchdown per Garmin Pilot. We had to climb to 12.5 followed by a rapid descent to 8.5 in the central valley to stay VFR. On the way back it was clear all the way and we saw 145 to 150KTS CAS at 9500MSL and 160 to 170KTS ground speed at 22"MP and 2500RPM burning 11.* GPH. A significant tail wind... Our descent had crazy speeds at 500fpm down... 170KTS CAS and 190KTS ground speed. See the below pictures for cruise at 9.5MSL...
  23. RJ, I've done a few 3.5+ hour flights and one 4+ hour flight. I'm building simulated IR time with a safety pilot in each case. I brought my fiance' on the 4+ hour round trip flight from KSEE-KIFP-KHII. We took off at max gross weight for this flight. I'll not mention the weights of my Safety Pilot and fiance' out of self preservation but we were legal for the flight. N57557 can carry 530lbs with full fuel--64gal--so that fits your mission. On those trips, I had the power set to 17"MP and 2200RPM burning 7.6GPH at 9500MSL out and 8500MSL back. I am flying slow to build IR time and saw 120 to 130KTS ground speed and 110KTS IAS. I felt that I could've flown 1000+NM on that fuel burn. The POH lists 1010NM at a 45% power setting, which I was below. See the attached screenshot. On a short flight with my fiance', I did a speed run at 24"MP and 2500RPM and saw 12.5GPH at 3500MSL. We reached 153KTS IAS before some turbulence made it uncomfortable and I pulled the power back. She's definitely fast, I just don't know how fast yet... My next flight is tomorrow from San Diego to Sacramento with my safety pilot and bags for one night.. I'm planning to fly this trip as fast as she will go to get a feel for her performance... I'll post the results when I get back.
  24. RJ, Welcome aboard... I'm 6'5 and 250 and my J fits me very well....I think you will find out the same if you find one to sit in. Good luck with your search...
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