Jump to content

Steve Yucht

Basic Member
  • Content Count

    12
  • Joined

  • Last visited

Community Reputation

17 Good

About Steve Yucht

  • Rank
    Member

Profile Information

  • Location
    KGNV
  • Reg #
    N194DJ
  • Model
    M20R OVATION 2

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. So to add a little avgas to this fire... I run ROP pretty much all the time to keep my hottest CHT at 380 deg. In my O2 this comes out to about 23 squared at 8-9000 ft (my preferred altitudes), 170 kts and 14.8 gph with no wind factor. I never fly more than 2:30 legs. Why bother, you are just increasing your risk for a blood clot and one of those makes a top overhaul look cheap! That's about the limit for my bladder anyway. I could see if you are flying solo and dont mind peeing in a bottle, otherwise I view LOP as a way to save fuel to avoid a stop I want to make anyway. That said, I abs
  2. I have a 2000 O2 that had the same issue. New mounts and everything was fine until a nose gear collapse (metal fatigue, not bounce) caused an IRAN. Came back with the same sag. Phil Jimenez at KAVO made her right again this last annual. Give Phil a call, he’s a Mooney whisperer.
  3. To completely hijack this thread and get everyone's thoughts: I am starting to think about pulling my vacuum system and putting in two GI275's. I have a KFC-225 that is great but (here's where the collective sigh starts) I went with an Avidyne 540/440 combo for my NAV/COM. I love the units but am not sure what will happen when I make that Franken panel. Eventually I will upgrade the autopilot and would love the GFC 500. BTW this will be next year because my wife wanted a new paint job and seat redo that is on the books for this summer (seems like the wives like new paint!).
  4. 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 appr
  5. 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?
  6. 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
  7. carusoam, I transitioned with Rob McGuire at KGNV. Great guy and would recommend him to anyone in the area.
  8. 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.
  9. 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.
  10. Moonbeam. I was going to name her Moonshine but thought that might invite FAA ramp checks
  11. 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 requi
×
×
  • 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.