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Everything posted by Lood
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Wow, nice panel you got there, Bob!
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50 Year Upgrade Continued...Upholstery This Time
Lood replied to dcrogers11's topic in Vintage Mooneys (pre-J models)
Fantastic! Makes me wonder why I want to own a "newer" airplane, when a vintage model can be made to look just as good!! -
They probably will, but don't be in any hurry...
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The battery on the super F is located right at the back, but I'm not sure how it is accessed. Believe it or not, but this airplane is still in the certified category, but with two limitations: it may only be its owner/s and it may not be used to bring in revenue, so basically, it can only be used as a private airplane. I actually had a copy of the certification and flight test document. It was actually done in cooperation with a lady from the US and I was amazed at everything the airplane had to go through. I only have an older picture of the exterior and it's not a very good one, but will try to get some more. The interior was beautifully refurbished with all new panels, carpets and leather.
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M20F Speed Checks... Comparison Please?
Lood replied to Ragsf15e's topic in Vintage Mooneys (pre-J models)
About the same here Tony. I lost around 10 kts and used about 6 liters less Avgas. Fortunately, I can claim VAT back on Avgas, so I fly my F at 75 - 80 deg ROP. -
I've seen it myself, on a local, rather special '67 M20F. It had run in with some guineafowl during take off and the pilot elected to abort the landing. The airplane went off the end of the runway and was damaged. Our local Mooney agent bought it from the insurance and they decided to make a project of it. They took the engine cradle and nose gear truss from an Ovation, and hung an IO520, with a 3 blade prop up front. The wings were clipped to match the fuselage length vs wing span of an Ovation and they also used some Ovation and J model components to beef up the tail. The fuselage frame was strengthened by welding in extra tubing, similar to that of the Ovation. A 201 windshield was fitted, as well as this extended baggae compartment. Becuase the battery had to be moved right back into the tail for CG purposes, they even went further and made a second, larger baggage door where the original panel was located that gave access to the battery. The whole project was incredibly well done and the airplane went through a complete flight test programme. I've flown it and it is an absolute monster. It is extremely powerfull, gets off the ground very quickly and climbs like a homesick angel. Once leveled out, it moves along at a very respectable 175kts cruise.
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The EDM700 can't do anything as primary and you'll have to keep your OEM gauges, but that's not an issue. It will most likely be more accurate than your old OEM gauges, so it is very nice to have on the JPI. What you need for a complete EGT/CHT system is the wiring harness and 4 x EGT and 4 x CHT probes. Give JPI your units' serial # and they should be able to confirm whether it has FF or nor. If it has, I would rather add a fuel flow transducer and have everything displayed on one unit, instead of adding another display, in the form of the FS450, but that will boil down to personal preference. If it doesn't already have FF, I'm JPI can program it into your unit. Over time, you can add the other functions like oil temp or OAT, etc. Get hold of Aerodon here, he knows everything about JPI's and will most probably be able to supply you with whatever you need at good prices. His customer service and general feedback and responsiveness is light years ahead of JP themselves.
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How expensive are new ones?
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Standard procedure for me, fuel and oil, before every flight and I always dip the tanks when they're anything less than full, even when the airplane was locked up in the hangar.
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Contact Aerodon here on MS, he sells JPI products and will give you good advice. If you're on a budget, look out for a used JPI EDM700 with fuel flow. I used one for many years and I was extremely happy with it. It does absolutely everything you need.
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A friend of mine used to own a 1981 M20K and I liked it a lot. It was way more efficient than my F and at around 8500ft and 26" MP, it normally cruised around 160 - 165kts, burning a mere 9.6 gal/hr. Can't remember what rpm setting he used. It was extremely quiet inside, to such an extent that he never owned headsets, but it was certainly way more cramped than my F ito shoulder room inside the cockpit.
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Mystery of short cylinder life discovered on Acclaim?
Lood replied to PMcClure's topic in Modern Mooney Discussion
Aren't airplane engines certified to run at their rated power for the duration of the TBO? Or supposed to... -
Even here, from far awy South Africa, I can vouch for Aerodon. I bought my EDM900 from him, he's a solid man and his service is excellent!
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I don't think this is really that important, but for what it's worth, during my last oil change, I went back to Shell W100 and my engine is running around 10 deg cooler - both the oil temperature and CHT's are down. I don't want to highjack the thread with an oil debate, but this is evident in my engine. I changed over from Phillips AD100 and something else that I've noticed, is that my engine burns less Shell than it did Phillips. It just seems to like the Shell oil better.
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M20F Speed Checks... Comparison Please?
Lood replied to Ragsf15e's topic in Vintage Mooneys (pre-J models)
Yeah, almost like the SA guys driving 4.5 EFI Land Cruuiser pick-ups - myself included. When asked what the fuel consumtion on the Cruisers are, we normally answer in decimals, like 4.83km/L or 5.61km/L. So one day, friend of mine actually interupted me and asked why we are so adament on giving it in .this or .that, rather than simply 5km/L or 6km/L. Cruiser are fuel guzzlers and uneconomical, full stop. I'm rather curious to know how much different the result will be, using the the different methods of determining TAS? Is it really going to be substantial or are we only going to see a knot or so? -
M20F Speed Checks... Comparison Please?
Lood replied to Ragsf15e's topic in Vintage Mooneys (pre-J models)
@ Rags and Raygun, My '67 F matches yours almost to the number. Before the engine and prop overhaul, I got 138kts and afterwards, 142kts - WOT, 100 deg ROP, 2500rpm. We have an annual air race here in SA, during which the pilots try their utmost to get every last knot out of the airplanes. I've worked through the end results of quite a few years and with the odd 146kt exception here and there, most South African M20F's are 140 - 142kt airplanes. -
Well, just for interest sake, a friend and myself took an hour and a half flight this morning to attend a meeting. On the way to our final destination, I landed to drop off my daughter and then continued. When selecting pitch fully fine on final approach, I felt something give in the pitch control. Nothing strange resulted and we landed safely. Before take off this afternoon, I removed the cowling to take a look see and found that the last part of the governer control cable, which is a solid 4" metal tube outer, through which the cable runs, detached from the rest. Not a big issue, except that it might result in maximum rpm not being possible, as the inner cable would now be able to develop some slack. I pushed it back into the part where it came out from and slid the rubber cover back over, but whenever I would push the control all the way in, this tube would agaian push out. Since I've bought my Mooney, the control could never move all the way forward and it seems that the inner cable is actually a bit too long to suite the outer sheath. I'll have it fixed or just replace the complete rpm control with a new one. However, even with the end tube detached, the governer does reach both stops. So, I doubt whether this is a cable problem. I'm a bit concerned that it might be the governer itself. During the first take off this morning, I got a maximum rpm of 2580rpm during take off and it increased after about 5 minutes. During the second take off, after dropping off my daughter and only having been shut down for 15 minutes, I got full rpm and twice during the take off run, the rpm would very briefly reach 2710rpm.
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Thanks guys. Just to clarify: Both my old rpm indicator, as well as the EDM900 agree on the rpm readout and I was actually quite surprised at how accurate the old one was. This then rules out indication error. I can certainly feel the lack of power during acceleration and especially during climbout. Seeing that both the governer and prop have been overhauled recently, I'll certainly have them checked out, but I'd like to go with the prop cable that might have had it. I'll keep you posted once we've found the problem.
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Over the past year or so, I've quite often experienced not getting max rpm during take off. I was confident that I could definitely feel the lack of full power, but always made it off as the rpm indicator being faulty. After installing the EDM900 however, my suspicions were confirmed. During some take off's, I don't even get 2600rpm, but then on the next take off, I would get the full 2700rpm. My CSU was overhauled two years ago and the prop was overhauled 5 months ago. Seeing that the problem is not consistent, it can't be a setting on the CSU. I tend to suspect that the problem is more evident when it is cold and whenever it does happen, the rpm will eventually go to 2700rpm during the climb, after about 5 minutes or so. Anybody have any ideas on this one?
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Tony, for me, target EGT seems the best method when I take off from higher alt airfields than what I'm used to. That said, my F seems to perform very well over quite a wide mixture setting. The thing to watch out for is certainly red box, as mentioned above, but also keep an eye on the CHT's. I find that whenever I take off with the mixture not rich enough, the CHT's will shoot up very quickly. From my 4000ft home field, I need a fuel flow of around 15 - 16gal/hr to keep temperatures nice and cool. As I climb, I lean as per target EGT and I rarely see any CHT's higher than 350 deg F during the climb.
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I went to my nearest glass & aluminum outlet, that manufacture windows and shower doors, and asked them to cut me two 6" lengths of 2" aluminum angle. They used off cuts and gave it to me for free!
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Hi Danb, it was really an honest question. Most of my flying is done between two farms that are 285nm apart, so I normally use this as my primary mission and whenever I compare any airplanes to my F or each other, I use this as the primary requirement. The airplane has to be able to go there and back in reasonable time and without having to refuel. To add to that, it must also be able to carry my family, with some bags. So, it basically has to be able to load around 650lbs and carry enough fuel to to fly 600nm and have about 40 minutes reserve after landing. With all the comparisons that I've done so far, I think only the M20J and K models were able to beat my F ito efficiency and economy. I normally do this trip in an average of 4h20min odd and burn around 47 gal of fuel. It would be interesting to know what he Ovations' figures would be. The C and E models actually burn less fuel, but I'm not sure that they if take could take the load, unfortunately.
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True, I just used these as an example. However, there are quite a few sender units from other manufacturesrs that are certified, maybe not for Mooney, but for other certified airplanes like Cessna, etc and they come in quite a range. I know the certification part does raise a lot of issues, but just the thought that there are better and cheaper alternatives doesn't go down well. I want my newly installed EDM900's fuel quantity guages to function properly, which they don't at the moment. I am going to take a shot at getting my senders to work properly, but I doubt whether it will be successful. If you look at them, they are actually extemely simple and there isn't much that's supposed to go wrong with them. Maybe a good clean and checking all the groundings might produce a miracle. John, we've actually been in contact wrt your senders, but I'll e-mail you again.
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Interesting Andy. To me personally, the Ovation is of course the ultimate. I would be very interested to see this same exercise be performed at say 9500'.
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If the mounting plate and screw holes are the same to fit my Mooney's fuel tanks, why can't these: http://www.aircraftspruce.com/catalog/eppages/rochesterSender.php or any of the many other sender units work, or be made to work on my Mooney? Regardless of certification, I just find it extremely hard to accept that the exact same and very simple priciple that counts, and is in fact used in most automotive feul tanks can't also work just as well in my airplane. Hell, the fuel senders on my John Deere tractors and combine work exactly the same and actually look to be of better quality than the original ones in my Mooney. To add to that, none of my vehicles or tractors, even the very old ones, have had any problem with their fuel senders, causing the gauges not to work. Mine need replacing, but paying almost R25k in our money for new ones, is simply ridiculous. BTW, what is the recommended or specified resistance for the Mooney fuel senders?