Fly_M20R
-
Posts
255 -
Joined
-
Last visited
-
Days Won
1
4 Followers
Recent Profile Visitors
3,321 profile views
Fly_M20R's Achievements
-
Totally agree Paul.
-
Hi Paul, Great hearing from you again. You always have good advice. However, I did say that one should not use them in icing conditions in my reply to Denis where I quoted and agreed with Flyingscott. Yep, one could get that so engrained in muscle memory that they are inadvertently deployed in icing conditions but that is where one has that item in the "checklist" prior to deploying them... Of course, why fly through ice unless absolutely no choice? At that point need higher KIAS anyway mitigating speed brake use. My current Ovation is lower drag than other Mooney models and I found that to keep engine warm enough during some descents that speed brakes are useful. This is the only Model where I have found that I use them more frequently than any other one I have owned (one J, two K's and two M's). I never used them in the J since didn't have any nor in the K's. The first M had them but I do not recall using them. Played around some with them in the last M where I would use them for descents at 500 fpm if I didn't want to change power settings or airspeed. It had the newer speed brake series. Chris
-
Hi Denis, Most likely reason for your CHT's being "bloody hell" could be your fuel flow at takeoff power. Since you are above sea level you would need to lean out the mixture to adjust for the altitude and not be too rich. If you have the original EGT gauge that has a range marked in blue (corresponding to 1300 - 1350 deg F) you should aim to have the mixture set in that range for your high altitude takeoff. That probe samples the output at the exhaust combining cylinders 2, 4 and 6. If you are at sea level then I found that one should have max takeoff FF at around 27 gph. Note that a lot of maintenance shops will not set it that high since it is higher than that specified for the engine. If you below that value you may reach 400 deg or higher for cylinder #5. All the other cylinders will be some 30 to 45 deg lower. Regarding speed brakes, they behave differently depending on which Precise Flight series speed brakes you have in your plane. If it's an earlier model (like my 1995 M20R) then it will have the original 100 Series speed brakes which have a slightly higher surface area than the newer 2000 Series installed in later models. With the 100 Series you should expect anywhere between 1100 or higher fpm descent as well as higher airspeed if you do not change trim or power. With the newer series you will get closer to a more tame 500 fpm without changing the trim or power. FlyingScot is absolutely correct in what he said above: Therefore, practice using them in various scenarios, including approaches and landings. Nice thing about using them in the final approach segment of an approach is that if you need to go missed then retracting them will stop you descent without having to change trim or power. Establish your climb at any point after that by adding power, retracting gear and flaps. When landing with them you may find that you need to keep some power as you flare. Try it out. Chris
-
Who would imagine that Thursday of Airventure 2023 would be an immensely busy departure day??? I was leaving Oshkosh to go to Oasis Aero in Willmar, MN to get the annual done on my Ovation. ATC was using Runway 27 that morning for all departures and some arrivals while using Rwy 36 for arrivals only. There were more planes coming from the South side of 27 than from the North. A twin Cessna on the South said on the radio that he had been taxiing for 2-1/2 hours and his engines were getting "warm". Shortly after that ATC noted he was having trouble taxiing onto the runway and it was because the twin had a "dead engine". Ughhh!!! It took me 1 hr and 40 min since engine start on the North side to takeoff. Fortunately CHT's were OK but oil temp was slowly creeping up .... ATC managed the volume of traffic superbly always being jovial and professional at the same time. Quite a few rapid fire instructions along the way. Enjoy the rapid fire ATC!! Chris
- 1 reply
-
- 1
-
-
- m20r
- oshkosh departure
- (and 3 more)
-
Flew to Oshkosh from Northeast Florida with a fuel stop in South Wisconsin for lowest priced fuel in the area and close to 1 hr flight from there to Oshkosh. Total time from takeoff in FL to landing at Oshkosh was 6 hrs 50 min and around 84 total gallons of fuel having run the engine lean of peak. Had headwind all the way and some convective Sigmets to thread through. The weather in Wisconsin was close to MVFR due to significant haze from Canadian fires so controllers had Fisk approach set up with 2 NM in trail rather than the published 0.5 in the NOTAM. Great flight with awesome controllers!!!
-
According to Rob Kromer, test pilot for Mooney, as long as you keep above 85 KIAS in ANY Mooney you can do a full rudder forward slip with or without flaps without any problems. However somewhere between 80 - 85 KIAS and lower, K models and above (long bodies) experience buffeting and tendency to nose down pitch due to tail approaching stall which is worse with full flaps. The J and pre-J models all did well though. Ergo, you are correct Hank, vintage Mooney owners (J and earlier) are free to slip at will! Edit: I imagine he did the tests with the planes at gross weight and therefore I might expect the speeds for buffeting to be a bit lower with lower weight and corresponding lower stall speed.
-
Thank you Danb!
-
In the case of the video it was a choice. I will use speed brakes often but opt to do some degree of slip to do minor corrections on a number of finals always carefully watching the airspeed. Thank you for your input!
-
My first Mooney was an M20J like yours which did not have speed brakes. Did quite a few a slips in it, a good number of them just because I could. The two K's as well as the TLS I owned thereafter also did not have speed brakes. (**** CORRECTION: the TLS and 252's DID HAVE SPEED BRAKES - I just never used them which is why I forgot about them ****) The last Bravo I owned and this Ovation do have speed brakes which I use quite often but still slip as necessary. When I got my Ovation I realized that there was a significant difference between the speed brake performance in the 2005 Bravo vs the 1995 Ovation. Deploying them in the Bravo gives you a very predictable 500 fpm descent without touching the trim which is very useful in IFR as well as VFR flight. However, deploying them in the Ovation gives you at least 1200 fpm descent and also pitches the nose down a tad. When I measured their area I noticed that the ones in the Ovation have a bit larger surface area when deployed. The ones in the Bravo are the newer 2000 Series Precise Flight speed brakes whereas the ones in the Bravo are the first generation 100 Series Precise Flight speed brakes. Go figure....
-
Video back up...
-
Had to edit the video and only way to do that is to delete it and replace it with another one. I am in the process of doing that. Will share again a bit later today….
-
Why not? What if the speed brakes are disabled for some reason requiring overhaul, maintenance, etc? What would you do if you flew a Mooney without speed brakes? Do it with adequate speed and they are a really useful and I would say also fun technique. Regards, Chris
-
Thank you Wingree! Glad you enjoyed watching this video! Chris
-
Had filed IFR for flight between Lake City and Fernandina due to bad weather with thunderstorms along the way. Turns out I ended up in a valley of VFR where it was quite smooth. Had a really nice surprise when I heard a friend who is a controller with Jax Center on the air who then gave me my clearance. Upon arrival at destination found myself a bit fast and a touch high turning base to final so decided to use a slip to lose altitude rather than speed brakes. Fun flight!
