Jump to content

0TreeLemur

Supporter
  • Posts

    2,967
  • Joined

  • Last visited

  • Days Won

    7

0TreeLemur last won the day on February 27 2021

0TreeLemur had the most liked content!

1 Follower

About 0TreeLemur

  • Birthday September 1

Profile Information

  • Gender
    Male
  • Location
    : USA
  • Interests
    Airplanes & things that make them go. Brittain technology.

  • Model
    '83 M20J
  • Base
    Sweet Home Alabama

Recent Profile Visitors

10,338 profile views

0TreeLemur's Achievements

Grand Master

Grand Master (14/14)

  • Reacting Well
  • Dedicated
  • Very Popular Rare
  • One Year In
  • One Month Later

Recent Badges

2.2k

Reputation

  1. Yes! Good catch! All true, except the A-C design replaced spurving bearings with anachroic helecoidal units housed in a rendundant plenum to avoid the known problem with want of lubricity.
  2. Thanks. Maybe one of our newer members can offer one of those! I'd prefer the original as made by Allis-Chalmers though.
  3. Anybody have one of these they are willing to sell? I'm especially interested in the version with P/N ending in -17, which indicates functionally variable reflectance with double stator imposivity. Negative reluctance version not desired. Thanks!
  4. Your target EGT might be different from 1250F depending on how far from the exhaust valve your EGT probes are and random errors. The best way to identify your target max. power EGT is to observe the indicated EGT on takeoff from a field near sea level, mixture forward, in your airplane. It might be 1300 or 1200.
  5. @Shadrach, I pulled my numbers out of my arse. I mis-remembered the dry weight of the IO-360 as 250 pounds. But with the diesel, you must six quarts of water, a radiator, and mounting hardware too. I don't think that their 357 # includes that stuff. My number included a 30-lb add for that. For people like me with an early-mid '80's M20J that is a bit on the heavy side as they were made then and therefore UL challenged, going to a heavier engine just doesn't make much sense. Folks with a later J model with the increased gross, it might make more sense. Yesterday I filled out the questionnaire and received an e-mail back from the company this morning that seemed to indicate that the 180 h.p. version is most desired.
  6. Man, I got completely excited reading the specs. Sadly, it seems too heavy for most Mooney airframes given our useful load constraints. As I read it, the engine weighs >130 lbs more than the Lycoming IO-360. That would throw the CG out the front. Na ganna happan.
  7. The KC-192 autopilot computer in my J has an intermittent connection. Reseating the computer can cause it to start working again. Would this adjustment work with those pins or should I get the pins replaced? Thanks, Fred
  8. Here's what me and Mrs. OTreeLemur did last weekend. When we bought our J in late '22, I thought the tail number looked naked. We fixed that. It was a long, fun weekend!
  9. Sorry Skip, I have never heard of BY plugs. What are they? It seems like your missing the "OB"? -Fred
  10. Last night I flew round trip from Tuscaloosa to Huntsville. Wicked SW winds. Flew there in 35 minutes (91 nm), at 5500 ft LOP in my J with fine-wire plugs burning 8.5 gph at 143 ktas and ~190 knot gs (WOT, MP 23.3 in. Hg, 2400). I knew coming back would be painful, so I flew back ROP just to fully fight the headwind, and burn some of that expensive avgas that Signature made me buy to waive the $30 "service fee" for gracing their establishment. At 4,500 90F ROP this resulted in ff=10.5 gph and 155 ktas with 115 gs (24 in. Hg, 2400). I rarely fly ROP, because my inner CB likes saving 2 gph at the cost of only 12 ktas. Most of my flight hours are long x/c flights. But I believe that those fine wire plugs easily pay for themselves the way I fly. Up high, around 10k, I cruise at 7.5 gph and about 140 ktas.
  11. Interesting problem and a bunch of us have the same problem. Unless you are near Texas, cloud cover forecasts the day before will likely cause the candidate airports to shift. Thoughts: Pick an airport with a runway too short for jets- cut down on the competition for parking. Fly in with enough fuel that you don't have to buy any before leaving to save time and avoid the worry about broken pumps. Someplace with plenty of parking on the grass. Fly in the day before and camp? From me (west-central Alabama) the closest places to see totality are Arkansas or Missouri. Could go to TX. We watched the last one in 2017 near Paducah, but that was before we discovered the magic of Al Mooney's creation. We flew to Chile (not by Mooney) in 2019 to watch a total eclipse on the beach!
  12. Just read that the lander is laying on its side. Incredible that they are in communications with it. https://www.space.com/intuitive-machines-odysseus-moon-lander-tipped-over I think it landed upright, and the little green men pushed it over on its side ala "cow tipping"
  13. That's a great idea. Knowing airspeed and heading while crossing a VOR's radials would allow you to estimate range from that VOR. Get winds aloft from FIS-B will allow a more accurate GS estimate. I could see a moving map display with an error ellipse around ownship. Do it with a stratux, it'll cost less than $500. The certified version will be $5,000 or more. It could include DME which would be a significant improvement and more $$. If cell phone companies would transmit time and position from each tower, that would make a fantastic constellation of surface based beacons providing essentially the capabilities as GPS. Cell phone towers are clustered in cities and along highways so coverage wouldn't be necessarily uniform. Less of a problem in the flight levels. Neat stuff.
  14. While I'm waiting on new connectors, today I hit them with a little fine sand paper, plus contact cleaner & scotchbrite. Plugged them in as firmly as possible and taped the connectors together so they wouldn't slip. They still got warm. Not has hot as before. New connectors will do the trick, I think.
  15. Ok. I believe you. It's still tar. The weatherstripping is not only easy to work with, it doesn't get all over you whenever you are elbows deep in the instrument bay after using it. It also doesn't cling to anything. The panels are easy to remove when you use the weatherstripping. And after you remove them, they don't have black gunk on them. Many upsides with using the weatherstripping. Oh, and it works really well at keeping water out.
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.