knute

Here's a great article on 201 vs. 231 based on mission: http://27189.sites.myregisteredsite.com/pdf/Apr01/TMP_April_2.pdf Dave N1160N, 1982 M20J ------------------- That article only references the "book" numbers for a 201 at 175kts top speed, and 170kts cruise, and doesn't appear to reference any first hand empirical data on 201 cruise speeds. From all the 201 drivers I've talked to, that's pretty optimistic for a typical 201! (10-15kts high) Any more 201 owners want to chime in with what they see? I have an E model, so my own numbers aren't that helpful to comparing a J to a K.

I've got some very serviceable KX175 radios in my bird, but the knobs on one are starting to crack from age. If anybody has an old KX170 or KX175 gathering dust on a shelf in your hanger (working or not) that has some good frequency selector knobs / lever knobs, I'd love to buy the knobs from you! (Or, if anybody knows a source for some new ones that have been squirreled away) Yeah, I know- I should be putting in more modern radios, but these work- the budget last year went into paint, and the budget this summer is going into new landing gear biscuits. -Knute '66 M20E - N6066Q - KSQL (San Carlos, CA)

I would like to see this too! A classified section would be useful.

Per the mention on on of the posts above, Al Marcucci at Savage is indeed an artist with magnetos, but I think he's only doing experimentals / warbirds at this point. (His shop in Hayward is like a museum- if you're in the area, it's worth the visit!) Aircraft Magneto Service up in Washington is good, but they don't service dual magnetos anymore (there's a note on their website that it's due to difficulty in obtaining parts) Soo... I don't know if that info was particularly helpful, but maybe it is useful in the process of narrowing down your options.

I just wash the prop blades along with the rest of the plane, but never spray a degreaser that would run down the blade into the hub. If the blades are really gooped up with bugs, a spritz of Aircraft Simple Green on the wash mitt makes them go away, immediately followed by a rinse. Unless you're using a pressure washer (bad idea!) then how different is this from having the plane on tie-down in a rain storm? I always do a couple of laps around the pattern to dry everything off afterwards. On the other hand, if the plane is in the hangar, I've had good success cleaning the bugs and smudges off of the wing leading edges and prop using either Ardex HydroGloss (ArtCraft paint put me onto this magical stuff) or WashWaxAll. Spray on with a hand bottle, then wipe down with microfiber cloths that are available cheap from Costco. Works well for me- hope that helps!

Interesting! You're having a lot better luck out in Chicago than we're having in Oakland Center. I've picked up flight following from coordination from San Carlos ground (Class D), from NorCal directly, from Oakland Center, and from Salt Lake Center, dand none of those stuck enough to show up on flight aware. Of about 20 flight following flights over the last 12 months in California, Nevada, Oregon, Idaho and Utah, none have shown up; not one. What I'm most curious about is that if your flight following flight is showing up at all, there is a discrepancy with the information the FlightAware folks provided to explain why they aren't (for the most part) able to provide any tracking information for VFR flight following flights. I'll do some more digging over at FlightAware, and if I find out anything new to add, I'll post it here.

Flight following used to show up, but doesn't anymore. According to some posts on one of the forums at FlightAware, it has something to do with how the FAA changed the tagging in the data stream. I used to enjoy looking up my past flights that were done with flight following to verify ground speeds, to see what they thought my altitude was (compared to what I thought it was), etc. It's not clear at this point according to what I know from FlightAware if this is going to be fixed anytime soon, and it has nothing to do with whether a transponder code was issued on the ground or in the air for a VFR flight following flight- if all the data blocks are not input by the controller (which they aren't for a VFR flight) it doesn't show up.

And I've discovered it's virtually impossible to post from an iPad. (I say virtually, because with great effort a message can be typed in another app, copied, and if the planets align, pasted into the message window)

http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgAdvisoryCircular.nsf/0/ccf7daac581048cd862575e6006ca078/$FILE/AC%2023-27.pdf

I've got Desser retreads (not the "Monster"- just regular) and I'm very happy with them. 150hrs so far, and the tread still looks like new, plus decent traction. I also second the opinion on Leakguard tubes- they do great job of holding pressure! With my old tubes, I had to top monthly. Knute Ream '66 M20E - N6066Q - KSQL

I'm VFR because I love looking out the window, and I love the sense of freedom. I frequently do flight following on long flights, but rarely does that mean they tell me where to go (unless it's a high traffic area, and that's exactly where I want them to provide the guidance!). The other thing that makes me ponder is whether having an IFR rating would encourage me to fly in conditions that I really shouldn't- my personal minimums are pretty high, and if everything doesn't look right, I don't go up. I don't fly for work, so every flight is a purely optional thing, and especially with a new son in my family, risk management has been on my mind quite a bit. There's no reason for me to be more tempted to fly in conditions that invite more risk... Having said all of that, it is my intention to get the IFR rating both to achieve a higher level of flying proficiency, and also to provide more outs in the event a VFR flight does not go to plan. It would also be nice (living the SF Bay Area) to be able to more easily take to the skies through coastal fog layer that I otherwise have to wait out- nice clear air on top, no convective to speak of. The stress relief I get from flying is beyond description; it amazes me on every flight I take what it feels like to be in the air and go where you want to go, adjusting trim, cross checking the instruments, coordinating all the speeds and descent rates and timing that culminate in a greaser landing. It's a little like the zen of sailboating, only louder and not as wet. Being told what to do with rigid courselines and waypoints takes a chunk of the fun out of it. I think if I lived farther away from the approach and departure courses of three international airports I would really enjoy soaring- a glider rating is my future backup plan when a retirement budget doesn't like paying for an engine. I'm hoping that work this year is the perfect combination of busy enough to provide the revenue to pay for IFR training and yet slow enough to provide the time to do that training. We'll see! I certainly don't feel like 1/2 a pilot- it's more an issue of recognizing the limitations and benefits of the type of flying you most like to do. -Knute

OK, PIREP! I installed 8 new Tempest UREM38S fine wire plugs this afternoon, replacing 8 Champion massives. Mag drops before and after were consistent (drop of around 50-60rpm doing a 1700RPM runup fairly agressively leaned), but the idle with the finewire was noticeably smoother. Did a good run up and a couple of laps around the pattern to make sure everything was happy, inspected to verify, then took it out to stretch it's legs. Based on my records for previous flights at the same density altitude, OAT, and power settings, the fine wire plugs appear to be showing lower peak EGT readings by 20-30 degrees. (EDM 700 with quick reading probes) Another data point- at the same fuel flow, full rich, sea level take off, my previous expection on #4 cylinder (my leanest) was around 1270, and now I'm seeing as low as 1240, both at 17.8 or so GPH for these conditions (both measurements represent approximately 250ROP). Does this imply a more complete burn? One theory on the advantage of the finewire is that because the electrode isn't as occluded as it is on the massives, that the ignition event is more efficient since the spark is more exposed; I'm intrigued by how this might relate to lower EGT readings at the same power settings and fuel flow. I have an '66 E model, which means it has ram air (good for 1" or more depending on how long it's been since the air filter was last serviced). Previously, the engine was not smooth enough for my liking when LOP with the ram air open with power settings above 60% (it only worked well at high altitude), and today it was perfectly happy at 3,500DA with the ram air open, 40 LOP. (I didn't write down the fuel flow, but memory is about 10.4gph, which would be about 78% power) With the ram air shut, it was smooth LOP all the way down well past 100 LOP when the engine pretty much stopped running. Nice! Previously, I could do LOP at WOT, 3500DA smooth down to about 35LOP. (I have balanced GAMI injectors). Granted, this test data compares the new fine wire plugs against plugs that have been in service 120 hours since my last annual in August, but even right after an annual with fresh cleaning and gapping the engine has never been this well behaved. We'll see how they settle in over time (I have no reason to think they'll change) but my first impression is that they are a nice improvement. YMMV, but I like them. -Knute '66 M20E - N6066Q - KSQL (San Carlos, CA)

I saw some earlier scuttlebutt that Autolite was building the fine wire plugs (or in the process of moving the production line) in Mexico, but for what it's worth the UREM38S Tempest plugs that just came UPS from Spruce are all proudly stamped "Made in USA" on the side of the barrel. Interesting. They do look shiny! I'm looking forward to seeing how well they perform. -Knute '66M20E - N6066Q - KSQL (San Carlos, CA)

I don't think the website being down is any direct reflection on Mooney's financial status; it's more an IT issue. Trey Hughes (executive director of MAPA) posted this morning: "Just an update on the status – or lack there of – of the Mooney website. As of today, the website is still down and unavailable due to a virus attack on their off-site web manager. It is not related to any difficulties with their hosting company Windstream. We know this is true because the Service Center Web Portal (the way MSCs communicate with the folks at the factory in Kerrville) is still up and running. Mooney regrets that this situation has not been resolved yet, however as anyone who has lived or worked in Kerrville knows, things especially technological things, move at their own pace there. When the website is back in operation, you will hear it here first. For those who are in need of Service Bulletins or such, contact your friendly MSC. They have all you need is parts and service information. You can also contact the MAPA office as we still have access to this information."

Lake Aero (LASAR) replaced mine a couple of years ago, and it's a nice clean fabric boot- you might ask them about sourcing. -Knute '66 M20E - N6066Q - KSQL (San Carlos, CA)

I had 17 hours in a Cessna 172 and a Piper Archer when I purchased my '66 E. The plan was to continue primary training in it, but after a glorious 17 hours with an instructor ferrying home across the country from Washington D.C. to the SF Bay Area (effectively doubling my logbook time) it met an unfortunate demise with a gear up landing with another pilot flying, and spent the next 6 months in the shop recovering while the insurance companies involved squabbled with each other. The first year insurance in 2006 (if I recall correctly) was $5,500/yr, and during that year all the flying I did was the initial ferry flight. While the plane was in the shop, I finished up my private in more 172s and Archers- a broken ankle in the middle of all that stretched things out another couple of months, so it was a month past the anniversary of owning it that I finally passed the check rides & got the complex endorsement to fly the Mooney on my own. ~500 flight hours later, I'm still in love with the airplane and the insurance rates have dropped substantially (I think it was $1,400 last year for an agreed hull value of $60K and $1MM liability) My brother (previous owner of the same plane) purchased it with about a dozen hours in his logbook as a student pilot, and completed his primary training in it. I think there are advantages to learning in the bird you will be flying, (and would have done the primary training in the Mooney if I could have), but a slower simpler plane makes a better trainer methinks. Things happen much more quickly with a slippery airframe. I still get a kick out of hearing the callsign of one of the Cessnas or Pipers I trained in while on flight following (they're still very active in a local flight school) and then enjoy my 155kt cruise while they crawl at 100-110kts on nearly the same fuel flow. Go Mooney! Knute '66 M20E - KSQL (San Carlos, CA)

Good suggestion... Done! Assuming I get some decent responses over there, I'll summarize them here for anybody who shares an interest in the issue. -Knute PS: I hope your back is feeling better!

Thanks! That's another useful data point... I think by the time she has trouble getting in & out, she's done flying until the baby's old enough to wear hearing protection. So far, ingress & egress isn't an issue (yet).

My wife is expecting in February, and as the pregnancy progresses, I've been combing whatever references I can find to determine what the risk factors are for the developing baby & mother... In general, most experts seem to think that flying while pregnant isn't much of a problem (see http://www.avweb.com/news/aeromed/181801-1.html ), but although I understand issues like making sure to use oxygen above 8,000 ft or so to avoid potential for hypoxia, and stretching frequently (and hydrating) to avoid clots, the noise issue is not well addressed. Does anyone have knowledge or references about how the cockpit noise of a typical Mooney would affect the developing baby? Ears start functioning at 20 weeks or so, but since he's got his head underwater, I've got to think that attenuates the noise quite a bit. I did hear of a situation in which someone played loud music during pregnancy with the intent of stimulating the baby, and it was born with some hearing loss. (Yikes!) Thoughts? -Knute PS: Yes, we did ask our doctor, and she was more or less ambivalent- she suggested it was a bad idea to fly after 8 months, and left it at that.

Love the Zulus, jealous of the 696! -Knute '66 M20 E - KSQL (San Carlos, CA)

Caution! Drilling the seat rails without the associated engineering drawings effectively grounds the plane. (Can't arbitrarily drill a structural component) Ask me how I know! OK, actually ask me how my brother knows- at 6' 6", he was the prior owner my plane and had new holes added to the pilot side rails when he bought it. The solution involved drawings from Mooney and the effort of a DER to certify the change, and a 337 (approved). This was done to a '66 E model, approximately 2000 (10 years ago). OK- here we go; I knew I had a link somewhere... http://www.friends-partners.org/partners/samurai/N5774Q/archive/seat_rail.pdf This has scanned images of the engineering drawings and the 337 filed to support new holes for a further back seat position. Hope that helps! -Knute '66 M20E - N6066Q - KSQL (San Carlos, CA)

Aero Comfort really does nice work! I had them redo my front seats last year (3 layers of varying density tempur foam, leather left over from another project they'd worked on) and they came out spectacular at a much lower price than Oregon Aero. In additon, they'd repaired and repainted the seat frames, and re-swaged the recliner cam. I recommend their work without reservation. Someday I'd love to go back and have them do the whole interior. -Knute '66 M20E - N6066Q

Quote: rob Measured at the center of the fuel opening.

My archive has a post I salted away from Rob Hoyle, who graciously provided the measurements and markings from the dipstick he (and the prior owner) calibrated for his 1965 C model, which turns out to work perfectly for my 52 gallon '66E model, verified every time I top up the tanks. (It also very closely tracks my fuel computer) I like to stick the tanks before every flight just to make sure I have exactly as much fuel as I think I do. Hopefully email doesn't screw up the formatting too badly, but distance from the bottom of the stick is on the left (inches) and corresponding gallons is on the right. Hope that helps or gives you a starting point! It shouldn't be that hard to calibrate your own paint stick from Home Depot. The measurements below obviously won't work for an F model with bigger tanks, but for any other C or E model owners with stock 52 gallon tanks, this should come pretty close. 9 26 8 1/2 25 8 24 7 5/8 23 7 1/4 22 6 7/8 21 6 1/2 20 6 1/16 19 5 3/4 18 5 7/16 17 5 1/16 16 4 13/16 15 4 1/2 14 4 1/8 13 3 7/8 12 3 1/2 11 2 11/16 9 2 3/8 8 2 1/8 7 1 3/4 6 Good luck! Knute '66 M20E - KSQL (San Carlos, CA)

Roy Epperson has a great weight & balance spreadsheet that graphically shows you where you are in the envelope, and it's free to boot. This one is based on an M20F, but make sure (obviously) to modify the settings for your specific plane... http://cnrepperson.com/flightTraining.htm Good luck! -Knute