A64Pilot

He had 100 lbs of baggage so he should have been pretty neutral if you will. I normally fly with about 100 lbs in the baggage compt and feel she both flies better that way and seems to even be slightly faster. A neighbor flies a 182 and carries around two packs of water just for the weight so it’s not just a Mooney thing. I’d be careful doing that in a Bonanza though.

The STC holder should give you the limitations and POH supplement without re-issuing the STC, in fact I feel they may be required to do so. Call the FSDO, speak to an inspector and ask. People often will buy something used and try to wrangle a “free” STC from the holder. The STC holder isn’t being an ASS, without you being able to prove the STC was purchased they are protecting themselves, 337 squares you with the Feds and getting a POH supplement makes you fully legal. Does the 337 state limitations in it? I would put them in if I filled it out, if there were any.

I just figured out how to link to a search, by accident. Will that link work for everyone or just Apple things?

A few comments. Lycoming allow 500 F cyl head temps, but I doubt many think it’s OK to get that hot, so while they may allow 50F per min drop in temp, it may just be better to not push that number either, the 1” per min is Old School, back in the 70’s and 80’s when shock cooling was more feared than now, I think it may have come from Big turbo twins at high power trying to slam dunk approaches maybe, probably more than a bit conservative but doesn’t hurt. Using the prop to decel and descend steeply is the way to get a turbine down quick, a piston maybe not so much. I can post bunches of links even an FAA SB, but search this yourself https://www.google.com/search?q=detuning+a+lycoming+crankshat+balance+weights&ie=UTF-8&oe=UTF-8&hl=en-us&client=safari#ip=1 Only applicable for counterweighted engines, not all are Again just an opinion but I think you should be comfortable landing at any flap setting because I promise you the day is coming when they won’t work. I think everyone should also perform a couple of practice go-arounds with full flap just so they see it’s no big deal, if it’s not in my little J surely a Bravo would have no issue at all. Extreme high DA of course is going to decrease performance, but even then surely you could get to 50’ easily and then retract flaps. Most of us take off at half flap, adding the other half or having no flap is no big deal. I’ve not yet forgotten to set T/O flaps, but I know eventually I’ll get stupid and forget so it’s nice to have experienced a no flap T/O once or twice

Yes, I didn’t know that until one day I was taxing behind a long body and his elevator was hanging full down. The title of the thread is Mooney J model, so I didn’t elaborate. Previous owner changed the pucks on the mains, the nose looks fine and are I assume original to the airplane. Unless the CG is much further forward on the big motor models I wouldn’t expect their to be all that much more weight on their nose wheel, after all the balance point should be close to the same. There is of course more mass and therefore more inertia so get one bouncing and I’m sure it would be worse than a lighter 4 cyl airplane.

I wouldn’t put anything into the trim indicator, meaning who knows or in truth cares? Mine isn’t anywhere near the mark, it’s way higher. In truth I don’t remember where it is, it’s where I left it when I landed. I never look at the thing, if it’s nose heavy I trim up and tail heavy well you know. For a data point, my elevator is dead even with the stabilizer when parked. See if yours isn’t, if it’s not close then maybe out of trim is an issue. Assuming of course mine is normal and not an aberration. Are most people’s elevator level? Note I’m not one of those who trims full up on landing, by landing with the same trim as takeoff, a go-around is no big deal trim wise.

An alternator doesn’t supply pure DC, it’s pulsating DC. The battery being in the system is a really big electrical accumulator that functions to smooth the pulsating DC to pure DC, but other than that the alternator as long as it’s putting out enough power, powers the aircraft. Sometimes like at idle it may not, then of course you run off of the battery. The alternator in order to charge the battery has to output 14V, it has to be slightly higher than battery voltage to charge the battery, a fully charged battery is 13ish V. The output voltage also determines how rapidly a battery is charged. It confuses people but it takes a 14V system to keep a 12V battery happy.

That’s something I’ve never thought of, but I can’t fault the logic, I see no reason why connecting s decent sized 12V lithium battery thru the cigarette lighter wouldn’t increase the available amp hours, your limited to the rating of the cigarette lighters CB, but surely it’s enough. I think you may really have something there

Civilians “politicians” are who buys Military hardware, for some reason the general public thinks its Generals but it not. So Military hardware is often bought based on political necessities not need or performance. Knowing this the Military Industrial complex does it’s best to play to those political realities. It’s a system with huge amounts of money ripe for abuse. Very often fly-offs or other performance trials are pure theater what will be bought is already decided prior to the trial. Not always but usually the fix is in. This aircraft for example was one heck of a CAS/COIN airframe, especially the COIN part, but it wasn’t politically connected and the AF wasn’t going to consider anything with a propellor, but it’s orders of magnitude better than arming a Crop Duster. https://en.wikipedia.org/wiki/Piper_PA-48_Enforcer

I always pull the cowls, gives me a chance to inspect things and I wash the engine, a J it’s easy to remove cowling. I like a clean engine. When I lived in S Ga I often had to remove a dirt dobber nest or two. However no reason I could see why the vacuum wouldn’t work well I changed oil in the boat that way for years, the pump even was a good container to hold it for recycling. Mine used the same line as an icemaker so cheap replacements were easily available. Depends on what you like but I see nothing wrong or problematic if you have a pump already, but if not I’d spend that pump money on 100LL

Assuming mixture and power are the same, increased heat could come from timing.

I would be surprised to see any performance increase, unless of course the mag it replaced was weak. However it’s surely easy to get a much higher amp and voltage spark from an electronic source as it’s not usually self generating, and a much hotter spark will enable a much wider plug gap that will more reliably ignite leaner mixtures and fire plugs that wouldn’t fire on a regular mag. Look at modern auto ignitions, those things could fire a rusty nail, last essentially forever and failure rate is really low. I think and hope though that the primary thing we will gain is hopefully an essentially maintenance free unit that is more reliable and has essentially no wear.

To me it’s interesting to note that I believe all the Modern Cessna single engine high wing aircraft have I believe essentially the same wing area of a M20, so the C-210 at I think a 4,000 lb gross weight has no more wing than a C Model Mooney and a C-172 has the same too, The Bo does have a little more but not a whole lot, about 6 sq ft maybe? A C-140 and C-152 carry I believe 160 sq ft so only roughly 15 sq ft less than the Mooney and C-210, but the max gross on a 140 is only 1450 lbs. The Mooney and C-210 and C-177 are laminar flow. The Bonanza does not have a laminar flow wing, so add that to the surprise that they are as fast as they are. I think the Bo has a shorter non laminar flow wing just because it’s a very old as in 1940’s design. If the design had been updated I think it would be completely different. I’m astonished they never “fixed” the flat bottom, I think that’s the source of their yaw instability, not the V tail.

Again you misquote me This IS what I posted I assume you must have reading comprehension issues as most can see pretty obviously that I’m not saying it’s just fine. Then went on to explain how little fuel you would save by doing so, which anyone without comprehension issue can see I’m saying it’s foolish. There is risk, with an insignificant gain

I think without looking that our wing loading is probably in the neighborhood of 15 lbs per sq ft. The variable is of course gross weight. Not all lift is equally distributed though and that’s where it gets over my head. I think our wing loading is actually pretty low as we have more wing area than one would assume The aileron that drops of course is going down into much denser air and therefore creates adverse yaw, that's off set somewhat if we have Frise ailerons, I haven’t looked but it’s a Modern aircraft so surely it does, but anyway there is a significant difference in the force between ailerons or of course we would have zero control pressure. I’m pretty sure I feel the tubes flex, I’m not saying that’s bad, just that it exists, I think. Be easy to demonstrate, just put a control lock on the aileron and see how much “spring” there is at the yoke, of course don’t get stupid and break something, but I bet the control system is very strong, I’ve seen the forces we had to Certify to and they were massive, easily exceeding my strength.

Cessna is control wires, not sure what you’re getting with them.

Oh, and at least on my Mooney there seems to be some “spring” in the push - pull tube to the aileron, you don’t notice if at all flying normally, but if you try an aggressive movement, especially at higher speed you will. I suspect the tube is actually flexing. I believe it could be cured with cutting the tube in half and fitting a bell crank but I guess as it’s not an issue flying normally they didn’t see the need.

Yet all RC trainers I’ve ever seen and or had were nose draggers. Mooney does have a slower roll rate and I believe less aileron authority than many aircraft, I’ve commented a couple of times on I believe the sports car like handling many attribute to it is from short control throws and not actual brisk handling in my opinion My Maule was an early model M6, it was the most STOL capable Maule as it had the smaller lighter fuselage of the M5 but with the long wing of the later models. If you hung it on the prop a little once you approached about 30 MPH the ailerons completely lost ALL effectiveness, you could literally roll full travel with little or no roll rate. You learned very quickly when getting slow that if a wing dropped to use rudder to raise it or you had an accident. I often visit short grass strips, even an occasional ultra light park. Where I live the East / West runway due to slope has only about 1,000 ft usable when landing to the East so I’m often about mid 60’s on final and less than that on short final. The same rudder trick used on the Maule works on my J model, but also you want to use quite a bit anyway when slow to be sure to stay in trim, you don’t want to stall out of trim. A J model anyway is surprisingly capable on short strips landing, the challenge can be getting out as a J isn’t over powered. Later Models of the M6 added 6” in length to the ailerons by changing the wing tips so the wingspan and flap length stayed the same and I have been told they still had aileron control even when hanging on the prop. I think a light short body Mooney if flown well would really surprise some people, just stay out of the rough stuff, the tiny nose wheel wouldn’t like it

Several things about Prius chat, first it’s heavily based on exactly how the car operates, why it does what it does, it’s a wealth of information with lots of smart people hacking the software to see inverter temps etc. Plus it’s sort of moderated by Toyota, unofficially but as in the link I posted a Japanese poster came on and corrected some of the incorrect assumptions. Many forums are this way. I’ve not been on Priuschat for years so I don’t know if it’s changed. So when I bought a Tesla I scanned a few of the Tesla forums. To be kind, those people are idiots, they know squat and just repost whatever is on the internet, way off on battery care and have no idea or interest on how the car works, none. The hot topic was that Tesla had gone “Vegan” with it interior and how great that was, one posted was trying to decide on replacing the steering wheel with a new one, or should she get a new car. Either way she was getting tired of having to wear gloves because she just couldn’t bear the thought of having her bare hands on the skin of some poor dead animal. Then one discovered Tesla was lying, they weren’t truly Vegan. Seems there is an egg product in the glue used in the car. Huge uproar and discussion on whether they should cancel their orders etc. Oh God how could Tesla use an animal product? That was is 2021 when Musk was worshiped by the Greenie’s, now of course he’s Satan. Oh and I’m certain Tesla went to “Pleather” as a cost saving not to be Vegan, but it does seem to be good Pleather. So I’ve not been on a Tesla forum since

Yes it’s that way in all or was anyway. Mine was a 2010, past that I have no knowledge, but the thing when I started digging into it fascinated me. It’s a mechanical marvel and draws not much from a conventional car. For instance it has 5 different distinct stages of operation, explained here. They rewrote the book with the Prius, not much like a regular car. https://priuschat.com/threads/the-five-stages-of-prius-hybrid-operation.12919/ One of the hardest things for a Hybrid is when city driving it’s difficult to keep the engine warm it runs so infrequently, the older Prius when the engine shut down would pump all of its coolant into a thermos, the newer ones ran the coolant through the catalytic convertor to extract its heat. In cold Wx the Prius fuel mileage drops because the car will keep the engine running when it’s not needed for propulsion just to supply heat.

There are a lot of things that I didn’t like. They were determined that it should drive just like any other car, that’s why the complex braking system. Tesla and I assume other EV’s go into max regen if you lift your foot off of the go pedal, they call it one pedal driving and I’m a fan as it really works, and you have normal as in master cylinder brakes. If you open the door on a Prius you will hear a buzzing for several seconds, that’s the hydraulic pump charging the hydraulic brake accumulator. The Prius when you put it in “drive” it would creep requiring you to hold your foot on the brake, that was purely software, Toyota fed power to the electric motor to make it creep. Once you drive a car with one pedal driving and you get used to it, you realize just how obnoxious it is to have to hold the brake the whole time at a long red light, and Toyota made the Prius creep when it’s natural state would be to remain stationary like a manual car in neutral. I put drive in parenthesis as it has no gears, it’s a planetary system that the gears are always engaged, so there is no neutral, no reverse. The car is driven electrically to go backwards, the engine can’t drive it in reverse. In forward the gear ratio is constantly variable based on torque inputs from one of the two electric motor / generators and the gas engine. Decent video explaining the power split device, but it’s just one piece the Prius inverter is so large and powerful it has its own cooling system

For everyone. The Angle valve IO-360 is THE poster child for LOP, seemingly right out of the box most will run so far LOP that they won’t make enough power to fly, yet they will still be smooth. Most GA flat motors won’t, some can be massaged by swapping injectors around or playing games with carb heat and Gami injectors, and some just won’t, no matter how perfect you get the “Gami” spread. My IO-540W1A5D just wouldn’t, not really, at some altitudes and on some days it would, barely. The IO-520 in the C-210 would and it did save some fuel, but was 10 kts slower than it was at best power.

In theory though it should be OK. That’s one theory and one should be, unfortunately should bees don’t make honey The issue is as I see it is say just for arguments sake you save 2 GPH for 5 min, because I doubt many would be concerned with 100 ROP above 7,000 or so and surely you can get from 3 to 7 in 5 min. So by leaning at 3000 instead of 7000, in that 5 min you save a whopping .17 gl. If I did the math right, but say your cruise climbing at half the climb rate, then you save a whopping .34 gl. If that’s the article I think it is, I concur with climbing at higher airspeed, what I call cruise climb, not climb at cruise power, that’s foolish for several reasons, unless of course it’s a small climb and not worth reconfiguring, waking up the Wife whatever.

If and this is a big if, but if both a Prius and a Tesla are driven “correctly” the brakes will last just about forever, the Prius guys who used to hypermile that were up North had to adopt a habit of using the brakes a couple times a week because they corroded if they didn’t. The Prius brake regen stopped at something like 8 mph as it just couldn’t work below that speed, I’m sure the Tesla does at some speed too. The Prius brakes are very complex, there is no master cylinder but a “stroke simulator” and the car seamlessly will use brakes when regen reaches its limit. Tesla has I believe conventional brakes, but goes into max regen whenever you lift off of the go pedal. The Prius is a phenomenally complicated vehicle, it’s amazing that they are so reliable. Actually the most efficient way to drive both cars is to not use regen, but to coast, and believe it or not but the most efficient way to drive a Prius was to not use the battery, but the engine. The source of ALL the power in a Prius battery is the gas tank so it’s most efficient to use the engine directly.

It’s been since 1989 I think when I flew the two M20JAT’s at the School I was at, but we did go around’s with them deployed without incident. I’m sure there was some performance degradation, but I’m certain the aircraft will pass all Certification maneuvers with either both or one deployed. I know you can’t deploy one but it’s possible one could get stuck so I’m sure the FAA had Mooney demonstrate controllability etc in every possible combination. I liked them, but we weren’t allowed to use them in our training and we had to drop flaps before gear which made speed control even more challenging, but once you get used to it it’s not hard. The reason given was they weren’t trying to teach Mooney pilots but Commercial pilots and almost every aircraft out there doesn’t have speed brakes, and you get approach flaps before gear