carusoam

Scott, For small bladder people.... In the M20R, at 17 gph, I would be going 180kts+, 100 deg ROP with a big smile on my face, "comfortably" fitting 500 LBs of people and their gear. For big bladder people.... The same load goes 145 kts on 10.5gph at LOP. It takes a little longer. The smile on my face is generated by the money I just saved on fuel burn. -a-

I think the Wentworth guys were fishing with those units. Scott, I saw them too. They either just wanted to keep showing them all week. (how many do they get?). Possibly looking for a sucker to over-pay without doing the research. Over pricing an easy to find new item does not make much sense to me. Ken, I am looking forward to the "after pictures"

Just spectacular, Parker.... -a-

Things to ponder... [1] 4 cylinder power pulses don't match perfectly with 3 bladed props. [2] 6 cylinder power pulses match better to 3 bladed props. [3] Ovations were made with 3 and 2 bladed propellors depending on O1, O2 or O3. [4] My M20C had a yellow arc for RPM: We were to avoid continuous operation in this arc because of vibration harmonics. Honestly, I don't think I could feel the harmonics. I am sure somebody could measure it. But just because I can't feel it doesn't mean that it isn't harmful. [5] High power and High RPM gave plenty of vibration, but that is outside the yellow arc and prior to redline. Go figure. [6] Prop balancing is a wonderful thing. After overhaul things vibrated perceptably less. I am sure dynamic balancing is good too. I think the value goes to the newest propeller, one without rpm restrictions or ADs, no matter if it is two or three blades. -a- PS Tom, what was this? "people interested in Mooneys are typically frugal/efficiency freaks/cheap bastards and this is a buyer's market." You might look up some threads related to turbos. You will find the concentration of mooney people willing to pay more to go faster.... There is a balance between efficiency "freaks" and speed "freaks" here. Then there are the folks who want to go reliably in all conditions. They will pay more for air conditioning, glass upgrades and FIKI. There are people willing to pay extra to put glass into M20Cs, Regardless of wether they will get money back when/if they sell it. There are mooneys for everyone and every budget. What a country!

I'm with Jose on the many smaller bag theory. I have to load everything from the ground up to the opening and place it in the hold. It is much easier on my back to do it 20 pounds at a time. I am a big fan of the Lands End style duffle bags. Zipper tops and big handles. They stay closed and are easy to move around and stack if needed. Keep in mind if it is only two people, the back seats fold flat (remove cushions and head rests first). Loading strategies: M20C - If it fits in the firebird, it will fit in the C M20R - If it fits in the Tahoe, it will fit in the R (insert beeping back-up sound here).... As always, watch your weight and balance.... I have an excel spreadsheet that I use for weight and balance. Drop me a PM with an email address if you are interested in a copy. (its experimental and is based on my plane, but if you are handy with a spread sheet it can be modified to work for you too.) Best regards, -a-

http://www.liveatc.net/flisten.php?mount=kosh2 Listen to this to get a feel for air traffic control going into KOSH...

Derek, Congratulations on your new purchase. Have you seen the link on side windows posted by George Perry? http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=1&threadid=55 Look for his photos and his input to get a feel for the size/complexity of the job. Best regards, -a-

Check the firewall on the co-pilot side. It is up near the top by the access cover (inside). The voltage regulator for the generator is in similar location on the outside. I believe it is a shared buzzer with the stall warning. Best regards, -a-

Carusoam + 2, Wed - Sat, no caravan, no BBQ, Camping GAC -a-

Fantom, Does the breitling come with the Heads Up Display or was that sold separately (insert smiley here). -a-

Don, Thanks for your tenacity. Your thoughts are greatly appreciated. It is possible to edit your post, select your the text you want to enlarge the font size. Be aware the button to submit the updated post is mis-labeled. In place of submit the button says "edit". Either way, your post is pefectly legible as is.... Best regards, - anthony -

Job, When deploying the speed brakes, I notice a small shift in attitude. I believe the intent is to be neutral. There is no large change like adding/removing flaps. When using the brakes, I am hand flying, changing speed / altitude quickly. Re-trimming is part of all of the major changes. -a-

dp

I use the Seiko my mom gave me for graduating college (decades ago, it still works perfectly). Warren Buffet told me don't waste money on nice watches or expensive cars. He said something about airplanes too. But, I think he owns a portion of netjets so we are OK there. Clearly the Breitling is my favorite. But it is 4AMUs for the one I want. So many things get priority in front of that.... They did have the 121.5mhz beacon. Have they changed that to 406mhz yet? There are so many handheld items that perform as good back up, radio/vor/ils and GPS. My watch probably will pale in comparison. Using an E6b while flying is about the equivalent of texting my buds while driving. We can do it, but it can't possibly make good sense. Best regards, -a-

To improve braking we have a few choices. [1] good tires and brakes - used smoothly and strongly [2] pull back on the elevator - aerodynamic braking, works pretty well, also puts more pressure on the mains. [3] raise the flaps - helps keep you planted once on the ground, some use it to minimize float (I have not). [4] extend the speed brakes - They could remove a very small amount of lift. These are not barn doors. Proper use will get you to the right numbers beforehand. They are really good when altitude is higher than desired. [5] raise the gear......not recommended accept for very special circumstances. This could happen in all of the confusion of pushing and pulling buttons and levers in the last few moments prior to landing. Improved braking comes after being firmly planted on the ground. Get on the ground by flying the numbers. Then dump excess lift to stay on the ground and allow the brakes to work. More questions for your consideration..... Is anyone able to measure actual landing roll out? Or take-off distance for that matter? GPS function for this? Can we change the name from "speed" brakes to "altitude" brakes. I use them to remove excess altitude, not so much to remove excess speed..... Respectfully submitted, -a-

Dave, How's the price of electricity in Oakland? People in my neighborhood have their 1.5hp pool filter motors on timers so it doesn't ruin their budget. Power was curtailed at work this week. Essentially there has been a shortage of electricity because of the heat. How much would it cost to charge a 280hp engine? How much would the magic batteries weigh? Electricity around here comes from coal, oil and sometimes natural gas. We would stink up the planet plenty well getting our clean airplanes running. Less lead, but plenty of carbon. Can we talk nuclear power derived electricity, or is it still too soon after Three Mile Island? You got me, you were being funny right? -a-

Ron, I agree... Since my model was a comparison of M20R, I was comparing 180kts vs. 200kts. After the 2,000 hours is complete, I would realize a gain of a "free" 20kts X 2,000 hrs = 40,000 free additional miles. That would make most pilots happy. This is clearly a better deal for M20J drivers. Since the engine is "only" 200 hp, I am not sure it would work for an M20R. It would be difficult to get off the ground fully loaded. Since I seem to be in fantasy land anyway, can I get the DeltaHawk in a 280 - 300hp version? Best regards, -a-

People, please help me with my math....? [1] M20J with Magic Delta Hawk = 200kts at 9gph... [2] What is my "out the door" cost on that? It looks like RJ Siegel estimated $80,000? [3] M20R with very real Continental IO550 = 180kts at 16gph (rop). [4] Conservative side of the estimate as follows: [5] Not accounting for the 20kt speed difference, This would save 7gph (roughly speaking). [6] Spread over the 2,000hrs between major overhauls. (14,000 gallons saved in its life time). [7] 100LL can be $4.00 per gallon (George may have better fuel price than I do). [8] This equates to a $56,000 savings of fuel not used over the 2,000hr life of the engine. [9] Diesel being about $1.00 cheaper per gallon, 2,000 hrs X 9gph X $1.00/gal savings = $18,000 in fuel price savings. [10] Total fuel savings is about $74,000 [11] Price of engine - fuel savings = actual cost of conversion $80,000 - $74,000 = $6,000 [12] Get a magic DeltaHawk, you will fly faster, you will environmentally friendlier, and it may nearly pay for itself with the fuel savings over the 2,000 hr lifetime of the engine. Fine Print: The DeltaHawk engine is not currently available in an M20 format. The speed and efficiency noted above may not ever be achieved. TBO of 2000 hrs has not been promised or demonstrated. You would need to fly all 2,000 hours to achieve the actual savings. Price of fuel over the next 10 - 20 years may vary. Please check my numbers, I like the idea of going faster with less lead and paying for a new engine with fuel savings. RJ and the LoPresti team may be onto something again... Best regards, -a-

danb, Does the TAC requirement exclude self printed charts? TACs are also available online. The user needs to be knowledgable on the subject: The NYC TAC has the procedure written on one side and chart on the other. Make sure when printing, that you get all of the data you are looking for.... -a-

Edgar, At which interval would you suggest we calibrate the paint stick? and should we have a calibration decal applied to it somewhere? (insert smiley here) Congrats on moving in.... Best regards, -a-

CS, I just used www.fltplanner.com to print out low level enroute for a trip between NJ and NC. The challenges I found.... were to print with enough detail to show the names of the intersections being used. I mostly followed a route I am familiar with, V1. The reroute is usually a bunch of VORs that I know well. Printing each section required some computer maneuvering. In the cockpit, I programmed my KLN90B and a portable garmin. Reviewed in advance, I don't think I ever really used the charts once the flight began. Overall, I envy those with the Ipad, chartbook or whatever GPS/reader they have selected. I used back up government charts in the event of a more extreme reroute. note: My vendor is also out of charts. My destination airport was out also. He was unable to order new ones because of a computer glitch? Wonder if this is all related. Best regards, -a- Other sources I use: www.aopa.org, www.pdfplates.com

Magnus, Its not so bad, Another 24V battery will fit back there nicely....(M20R style....) -a-

From the type certificate..... (posted by MJC on another thread) http://rgl.faa.gov/Regulatory_and_Guidance_Library/rgMakeModel.nsf/0/2fb25685d0303ab1852567ed004f59b8/$FILE/2A3.pdf IX. Model M20J, 4 PCLM (Normal Category); Approved September 27, 1976 Engine Textron-Lycoming IO-360-A1B6D or IO-360-A3B6D or IO-360-A3B6. (Bendix fuel injector, Model RSA 5AD1, P/N 2524054) See Note 12 and Note 20. Fuel 100LL or 100/130 octane minimum grade aviation gasoline Engine Limits For all operations, 2700 r.p.m. (200 hp) Airspeed Limits Maneuvering 136 m.p.h. (118 knots) IAS Never exceed 200 m.p.h. (174 knots) IAS * **** Flaps extended (full flaps) 127 m.p.h. (110 knots) IAS Landing gear retraction 110 m.p.h. ( 96 knots) IAS (15° flaps) 145 m.p.h. (126 knots) IAS Never exceed 225 m.p.h. (195 knots) IAS This seems to be a slightly different answer than you posted. Interesting source of information. Check the original link for accuracy. The cut and paste is not identical to the original. Best regards, -a-