Rspencer612

My M20J has a Continental IO-550 in it! And yes, I use Victory 20W50

I understand 100%. But the Dynon 182 isn’t done. After approval they found a major oversight and have pulled back all orders and issued refunds. Back to the drawing board, then the Baron, then the Mooney. It’s 2 years out or more of you base it on the last 2-3 approvals they have done. With a Dynon HDX, I wish it was sooner as I would rather the integration, but the wait has and will Continue to be a long time. That said, BK’s post STC supply chain issue is a HUGE BUMMER!

Sure could be……..it’s brand new so. How would one test or verify that? Dynon D10A standby was showing the same and they are independent of one another.

Yes, heavy right rudder in takeoff and climb. Cruise is pretty much centered, and high speed decent requires some left rudder. It flies hands off at high power cruise. Just a little adjusting of the pitch to hold altitude.

The last of that is the most likely! Haha

They told me I was the first to be delivered, but it hasn’t happened yet, been delayed about 4-5 months already and now they are saying 23 more weeks. So we finished panel up just pre wired for the autopilot and I brought her home. So nothing to report yet. the Missile STC does not limit the airplane from other STC’s certified for the airframe, so we don’t see any issue with that. Maybe one day I’ll get to report back to y’all! Haha. BK is certainly a troubled company……..

To be fair, I sure wasn’t and am not looking to spin the Mooney! Haha. I was just surprised at how easily it quickly it wanted too!

Duncan claimed that since BK approached them to do the STC which they did, Duncan has the exclusive rights to selling it……..don’t hold me to that though. BK did not do the STC For the Mooney, Duncan did.

FYI I supposedly have the first Mooney order to be fulfilled with Duncan Aviation from about 4 months ago. I ordered the day they announced the STC. As of last week I was told to expect 25 more weeks due to supply chain issues with chips and servos………

Yea I understand that completely. But I sure think I saw and it felt it was coordinated at the break, which required a steady pressure on the right rudder……

I mean it’s certainly possible I wasn’t properly coordinated at the stall with enough or not enough right rudder, but I was actively watching it and correcting thorough the manuevers and got the similar result in all three.

They are in the same spot as another M20J in the shop, so I assumed correct…..I have no clue what rocket engineering did when it was there…..

Yea, your correct, should go left if torque related.

Stall strips in place where required, Rigging was just confirmed at this annual by IA. Said it was spot on with the M20J service manual……

Fair enough! I feel I did get full left rudder when I pushed it. There was no “lifting” the wing immediately. It just stopped the spin, which airspeed then increased with the nose down and all controls became fully responsive. No I’m not in Fl, I am in TX. Would be fun to do some recurrent spin training so I think I will now! Certainly always room to learn when it comes to flying, no matter where you are in your career, personal flying, or training!

Yea, I definitely poorly described my recovery above. I didn’t roll ailerons out until the spin was neutralized which I did by left rudder and push of the yoke. The push was because I was in a heavy pull to go into the stall. So it was more of a push to neutral. So it was push, left rudder, spin stopped, I was 15+ degrees nose down and banked 100-120 degrees, airspeed instantly increased to about 85-90 knots and a began to roll wings level and pull out. Airspeed was about 130kts with a loss of 500-600 feet at completion. Hope that better describes the method I used which is consist with what I was taught and what y’all are mentioning.

I kept it coordinated with the right rudder, but I was wondering if that right rudder to keep it coordinated cause the right roll off? Curious would it be better or worse if you left rudder neutral, let plane coordination be off and hold wings level during the stall? also curious if this is an exacerbated response due to the high power engine conversion or more typical or all Mid/long bodies?

Well I picked up my beloved Mooney M20J Missile today from its new Dynon panel install. Wow is it sweet! The last thing needing calibrated was the AOA, which requires some stalls in the various configurations to be done. so I had done stalls in my M20C a handful of times years ago and have recently done a bunch in my 182. all went great and I did not lack confidence! Up I go, from a 1000’ elevation runway to 6500 feet. I have always preferred to have 5000 feet min for air work and as a jet driver and GA airplane broker am flying very regularly. As you know the Missile is 300HP IO-550 with a full feathering 3 blade prop. So it’s quite nose heavy with a forward CG making it an inherently stable platform. I began with a clean LOW power, power on stall at about 14” manifold pressure otherwise the plane just gets an insane deck angle. Even this angle was very nose high. As the plane got slow my slip indicator continued to go out right so I began to give the airplane gentle right rudder while holding the wings level. Well down right to about 58-60 kts indicated, the right wing aggressively dropped 90-100 degrees and the nose broke pointing down about 15 degrees. At that point the airplane began to wind into a spin. I smoothly but rapidly pushed, rolled left and applied heavy left rudder. The airplane was instantly reactive and recovery to straight and level was quick with about a 500-600 foot loss of altitude. this sure caught me off gaurd, but now I was prepared for what just caught me off gaurd. I did 2 more stalls in both landing config with full flaps and approach/departure with gear down and half flaps. Each stall attempted to react the exact same way with engine power around 10” manifold pressure. As I was prepared for these, the right wing only rolled off about 45 degrees each time instead of the big roll accelerating into a spin like the first one. Immediate left rudder and nose down corrected it. im very focused on keeping the airplane coordinated as the missile needs a lot of rudder input often with the 300Hp. So I wonder if keeping it coordinated applying the slight right rudder and wings level was creating the condition? I didn’t try one uncoordinated with no rudder which may have answered my question on that. anyways, any Missile or Rocket owner’s experience this. Did I cause this or is this a symptom of the Mooney and the conversion? While the first caught me off gaurd, I was never uncomfortable, nor was the airplane non reactive to proper recovery inputs, but it sure seems more prone to it then I expected. on a side note the AOA is beautifully calibrated now and I intend in the future to not be close to this limit, but it did make me think a low altitude stall in this plane has a recipe for disaster!

Would be nice for sure. But I spoke to them again a month or so ago and they said they are now “hoping” for 2023. They don’t have the money or resources to get the FAA moving like Garmin or other big companies have. They have also prioritized the 182 and Baron ahead of the Mooney now due to market share. With BK’s approval, they may slow the Mooney down even further as the market share gets smaller. Who knows. We’re doing a panel now, I need an autopilot now, not a “maybe later.” if they get it approved, then I’ll swap it out with Dynon and make some a great deal on the Used BK, but only if i fell I gain that much from it.

I will keep yall posted! I could not wait for Dynon anymore. They now say next year. Been saying that for 2 years. Lost hope

Duncan, who got it from BK.

Babes is good, Sweetie Pies Rib Eyes (same owner) in Decatur is better IMHO! Haha.

BK Aerocruze 100 Going in my missile with the Skyview HDX now. Just got the tech data from Chris, Waiting on BK to send the kits, estimated another 30-60 days. But we have all the tech data which is good news. It was around $6200 tax and all for the flatpack kit and STC.

Duncan Avaition Got the Aerocruze 100 STC and is now selling them FYI. My install with a Dynon Skyview HDX is in progress.......Believe I am this first one from what they said. We have the tech data from BK, Waiting on backordered components.

Good question, If it was effective at getting it all, and not horribly priced, I would totally like that! Dont even have to remove the cowls!