N57039

I've been a member as long as I've had my Mooney. I've had the chance to do one of their Pilot Proficiency Programs. Excellent. I'm looking forward to being able to do it again.

Cruiser, I use the same climb profile that you used, i.e. a constant ROP mixture (about 1275 - 1300 dF). Once at cruise altitude I close the cowl flaps, dial the prop back to 2500 and lean to LOP. At altitudes above 8000' leaning to 5 dF LOP works fine. I think you went way leaner than this when you got roughness during your test. You don't need to rush to find peak, and the JPI is fast but not instantaneous. Fuel flow and TAS will be altitude dependent. Holding 350 dF on the CHTs should be no problem even on hot days.

easier to say 1 qt per 12 hours. engine has about 450 hours smoh

I'm afraid Mooney could put in no motor and not save $250K. The Mooney design is too labor intensive. Maybe if they moved production to China...

The 201 kts is the best I've done in my Mooney. The 531 kts was a couple of weeks ago and is the best I've gotten a picture of in one of the other planes I get to fly a Learjet 35. (Note the avionics in my Mooney are better than the Lear ) Fast is good in any airplane!

Yes, my mixture control is a vernier style. The creeping is a new problem. From what I and my A/P can determine there is no way to tighten it up. Perhaps we're missing something.

My mixture knob creeps rich. There is no compression nut. Very aggravating. Would love to here a solution from someone.

Craig, that is quite awesome! Heck, I wouldn't have the space for such a great set up. Looks like fun!

Jeff, Questions on your El Paso - Chicago flight. How many in your family? You had to have been at O2 atitudes for that fuel burn rate. Was everyone on oxygen? Were you anywhere near MGTOW with family, fuel, O2 and bags on board? I use Little John Jrs for my in flight physiological needs on the longer runs. They work great.

I was a fan of RTFP as well, and at first wasn't so happy with AOPA's internet flight planner. However, after working with it I am growing accustomed to the changes and am actually beginning to like it. There is a LOT more data available than RTFP offered. You just have to learn how different features are accessed with the left and right mouse buttons. I really like the various weather overlays, and it's also pretty easy to compare flight times at different altitudes. I missed the "rubber band" route change at first, but now can put in the waypoints I want to use even faster than RTFP; it just took some practice and understanding of the program. I have no problem with the speed on AT&T's cheapest DSL plan. Lance

A few years ago I gave GAMI a check at Sun n Fun for a set of injectors. I have a J model with IO360. I did the GAMI test as they requested before they shipped me anything. The FF delta was 0.1 gph. They sent me my check back.

Does Advocate Tax honestly believe that the IRS couldn't get this info from the FAA even if it was opted out of the public system? I would find that hard to believe.

Quote: Cruiser Actually I just blow it out. There's really very little water in that gap. Even if it all went into the tank, it wouldn't be enough to shut down the engine. And even if one gets some kind of covers for the cap, both o-rings should still be replaced at least annually (the smaller ring is often neglected/forgotten because you have to talke the cap locking mechanism apart to change it).

Your list is a good one and pretty much in the order of importance as I would rate it. One change might be to bring the engine monitor to 2nd highest priority behind the 430W. I don't know the Dynon unit. I have the JPI EDM800 (with fuel flow) and am very happy with it. I don't know how well they are supported in GB though.

Sorry, no recommendation for cover, but regarding the fuel caps I can comment. Don't worry about covers; just make sure the 2 o-rings in the caps are fresh. That means changed at least once a year. If they are and the spring tension in the cap is correct, you won't have water leaks from the out side. The o-rings are MS29513-338 and MS29513-010. Make sure BOTH are changed everytime.

Good luck with the prebuy. I have flown some GA in Europe and enjoyed it, but unfortunately not with a Mooney crowd. Keep looking and please let us know what you find. Have fun!

Part of that load difference can be made up by carrying less fuel. At 9,000' in a M20J you'll be burning about 9gph LOP. This will be 3 or 4 gph less than the Bo. On a 4 hour flight that's about 100# less fuel (and less money). Is that last 100# that important? If so, and you can manage the CG, go with the Bo; otherwise get the Mooney. Easy, huh!

Like Scott I have a XeVisoin HID in my 1984 J. XeVision needs a 337, but their website has a number of these posted for your IA to copy and submit. I leave mine on the whole flight to help others see me in the air. On night landings it's a whole lot brighter than the factory bulb.

Austin, At 50 hours your engine is broken in. Fly LOP, save gas. And if you want to be a pest, ask your MSC for the scientific basis for waiting 100 hours. They won't have an answer.

I like it! How long was the plane down for the painting?

Thought some might find these interesting. There's plenty of discussion of NEXRAD, its time delay, etc, etc. Here's a couple of pictures I took of what the NEXRAD showed and what the Mk II eyeballs showed at the same time. Me, I can't imaginge flying without NEXRAD anymore. (Craig, if this isn't Mooney enough let me know. It is a Mooney windscreen and panel )

I guess I have an "early" 201 system. PF offered a retrofit preheater to improve cabin heating. I bought it, and it's installed. However, it hasn't been cold since the installation, so I can't rate the improvement. Previously in climb the heater was inadequate. Once level with cowl flaps closed the heater was fine. I hope the preheater solves the climb heat problem. As a slight side benefit the preheater improved the position of the heater hoses. Had rubbing problems before. I think the PF is a little louder than the stock system. It sounds good to me. I don't regret spending the money for the system. The exhaust that came with the plane was shot and had some non-documented, non-Mooney parts on it. I had to do something. For me the PF was very timely.

I have the PowerFlow on my 201 and am happy with it. Unfortunately I didn't do any real "before" tests. Therefore I can't give any performance improvement claims. It's a solid, good looking system. I'd be glad to answer any specific questions anyone has about it.

Craig, I know your to-do list is long. FWIW I would vote that a "Go to first unread post" on each thread is a high priority and will become a must. I hope it's not a big deal.

Magnus, With the gas prices in Germany I am surprised that you are not a LOP operator. Have you ever flown in a Mooney operated LOP? I'm guessing not because the fuel saving and lower CHT's with almost no airspeed loss are very real. Your NA engine would be very happy LOP. Please ask the shops that "report higher wear on the exhast systems" what they mean and by what chemical or mechanical mechanism LOP operation causes the alleged higher wear. Bet you cannot get a straight answer.