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Pilot boy

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Everything posted by Pilot boy

  1. Where is this list? Can I be added to it? I am a CFII in Omaha, Nebraska. About 500 hrs M20E time.
  2. Did you ever have further issues with this? Any further resolution? Did it get worse or come back?
  3. I saw a J in the shop up close and I was astounded how close in size it actually seemed to my short body E. Definitely not worth the up charge in my mind for like 15 knots...unless I have a ton of disposable income...
  4. Some of the best advice I got before buying my E was to buy it with an autopilot with altitude hold if possible. And a WAAS GPS. The autopilot is a life saver on long trips and it’s like $15k or more to install one now. Pretty much same with the GPS. Just fyi.
  5. I’d believe it. Prices are high these days with inflation and lack of inventory. I don’t know if he’ll get $80k but it does have a rebuilt engine with low time. I didn’t check the avionics but for my E I’d be looking for $70k these days for sure with a 1500 hr engine. Garnish and autopilot and good paint make it valuable.
  6. I wanted a Tiger and I switched to Mooney for 2 reasons but mostly first reason: 1. I couldn’t find a decent priced Tiger. 2 yrs ago they were all $60k and up and I just couldn’t get my hands on any they’d sell fast. If they had anything like a 430W they were getting up to $70/80k area. Going short body Mooney w manual gear made it way easier to find one w good avionics at a fair price I had many more to choose from...even though they were selling very fast as well. I actually found one from word of mouth thru local avionics mechanics I had talked to. They knew an owner thinking of selling his E. 2. I flew in a Cheetah with someone who owned one and a side from great visibility I thought it felt cheap. The fiberglass wing pieces or something just didn’t look right. The Mooney seemed much more stout and better built.
  7. Proper procedure at my flight school for the order is flaps, gear,flaps. How I manage the power and trim and that first removal of flaps is to wait until I’m at least starting to climb. My E model I can overpower trim up pretty much anytime but I often don’t use full power in go arounds as it’s unnecessary and could result in the infamous p factor trim up stall. Reason for gear 2nd after full flaps removal is if you sink and touch runway or grass you want the gear down. Also full flaps creates a lot of drag. The first half of say takeoff flaps the lift/drag ratio is much better.
  8. Actually the 66 does show the 80 mph for Vx that I’ve been using though I’m still trying to verify flap setting...the Vy is definitely a no flap speed of 105 but that wouldn’t be too hard to change from what I do now.
  9. yeah I’ve trained using 15 on the flaps and now I’m not sure how to defend this to the DPE. I mean it really climbs well if I had to clear a 50 ft obstacle I would definitely use this method over the 66 POH. I’ll probably do what has been suggested by others and get the 70s era POH which has better and more detailed numbers to use so I can explain where I got the data ...along with mainly relying on my 66 POH for more of the interview... I guess I can review both methods so I’m prepped for the test it just changes things substantially for the climb outs.
  10. It matches what you have...but for commercial check ride short field takeoff those numbers aren’t really going to be “accurate”. I use takeoff flaps for short field Vx and for Vy...which is the proper commercial procedure and I know 80mph is the Vx for 15 degs of flaps but I am trying to found out where ppl have found that number. Find me where in your POH it shows Vx and Vy with 15 degrees of flaps....it isn’t there in the 66.
  11. I finally got back up in the E once the AI is now repaired and you were right. It is red lined at 2700 RPM and that’s what I’m seeing in my E. I just had recalled it wrong. I think the MP will go a little higher than 27 in, like 28, but RPM caps at 2700.
  12. Well it seems to be working now. The mechanic replaced the AI a 2nd time and adjusted the regulator upwards a bit more. I think he finally tested it in the ground and could see it wasn’t working quite right. He just didn’t want to readjust it cuz I guess it’s a pain to get to. Seems resolved....I will have to mention this to him to see if he cleaned it that first time. For now, it works so hopefully the first AI took all the damage. Though I think the pump had not quite fully failed when I brought it in. He said another hour or two of operation and it would have broken apart so maybe it was just not adjusting the regulator right the first time that caused issues. art
  13. Commercial check ride in a bout a week (finally - kept deferring for repairs) and I’m reviewing the 1966 POH (I have a 64 Mooney M20E). I have been using a Vy for the soft field takeoff and normal climb of 15 degrees of flaps and 95 mph but I can’t find this number for Vy in the 66 POH. Is there a bette or later source of data someone can point me to. I know I found a checklist in Mooneyspace that had a takeoff flaps and 95 mph as Vy for the E model But I’m wondering where it came from. The 66 POH has a zero flap climb paragraph about taking off that has it as 95 mph with no flaps but that is Stated as (best angle) Vx with no flaps... Does someone have better v speed somewhere from like MAPA or a newer digital manual that’s recommended to be used. Something I can show the DPE since the 66 POH just has nothing.....
  14. Mechanic replaced the AI with a new one this week as we just asssumed manufacturer defect as a first step...I will test it and post back soon
  15. I don’t think This leaning technique would get you a guarantee of max power unless you do the leaning while at full throttle. You will not be able to tell if the engine is getting all the fuel it needs to produce max power if you’re adjusting it at like 1800 rpms etc. you might mistakenly leave it too lean as the engine needs much more fuel when you put the throttle at full demand for takeoff.
  16. I’ll have to recheck that RPM. I think in this E the red line is 2800 or 2750.
  17. My only concern here would be that you may take off without max power someday when you forget to enrich from ROP. It will happen at some point though I guess if you catch it on takeoff that the MP and RPMs aren’t topped out you’d know then...hopefully not on a short field.
  18. You should definitely be leaning. Your engine will probably improve over time as you clean up the plugs lol. I lean aggressively in my E at 1200 MSL and after a year of ownership the engine runs better than ever. As soon as I land and cross the hold lines I’m leaning way back etc. I also like the technique after run up to lean it aggressively as then you really know when you add power for takeoff that you didn’t enrich the mixture.
  19. I have an odd AI issue and just wondering others opinions on this. Started with a vacuum pump failure. We replaced the pump but then the AI was growling on shut down so we replaced that as well. The regulator was set too high for the new pump and it broke the vacuums suction gauge and I’m suspicious the new AI may have been “over pressured “The mechanic adjusted it way down now, it’s in the green arc but just barely most of the time..around 4.5 suction. The AI seems like it is always slightly right banked. The mechanic also leveled it again. On the first takeoff especially it seems to bank about 10 degrees right during the first 400 ft of climb. I’m not sure if this is me not using enough rudder....or a higher p factor from prop at 2800 RPM etc. I don’t recall the Cessnas I trained ifr in ever doing this. 1964 M20E 200 HP. It also seems like it takes a little bit to level after maneuvering and slow flight but often shows slight right bank when level. It is so minor it’s barely noticeable for the 98 percent majority of the time...but it subconsciously bugs me somehow. It also showed up in about 80 degree weather in level flight. Just a slight 5 to 8 degree bank indication. Seems like it might be better in colder days so I’m wondering if it’s the suction levels. We are replacing the AI again this week. All this to say does anyone notice bank indications during takeoff like this? It’s quite obvious and I wouldn’t want to penetrate a low overcast on takeoff.
  20. Commercial check ride coming up soon and my instructor and I were trying to figure out if the Mooney can have asymmetric flaps as a failure or if they system is generally one long torque tube thru the frame. IE how does the torque tube interact with the flap hydraulic pump? Is it one tube or split? Can one side of the tube shear off like a Cessna? Can the flaps fail on just one side if you lose multiple of the little push rod nuts?
  21. My E is back near the tail kinda under the empennage on pilot side on the main fuselage. Where every plane pretty much has it...
  22. My E from 1964 doesn’t start that way FYI. It’s just the serial number in the hundreds.
  23. I haven’t had any trouble with me E short body. I think all the Cs and Es running around really help. Also the zMooney factory made me a proper cable just recently and it works amazingly.
  24. My 64 E has a rod on the underside of both sides of elevator. So 2 rods and a separate one for rudder
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