Steve Yucht

Basic Member
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    9
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About Steve Yucht

  • Rank
    New Member

Profile Information

  • Location
    KGNV
  • Reg #
    N194DJ
  • Model
    M20R OVATION 2
  1. Thanks all for the advice. I'm definitely trying to reconcile a bunch of different information from presumably very reliable sources. Reading John Deakin and Mike Busch then comparing that to what is said here on Mooneyspace and the POH (and the final confounder is my 10,000 hr CFII A&P/AI who has 2000 hrs in his 1998J) has proved challenging. I suspect if I was in quadruple digits for my flying hours I might have a different perspective but I'm still in the phase where I want to learn ravenously but keep it simple in the cockpit. Thanks so much for your guidance, it is incredibly appreciated!
  2. jlunseth Since I don't have O2 in my O2 I never fly above 10,000 ft . Most of my trips are less than 1 hr so I'm usually at 8500 tops anyway. I was taught to reduce MP to 25 after 1000 ft AGL on climb. So when you say leave throttle all the way open that would mean I have to advance my throttle once in cruise prior to leaning. Is that correct?
  3. Hi all, new to this LOP vs ROP thought. Have only 200hrs in my ppl and 100hrs in my Ovation 2. Now that I can fly the plane well I added a JPI 830 to better manage the engine. I like speed but definitely don't want to burn more avgas than necessary for that speed. I have read the JPI manual countless times. Is there a post that has basic fuel flow settings for my IO-550 with corresponding MP and RPM's for 75% and 65% power. I follow the visor settings (cruise power settings) for MP/RPM but this is ROP and doesn't really get to leaning ROP. What I would really like is a simple approach to setting cruise at 2300 RPM (lower sound and presumably less wear on the engine in the long run) that gets me 75% or 65% power ROP and LOP out of the red box so I can talk to ATC and get everything all situated before spending head down time with the JPI to clean it all up as precise as possible. Thanks, I value your experience
  4. carusoam, I transitioned with Rob McGuire at KGNV. Great guy and would recommend him to anyone in the area.
  5. 100kts, 90kts,80kts (downwind, base, final) quickly dialing in up trim to slow to 68 over the numbers (higher if gust factor is needed or at max weight). Power off on short final if possible. If it looks like I'm sinking fast in the flair I'll twist in 1.5 turns of throttle. My O2 has VG's so she handles well in slow flight and doesn't fall even if the stall horn goes off in ground effect. Low time Mooney rookie who just finished my transition training. Take what I say with caution.
  6. I have them on my 2000 O2 and feel more confident knowing that I have a few extra kts of protection when slow. I have nothing to compare to as they came with my plane when purchased. Being able to confidently land at 68 kts with total control and no float makes them priceless to me. Once I realized that keeping speeds lower (except when gusting) was the key to great landings, they were a no brainer. BTW I have no problem doing 175-180 kts in cruise.
  7. Moonbeam. I was going to name her Moonshine but thought that might invite FAA ramp checks
  8. MB, I was in your place a few months ago. Still finishing up my PPL and starting my presumably long search for an Ovation 2 DX. As it turned out I found my near ideal plane within a couple of months. While the timing wasn't perfect I went ahead and purchased it. Insurance costs $7100 for the first year. It's a challenge trying to fly two planes and I decided to finish up my PPL in a 172. I only have about 6 hours in the M20R (I couldn't resist flying it a little) and it's a dream, but definitely different from flying the 172. I wouldn't say its any harder to fly, but it definitely requires more attention to engine parameters and airspeed. Definitely requires a lot more attention to stay ahead of the plane. So if you get the Mooney now you may prolong your training before getting your PPL which will cost you more. The additional insurance premium of being a student will be significant. Ultimately you have to decide if the added cost of owning the plane "early" is worth it. Since I was looking for a very specific model with very specific setup (no AC and no TKS) I felt the added upfront cost was worth it for a plane I plan to have a long time. That said, if you can wait I would. The added cost would have been nice for the avionics upgrade I am doing now.