flyer338

Once upon a time I was a certified Master Automotive Technician. I modified and maintained a M20C (under appropriate supervision) for more than ten years. I found a foolproof way to bleed brakes that works on motor vehicles and airplanes. It is very simple: ensure the fluid reservoir is full, open one bleeder screw, and go have a cold beverage. Return, close the bleeder, top off the reservoir and then open the bleeder screw on the other side. Have another cold beverage. Close the bleeder screw, top off the reservoir, and you are done. The pro-tip is to use a small hose to direct the waste fluid into an appropriate container and avoid making a mess on the hangar floor.

The empirical evidence suggests otherwise: when I opened the throttle with the propeller in max pitch the propeller rpm slowed, and slowed further as I reduced air speed, until it was barely turning over. My explanation is that with the throttle open the cylinders were taking in and compressing more air, and therefore, each piston had greater resistance because it was doing more work.

I am new to this forum and it has been a great place to relearn the things I used to know, and has helped greatly with informing me about the idiosyncrasies of different Mooney models during my search for another Mooney after a eight year hiatus from exercising my pilot certificate. My previous Mooney was a1965 C model. I modified it by adding nearly all of the available mods for reducing drag. It went from a cruise speed at 7500 feet (wot and 2350 rpm) of 140 knots to 152 knots, as verified by a 4-way gps box. i wanted to find out what the best glide speed was with the cleaner air frame. I decided to conduct a test and find out. I posted the results on the Mooney list at aviating.com, but it seems that list no longer exists. What I post here relates to glide ratio and my attempt to stop the prop. I cannot find my original notes so I cannot post my glide ratio and best glide speed result. I conducted the test starting at 12500. (Note this was about 5 miles from an airport with a 4000 ft. runway.) I reduced power to idle, mixture to idle cut-off, and ignition off. Then with the Propeller full back, throttle wide open (for maximum cylinder pressure), I reduced my airspeed until I had a stall buffet (flaps and gear both up). I could not get the propeller to stop (mid-time engine with high 70s compression). Then I conducted glide ratio tests at different air speeds in 5mph increments with the propeller back and throttle closed. I started the engine again at 5000 and landed normally. I recall the glide ratio as better than book and at a slower air speed. The engine was off for about eight minutes. I would not do this today, but I did learn some things I considered valuable at the time.

Hello, I am new to this forum. Years ago I was a list member at Mooney.aviating.com, but that list appears to be gone. I have about 2000 hours in a C-model with most of the 201 mods. I stopped flying and sold that plane about 8 years ago.I want to fly again. I am looking at getting my ASEL commercial certificate and instrument rating current. I live in Rancho Cordova, and I am within easy access distance to the Sacramento area airports. I would like to get instruction in a J, K, or Rocket/Missile conversion here. Any leads much appreciated. I plan to buy a J or K in the next month or so and continue training in my plane. Brian