chrixxer

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Everything posted by chrixxer

  1. 25 degrees. I’d have to check the data plate but it’s an IO-360-C1C converted to an A1A, and IIRC it has the 25 degree timing stamped. Sent from my iPad using Tapatalk
  2. As careful a check as I could, with the wind and mild turbulence. Waited until established, gave it a good 5+ minutes on each heading and noted the numbers when as stabilized as it was going to get. All three altitudes, 3-4 directions at each, took a little over an hour. The difference between book numbers and DA are why I provided the ranges (i.e., 10 and 12.5 for the 11.3 ground speed check) - and even if you look at the higher altitude numbers, I’m still way off. Sent from my iPad using Tapatalk
  3. Hrm. Okay. So, just me and 40 gallons of fuel (a bit under 2200 lbs), at 12,500' (DA: 13,770'), 58% power (18.7 MAP with Power Boost on, 2500 RPM, 9.5 mph), ~136 ktas using GPS groundspeed. (Book says I should be at 169 mph TAS (147 ktas) at 2300 lbs at 12,500, 19", 2500 rpm; mine doesn't go past 12,500.) The air was bumpier lower, so I don't have as much confidence in the numbers, but here goes: At 10,000' (DA 11,275'), 63% power (20.6 MAP w/ ram air, 2500 RPM, 10.3 mph), 132-134 ktas. (Book says I should be somewhere between 167-172 mph (10,000', 20"-21", 2500 rpm, 10.3 mph) and 169 mph (12,500', 19", 2500 rpm, 9.5 gph) TAS (145-149.6 ktas).) At 7,500' (DA 8770'), 65% power (21.5" MAP w/ ram air, 2500 RPM, 10.9 gph), 137.9-138.7 ktas. (Book says 165-169 mph (21"-22", 2500 rpm, 10-10.5 gph, at 7,500') to 172 mph (21", 2500 rpm, 10.3 gph at 10,000') (143.5-149.6 ktas).) That's way lower than it should be, no? (This was over KVCV and KAPV about 4 p.m. today. Pressure was 29.96" Hg., temperature ranged from 13°C OAT (7,500') to 8°C (10,000') to ... I didn't write it down at 12,500'. Meh. Warm bump day, I'll re-run the test eventually. But it still appears to be really, really slow, compared to book numbers and what folks are reporting here. Like, ~10 knots slower than it should be, especially with all the 201 mods done to her.
  4. Yeah, the weight thing is why I put together the quick "cheat sheet" for common configurations. It's never going to be exact, but it should be close enough in the proverbial pickle. I'm seriously pondering installing the AV-20-S. I have a spare 2" instrument hole in my panel, and as I'm still rocking the vacuum AI/DG, having an electronic backup attitude source would be nice to have. Not 100% sure about the "probeless" thing, but the FAA NORSEE'd it, so ...
  5. It was an E, don't know if the seats are the same. Last I heard the carcass was being auctioned back in March (it was at the Secure Location in Phoenix last time I saw it - stumbled across it while there to do a wreckage inspection on a Saratoga in a case we handled). It's probably in the WENTWORTH WAREHOUSE NOW 1966 MOONEY M20E look for it on eBay...
  6. IDK. I hope my days of being in a position to find out are over. But it was an area they emphasized in the FAAST training, FWIW...
  7. My emergency procedures are two taps away in ForeFlight, and live on my yoke. I've had to use them twice, both times < 2000' AGL...
  8. So, digging through my owner's manual, turns out no Vg is specified. The 107 must have been a carry-over from my E (I duplicated its checklist and then revised per the F's owner's manual). Other sources say 104 or 105 windmilling, 100 if the prop is stopped, for at least a '67 F.
  9. It's only in the title of the post ... 1969+ M20F speeds ... My understanding is, a combination of things (retractable step, twisted wing, more flush surfaces, etc) cumulate into a speed advantage, apples-to-apples. I only have about 6 hours in a couple of '67s, though, and one was heavily modified (IO-360-ES engine, 201-style fairing / windshield, etc). The other was mostly stock IIRC, but I spent most of the flight figuring out the PC system, the GTN650, dodging airspace (and getting a surprise Bravo clearance), etc. So I can't say for sure.
  10. Not where I'm flying: "Usual cruising altitudes are in the 9,000-12,000' range (SoCal, almost all the MEAs around here are 10,000+)..." For most of the flight from Goodyear to Lompoc Monday, I was seeing between 57-59% power on the JPI (and yes, it's calibrated).
  11. What part of "Folks with a '69 or newer M20F" and "later, 'cost-cutting' Fs" was confusing to you? The '67 had a different wing, retractable step, more flush rivets and inspection plates, etc. Hard to get a baseline for a '69 or later with data from just-different-enough-to-be-significant earlier models polluting the sample...
  12. At a WINGS event, learned best glide isn't a static number, but changes with weight. (Duh. Except, no one had ever 'sprained that before, and it's not in the owner's manual.) There's a formula I'm not going to try to wrap my brain around, or the "close enough" formula of subtracting 5% from the Vg speed for every 10% you are under gross weight. I used the latter and built a quick reference table for common scenarios (me alone, me + my dogs, me + a passenger, me + a passenger and my dogs), at varying fuel states (full (64 gallons), tabs, and then in 10 gallon increments down to 0). The differences are pretty significant; if I'm alone in the plane and lose the engine with 20 gallons on board, my best glide is about 93 mph IAS, vs. 107 mph IAS at gross. The spreadsheet I used is pretty ugly, but here's the link in case it's useful or interesting to anyone: https://docs.google.com/spreadsheets/d/17MhAKYxRxcNJbLIBu_S_J_vdKS6wBVXro2KpVGV3VPI/edit?usp=sharing. (My "Excel"-fu is rusty AF.) 'Cause, from experience, if I'm in an actual engine out situation, I'm not pulling out (or tapping over to) a calculator ... (Stuck at home with a sick Labrador, and lost a friend over the weekend to what very well might have been an engine out over mountainous terrain.)
  13. Actually, I'm using the calibrated airspeed, but yeah, it's based on the IAS. I'm using the GNS430W to calculate TAS, which factors in the barometer and OAT (i.e., accounts for density altitude). I'm definitely faster in the winter (by several knots).
  14. I have, I'm surprised he was getting 145 ktas at 10,000'. But that's a '67 (but also almost completely stock; no 201 mods, just the cowling closure)...
  15. Folks with a '69 or newer M20F (fixed step, etc), what sorts of speeds are you seeing? I cannot seem to true out past the high 130s / low 140s, for the most part. Frustrating. (The rigging was checked not too long ago by LASAR. It has the LASAR 201 windshield and a bunch of the other LASAR clean-ups (flap gap seals, aileron seals, tail hinge covers, dorsal fin kit mod, brake reversal, wheel well enclosure, cowl closure, oil cooler relocation). I haven't done a "cardinal directions" GPS groundspeed check, but I calculate my true airspeed often - I fly long cross-country flights a lot - did ~900 nm on Monday - and get bored easily ;). I'm typically WOT and 2550 or 2500 RPM, and leaned <60% HP (I have an EDM-830) for best power. (Still chasing down GAMI spread issues before I can fly LOP comfortably, which I know will shave a few knots.) Usual cruising altitudes are in the 9,000-12,000' range (SoCal, almost all the MEAs around here are 10,000+), but even lower the highest I've ever seen was 148 ktas (about 6,000' IIRC). At the end of the day, it's not that big of a deal. From GYR to LPC yesterday, even 10 knots would have only shaved 18 minutes total off my ~3 hour trip time. I'm just curious, since everyone says a Mooney "should be" a 150 knot airplane (~160+ ktas for the 201)... And psychologically, IDK, 150 just seems like a good goal. What true airspeeds are folks seeing in their later, "cost-cutting" Fs, at what altitudes and power settings (RPM/MP/fuel flow)? Thanks!
  16. I have this between the seats; there's a pocket for a beverage up front (and "outside" the main pocket, a pouch for a flashlight), a "big" pocket for notepads, whatever, and then on one side mesh pockets for an iPhone (perfect size), pen loops, etc.: http://flying-geek.blogspot.com/2018/04/pirep-between-seats-storage-for-mooney.html I also have an X-Naut cooling mount for my iPad RAM mounted to the yoke, and to the side of that I have a stylus holder (I use the ForeFlight scratch pad for ATIS, CRAFT, etc): http://flying-geek.blogspot.com/2018/06/stylus-holder.html (so far, I've gone through one; they seem to last about a year before they stretch out to the point of not holding pens good). For coffee, it's always in a Contigo mug. They do. not. leak. I also lug around, in a side pocket of my flight bag, a Camelbak Eddy, which is also basically spill-proof (if you bite down on the straw at 12,000' after filling it up at sea level, you're gonna have a bit of a surprise...).
  17. In my case, the 700 to 730 swap was a ~$1,100 no brainer; same hole, same probes/wiring harness, 1 hour install. I was quoted almost $9,000 for a 900. Then I decided I wanted All The Savvy Things, and installed additional probes (RPM, MAP, OAT) to get the horsepower display, etc. (already had a FS-450 connected to the GNS430, so moving those connections over was a no-brainer, too.) All told I'm about $3800 into the -830, ignoring the troubleshooting (not grounded properly; factory CHT probe failing and corrupting the inputs for the JPI), less than half the cost of the certified replacement. And, it's only to tide me over until I can go full glass, with the SkyView or G3X and the associated EMI module. So for me, it made sense. I get a modern UI, USB data offloading, and an accurate set of digital instruments and saves thousands over an EI CGR or JPI 900-series; thousands the plane needed spent elsewhere (sigh). I agree, unlimited budget, redo the right side panel around a certified replacement. But for those of us in the real world, especially we who already have an EDM-700 or -800 ... Sent from my iPhone using Tapatalk
  18. That's where I ended up with mine, and it now tracks the book numbers pretty closely. https://r.tapatalk.com/shareLink?share_fid=55491&share_tid=30175&share_pid=505797&url=https://www.mooneyspace.com/index.php?/topic/30175-Mixture-too-lean%3B-misfires%3B-0%2E7-GAMI-spread/page__view__findpost__p__505797&share_type=t Sent from my iPhone using Tapatalk
  19. There's some support the DA40 is safer than, e.g., its C172 and PA28 contemporaries: https://web.archive.org/web/20130327152632/http://flighttraining.aopa.org/fsb/news/130322low-wing-may-equal-lower-risk.html Sent from my iPhone using Tapatalk
  20. More than that, I was in control of the aircraft until about 8' AGL, when a tree took over. (The tree gets a lot of the credit.) About 30' AGL I had to actively maneuver to avoid an apartment building. In the second situation (the emergency landing at Pt. Mugu), I was - miraculously - able to get the engine restarted and to make partial power, which made the NAS a viable (if inconvenient, for everybody) landing spot. The plane was reusable. I'm a big believer in flying until you can't. I'm not sure I would have pulled the 'chute in the first situation; if I hadn't gotten the engine back in the second situation, I would have gone slightly offshore and pulled it (especially vs. ditching with fixed gear). It's another tool in the chest. If I didn't think the SR20 was dangerously underpowered and too expensive, and if I could afford an SR22 and liked how it flew, I might have considered a Cirrus to replace 4BE. (I have about 75 hours (out of about 630 hours total) in SR20/22s). But the earlier (affordable) G1/G2 models suck for hand flying (that bungee-linked side stick), the avionics are getting really long in the tooth and not economically upgradeable (e.g., to go to a WAAS GNS, never mind a GTN, you have to somehow find and install an R8.2 version of the Avidyne Entegra PFD), the SR22's cost-per-hour is about double my Mooney, and the SR20, as noted before, can't climb better than 300 fpm 200 lbs under gross on a 72° day out of sea level (BTDT)... After 4BE, I was flying two days later (got shoved into the left seat and told to fly home, still sore and shell shocked). At a much higher altitude than I'd have typically flown before, and with that CAPS pin out (the owners of that plane never pull it, I now always do - it's on the checklist, it's getting done). The 'chute definitely gave me a boost in confidence. I'd love to see a Mooney with a 'chute, to be honest. (I'd love it even more if I could afford one.) I recently got checked out in the Sling LSAs that are renting at my home field for a little less than what it costs me to fly 3RM per hour(!). But I'll only fly the ones with BRS, 'cause I don't trust that Rotax engine all that much (friends are tower controllers at SMO - where Rotax powered SportCruisers are a significant portion of their training traffic - and speak of those things returning about once a week with a "rough running engine"). But I fly over a lot of mountainous terrain, where survivable landing options are few and far between. Mountain? 'Chute. Water? 'Chute. Desert? Eh, probably 'chute, but I'd get down low and near a road. (If there's an empty road: Road.) Nice thing about the 'chute, you can get down to ~750' AGL, see if there are power lines or other issues that will make that road no good, and yank the lever over something flat. Over a dense urban environment, at 10pm on a Friday night (highways and major roads were bumper-to-bumper)? Well, maybe I could find a deserted industrial area, or an empty stadium, or something, and maybe the 'chute would be an option I'd consider. Maybe not. Can't say. Honestly. The thought of coming down uncontrolled, into what might be a bus full of kids returning from band camp, or an apartment building full of the sleeping oblivious ...
  21. It's happened more than once. Nine years ago, Lancair / jogger with iPod: http://www.nbcnews.com/id/35896336/ns/us_news-life/t/plane-kills-beach-jogger-emergency-landing/#.XPLE3lJlBgc 2014, Piper Cherokee, killed father / injured daughter walking on beach in Florida: https://www.cnn.com/2014/07/27/us/florida-plane-crash-lands-on-beach/index.html 2017, Cessna killed two sunbathers in Portugal: https://www.theguardian.com/world/video/2017/aug/02/two-sunbathers-killed-plane-landing-portuguese-beach-video I'm sure there are others, but that's the first page of Google results.
  22. There's more to that story. He'd prop-struck the plane twice (HHR and CMA); I saw it on the ground at CMA waiting to be rebuilt. When he crashed and died at VNY he was waiting to take a "709" ride with the FAA. (I did my last BFR with one of his instructors, the guy who ferried the LSA cross-country for him...)
  23. How'd I know that was going to be "Secondary Minimums" Jerry...
  24. Factory CHT is in 3, and the JPI piggy backs it. There's no factory EGT in a '69 F. I can't find my notes at the moment, but when I went to adjust the OAT reading I noted the EGTs and CHTs and they were within 2-3 degrees, "room temperature."
  25. Not sure why we're still talking about timing (@carusoam)? I've pointed out repeatedly, the mags were redone 6 months / 100 hours ago by Aero Accessories, and the Savvy report confirms they're timed tight. It's not a mag issue. It's a plug issue. As to the probes, IDK. EGT4 and CHT3 were replaced very recently, the rest are pretty old. Savvy was asking if the factory probe was CHT1 as it's reading differently than the other probes - suspect it's just old.