Niko182

Although I have stood behind Mooneys being able to handle grass, I would deter anyone from taxiing one on wet grass. With the possibility of a fair amount of rain this weekend, I would probably even be pretty cautious taking a 172 or a bonanza on wet grass. As stated, I love landing on grass strips, but wet mushy grass is a different story.

If you are doing a pre buy I would see if you can download the history on that jpi 700. I would not want to buy an engine that has touched 500 degrees or been close to that. I wouldn’t be surprised if it’s toasted and an overhaul is needed soon.

You should not expect to see anywhere near that. Improperly timed mag, old baffles, too low of a fuel flow on climb out, old inaccurate probes, or a combination of it all or the old JPI . I'd guess combination of some of those. I see 390 in the climb out sometimes but rarely, if I'm climbing at a lower IAS to climb faster and its hot outside. The worst I've ever seen was 410 for about a moment leaving Palm Springs in the middle of summer when it was 118 degrees outside. I climbed at a lower IAS because I just wanted to get high out of the heat and was willing to let the CHT get a little hotter because of how hot it was in the cabin. You should not ever see 500 in a continental. I'm fairly certain 460 is the max for continental, and anything higher has the chance of causing damage to the aircraft. Which plane was this if you don't mind me asking?

I think with no obstacles that can be done without too much issue. Low weight, on speed, touched down at the first 100ft, and sea level.

which one are you looking for. Multiple people here will usually offer rides so you can get an idea of what to expect.

I have a couple of 6102422 - 001 and 005. Don't know if theyll fit but figured id say something

its fish eye. Its zoomed to .5 instead of 1.

It does not. Only on the eagle is the Useful load increased. There are some people saying it doesn’t. I have the Paperwork in the STC showing it does from Mooney.

I have the same thing in my 99 Eagle.

KHYI

did you bring it to brian kendrick?

maybe high compression cylinders that aren't logged?

Not getting them weighed since the pre 2000s usually does the trick.

If you want useful load you want a 252 or an eagle. Both of those come with some serious gross weight increases that really allow the useful load to shine. When I got my eagle it had 970 pounds of useful load. over the years, I have documented anything that will lower the weight. That means lighter alternator, LED instead of regular lights since you get to lose the power supplies, light weight autopilot, getting a G3X so i can ditch the entire 6 pack, backup cdi, and jpi 900 all for one light weight touchscreen, newer radios, the acclaim type S prop or the MT prop, and for the eagle, the screaming eagle conversion. Doing all of this resulted in about a 245 pound difference between the higher gross weight and the lower empty weight. Right now, I'm at 1216lbs, and will probably gain some weight with the electronic ignition installation, but might hop over to an acclaim prop, and lose another 8 pounds. It takes time, but if you anal about making weight changes and logging them, it's fairly easy.

I was a little bored today so I figured I’d see what I could get. I was still getting around 300 to 350 fpm at 100 IAS climb approaching 23.

It's sad what that airport has become. When I started renting out an outdoor tie down in 2018, it was 140 bucks and owned by the county. 2021 the tie downs got sold and the price went from 140 to the mid 400. I don't know what it is now, but I'm guessing its a lot more, and i'ts frustrating to see that you get a lot less for the significantly increased price one pays.

This was my eagle at 16500. If I knew I was living in Colorado, I would’ve probably considered an acclaim, but this will have to do. I’d agree flying them over 12 doesn’t really get you anything except not hitting a mountain.

I believe its 14.9 for the non-turbos, and 13.7 for the turbos. As an FYI, this is very ROP. Peak at 59% power is right around 12.2 GPH and 56% is 11.6GPH. You'd get some performance back running it a decent amount leaner and save some gas. If you want to keep running ROP, somewhere in between 12 and 13.5GPH would probably keep the engine a bit cleaner.

I doubt it’s accurate and it’s never getting weighed

1216 lbs

can you start building the hangar now, and the house when you get there?

I should add it also helps, to raise the flaps as the mains touch down. If you get comfy with the site picture, you can even raise them a half foot over the ground. It'll just plant the plane down, and you can apply significantly more breaking action at the higher speeds without worrying about wearing down the tires.

Depends on your minimums. I know @MooneyMitch used to operate his ovation out of a 2300ft strip. I have taken my slovation into a 1400ft strip. Multiple people in Europe operate their ovations and acclaims out of sub 2000ft strips. The plane will easily handle getting into and out of a 2400ft strip at gross weight. It depends what you're comfortable with. It helps with 310hp too, but will still easily handle it with 280hp.

Would you recommend switching it? Have you heard anything about this @Gee Bee Aeroproducts?

I have the old Gee Bee seal, that had a slightly thicker wall. is the thinner one worthwhile? my door doesn't seal completely because the bottom is too thick to allow the door to close completely flush, so I have a bit of wind noise coming through the door.