jaylw314

LOL, I totally misread your thread title, I thought you were complaining of how we have fewer pilots today than in the past. We might see very gradual loss of a couple inches over our lifetimes. Probably not enough or fast enough to be a problem. We generally only see more significant reduction in height with repeated spinal compression fractures. Well, ok, I suppose bilateral leg amputations. Or "headectomies".

MB tells the story of a couple ball bearings from a magneto going missing and presumed in the sump:

Technically ALL the sensors are optional, since it's not a primary instrument The 830 can display everything graphically, including RPM, MP, oil temp/pressure, fuel flow. It can also display CHT/EGT's, TIT and IAT, although I IIRC all those can be displayed on the 700 graphically as well.

I suppose there could be a engine/prop vibration only at takeoff, since that's one of the few times you'd have prop p-factor at high power.... Then again, you could test that theory just by doing some power-on slow flight. Chances are, it's the wheels anyway, though...

I mean, both POH's refer to KIAS specifically, and KCAS tends to only be couple knots off, even with flaps out and power on (which they wouldn't be if the engine is out)... I could understand some flight testing error, but 8 knots?

I know, but 8 knots worth of extra drag?? That seems like a huge difference?

Start with the assumption that owning your own plane is rarely (never) cost-effective or practical. You're doing it because you want to, and you want to do it safely. Once you do, it widens your options a heck of a lot. Plane too slow? Who cares, it's all slower than commercial. If you had a Cessna 150, you could fly it to the West Coast, it would just take time and force you to enjoy it. Cargo space can be an issue. It's trickier loading the rear because of the single door and the top-down baggage door. That being said, those with fold-down rear seats have tons of actual volume if there are no rear passengers. Useful load can be an issue. That being said, with its fuel efficiency, you can add an extra 100 lbs with less fuel and go the same distance as other planes. J's and K's tend to run in the same ballpark in price. J's seem consistently overvalued, and many argue a modded F is a better deal. Check @jgarrison at G-Max aircraft, he resells and brokers more Mooney's than anyone out there, and his listings are a good representation of what solid listings should look like

I was referring to equivalent weights: M20J @ 2700 lbs - 91 KIAS M20K @ 2700 lbs - 83 KIAS That's quite different??

Ooof. That's a mix of good and bad luck

You don't remember that week last June when it was 110F ??

I talked about climb because climb speeds are closer to Carson speeds than most people normally cruise. Psychologically, it's easier to accept losing out on speed if you're in the business of climbing

Huh, that's interesting...I figured best glide would be similar at similar weights?? That's like a 7-8 knot difference?

An issue I ran into is that at least one bank was unwilling to finance the loan on aircraft without full logs. I recall hearing that the value of old logs can account for up to 30% of the value of the aircraft, but I assume that would be worst case scenario (no logs up before 12 months ago). I suspect that effect diminishes depending on how long ago the current records begin...

Are those best glide numbers accurate? My J lists best glide at gross as 91 KIAS, down to 85 KIAS when light? In theory, for short flights, the most efficient profile would be a continuous climb halfway, then a continuous descent to the destination. If it was possible to do a LOP climb at Carson speed, I assume that would minimize fuel burn per knot. Whether you'd be able to keep within engine limits is another question, though... I can't test that theory out with an NA motor FWIW, in a J, 10k' MSL, WOT and 2400 usually gets you near Carson speed

You're right, I think, I'd always assumed there was a specific call out. OTOH, the general 100 hour inspection scope does include the need to check the sump drain plug, which is kind of hard to do without changing the oil

AFAIK, they actually must do the oil change as part of the annual, it's one of the few things required by regulation If my shop carried Victory it would be significantly cheaper than Aeroshell. If you buy Victory online, you end up paying for shipping one way or another

4 adults is doable comfortably for 2-3 hour trips, as long as there isn't one big-boned person in the group. My wife and I add up to 300 lbs, and our couple friends add up to 300 lbs, so that makes figuring W&B easy on trips that's 40 gal fuel and 50 lbs of luggage. A nice weekend trip. Unfortunately, one bigger person makes that impossible. Getting in the plane is tricky. The strict boarding order is: Pilot Rear left Rear right Passenger Disembarking is the reverse. Any deviation from that strict order is guaranteed to result in bruised shins, compressed spines and kneed groins Once in, everybody is pretty comfortable, even with our friends being over 6' (yes, they're both like fricking rails)...

I've been using since it came out. My shop only carries Aeroshell 100W, though, so at annual it changes, but 2/3 of the year it's been on Phillips Victory 100AW. Absolutely no change in oil consumption or analysis. It's often available on Amazon with Prime shipping for about the same cost as buying Aeroshell 100W from my shop. I've been trying to convince my shop to carry Victory, but so far he's sticking with Aeroshell. I haven't tried the 20W-50

The only time icing causes problem instantaneously is if you get hit by hailstones. Otherwise, problems from structural icing always requires icing + time. The problem is, you don't know if it could be seconds, minutes or hours. So "lingering" is asking for trouble, because you're giving it the 'time' part of the equation. If you never give it enough time, you'll never get run into problems.

I had the separate nav and strobe light, too. IIRC, my shop had to do something similar to mount it

LOL, I was trying to say that in a more circumspect way

Does anybody know if Mooney added the stall strips when they got rid of the twisted wing?

You'll have to be careful about an IRAN that turns into an overhaul if you have trips planned. Some parts may be worn past limits, and I suspect that finding new or overhauled parts is pretty tough right now. If you trust your prop guy, you might want to talk to him about ordering stuff ahead of time if you're looking for new. FWIW, a new Hartzell prop ended up costing only a little more than a hub repair and new Macauley blades (and less than a new Macauley hub and blades). In the fantasyland of a few years ago, there was a lead time of 3 weeks for a new Hartzell prop. There are a couple people here with MT's on their J's, but that sounded like something you needed to plan way ahead on

If there's already an EDM 700, the 830 is a cheap and trivial upgrade since it can use the exact same sensors and harness. As a note, the 730 and 830 are the same device, if you connect the MP/RPM sensors, there's a software option to make it an 830. The display is fine for me. It's large enough to be readable on the passenger side of the panel If there's not a 700 installed, many people say you may as well bite the bullet and get the primary 900, but that is not trivial since there are different sensors, and I suppose you have to remove the old gauges as well. The EI instruments have the advantage of fitting in the standard size circular cutouts. The display is obviously smaller, but I think looks more snazzy. Not sure if it would be readable on the passenger side, though. cost for a totally new install is not too far off

oooohkay, yeah, that's REALLY different, I hadn't realized quite how different!