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Everything posted by Austintatious

  1. Just FYI, At D maxwells, they will do a PPi and then if you want turn it into an annual, all for the cost of the annual. IIRC it was 1300.00 for a PPi and if you accept and turn it into an annual the total cost is 2500.00 Before gotchyas.
  2. My .02 is that AOA is invaluable. Yes you can fly without it, but with it you can not only be more confident but more accurate AND get more performance out of your airplane. Confidence of speed on approach... maybe on this landing you are really heavy and 1.3 vs is higher IAS... Maybe you are lighter and going into a short field and you can slow down below normal IAS. Climb performance... Trying to climb steeply?, there is an AOA that will do this... the SPEED changes with weight, so if you go for the AOA you know you are right on no matter the load. Climbing at higher altitudes, target AOA, best climb airspeed changes with altitude. Landing with partial or no flaps? AOA! (sometimes this compensation needs to be corrected for electronically) The other thing I like is that with a HUD of the AOA, on approach you can keep your eyes OUTSIDE and stay heads up for the whole approach. THIS alone would make an AOA worth it.
  3. I would very much like to see the maintenance manual information on cowl flaps if anyone has it. FWIW, if the cowl flaps did close all the way, there is a large area around the exhaust pipes that air could still flow out of. they do not seal 100% even when fully closed.
  4. Thanks... on the note about the step... has anyone ever quantified how much speed removing it is worth?
  5. EVen fully closed, there is still room for air to get out... it is just that the doors are flush with the rest of the nose. Opening them just makes a bigger hole. I have had that same thought... but I have never seen it said that they should not close all the way. I am simply looking for other Rocket owners to chime in with how much their cowl flaps close.
  6. They aerodynamic questions I have are speed related. When looking for efficiency, it all matters. Does anyone KNOW how much extra speed the inner gear doors are worth? My rocket does not have them and I am considering getting them and installing them... but I would like to know if it is WORTH it or not. To me, worth it would be a 3+ knot gain Is it really true that the elevator flying slightly TE up has no effect on speed? I recently flew my aircraft with full aft CG and still my elevator was TE up in relation to the stab. Seems to me they should be in line with one another in cruise for maximum speed, especially at aft CG. However I have been told here that they all fly TE up and that it is of little penalty. On a Rocket, should the cowl flaps be closing all the way? I have seen 3 of them and on all of them the cowl flaps stay open about 1-2 inches when in the closed position... this seems like it would cause some extra drag. Has anyone quantified the speed gain from switching from the towel bar antenna on the vertical to the plate style? Many of my access panels below the wing have somehow become concave... I have no idea how this has occurred, but I cant help but think they are causing extra drag. Would it be worth replacing these panels with ones that are not concave OR removing and working the existing ones so that they are flush with the wing.? I feel like all these things alone make little difference, but when you start to add them up, perhaps a 5-10 knot gain could be had? I seem to be about 10 under book numbers and these items are the only things I see that might account for that ( well that or optimistic marketing)
  7. I have been noticing that if i leave my cap on, the next time I open it I am greeted to green slime (oil-water mix) in the cap and in the oil tube. I have started loosening the cap and leaving it half off and this solved the problem... So YES it does help!
  8. I thought this engine looked like a shoe in for mooney It is about 350 lbs lighter than a TSIO520. And With the 78 gal tanks you are carrying and extra 80 lbs of fuel but are still 270 lbs lighter. Put the batteries up front to help with balance and with small tanks you have a 2.5 hr range at a solid 200 knots. If you have the 105 gallon tanks you have about 3 hours range. Definitely cuts down on range, but you can probably climb right on up high and have that turbine smoothness and can buy cheaper gas.
  9. Why do you say that? above FL180 you have to be on an IFR flight plan... and also I doubt if he was VFR he would be asking for vectors to the ILS. Good flight!... not even his longest... Has a 9h25 min flight on record in flightaware. Crazy... Dude needs a jet!
  10. doh.... you are right... darned maths!
  11. jeese! What is the UL? 130 gallons is about 900 lbs!
  12. On another note... I love my Mooney and for a lot of the flying I intend to do, it beats the airlines in price and door to door time... This does not appear to be a flight I would want to do in it... even 2 airline tickets would be cheaper and a lot faster. I doubt he has more than 2 aboard.
  13. I would love to talk to you about LOP in your rocket... I have Gamis and still I find the engine runs a bit rougher when I try to go LOP. That and the higher I am I seem to be fighting a battle with the TIT in that if I got LOP on the cylinders my TIT is too high. I have 2 TIT readings, one stock and one on an old GEM. I do not have much confidence in them. I am thinking of replacing the TIT probe on the GEM because as I understand it, Old probes start to read High.
  14. My bladder hurts just looking at this.. .and I have a strong bladder... Ive done 5.5 hours in my glider while sucking on a 120 oz hydro pack! In my rocket Id be doing about 215 knots TAS at that altitude burning about 16-17 GPH. I dont have the 105 gal tanks but if I did. Hr 1 = 20 gal hr 2 = 37 hr 3 = 54 hr 4 = 71g hr 5 = 88 gal hr 5.5 = 95 g And that would be that... How can he get 10 hours! Not even the lowest power setting would get me low enough to go 10 hrs! Quite the flight!!
  15. Awesome, now all of you take your rich friends for a ride in your mooney and then tell then they should buy a NEW one!!
  16. Funny, but I don't fully agree with commandment 1. If I am sitting on 12,000 feet of runway, Ill take an intersection takeoff... Especially in a Jet.
  17. That just depends on how it is made... I can assure you that my gliders wings WORK a LOT when I fly around. Sometimes it is frightening how much they flex.
  18. FWIW, I flew the aircraft yesterday... With a CG at the Foremost limit I don't quite need full up trim to be trimmed for hands off fully configured for landing and 70 KNIAS. That seems to be a reasonable place for it to be. I want to measure it, but It is just not straight enough to be able to get a good measurement. I would have to take 5 measurement off it and then try to average them somehow... Does not seem worth it. Perhaps next time I am down I will order new pieces that are not so wavy and have them installed and be done with it.
  19. I'm no expert, but I believe that the composites are MUCH less labor intensive. I have always wondered why Mooney didn't go for an all composite aircraft with all the same aerodynamics of the metal bird... One would think that if everything stayed the same... Airfoil, moment arms, plan-forms ECT... and only the construction material was different that certification would be a breeze. The aircraft isnt going to fly all that different if it is glass vs metal so really the question would be load testing, not aerodynamics. If mooney would have done that, and provisioned for a chute, they would likely have an even faster aircraft, which took less time to build and had a chute option. THAT would be a competitor to the Cirrus.
  20. I dont own a Cirrus... I own a Rocket with a second one on the way. Did you even read my post or did you just cherry pick what you wanted to read ?
  21. You know, I did a 0 flap takeoff the other day just to see... and I have to say, it was really nice. I think with the flaps down a tremendous cushion of air is created and the aircraft gets a bit squirrely before L/O speed. No flaps may be what I do from now on. I bet your idea would be great to improve this.
  22. looks liek you lengthened the rear window as it is overlapping the baggage door.
  23. So, I am all about speed, which is why I bought a Rocket... However, above 200 knots with the ranges afforded by these aircraft, there is very little gain. So with those 2 speeds, all else being equal, on a 1000 mile trip, the Mooney would make it in ~4.13 hours ... the Cirrus in ~4.69 .... so .55 hour longer. It wont even be that much of a difference because the climb and decent portions cut it down some. On a 500 mile trip, the difference is probably only 10-15 min. TO gain that half hour by choosing a Mooney you are giving up a LOT of space and UL and quite frankly giving up a modern looking cockpit that seems more like a car (women like that more) for an old school style cockpit. You should keep in mind when I write this that I dont like Cirrus. I dont like side sticks (at least spring loaded ones). I dont like gear hanging out. I dont need or want a parachute. But I am in the minority. I fully recognize why Cirrus is just murdering Mooney... and make no mistake, that is exactly what is happening.
  24. yet the interior is nowhere near as roomy as a Cirrus. A composite outer shell over steel tubes is meaningless as far as the advantages of all composite are concerned. That is one area where Cirrus has just dominated Mooney. Their all composite fuse is faster to build, more aerodynamic and offers more room inside... a lot more room. The turbo Cirrus is almost as fast as the Acclaim Ultra. Why would anyone choose the Acclaim over the Cirrus? to save a few GPH? I cannot think of a reason and neither can most buyers apparently. The Acclaim Ultra does not offer any significant advantage over the Turbo Cirrus. End of story.