carusoam

Thanks Mitch, The huffingtonpost.com article supplies good logic. It is worth the few minutes to read. -anthony-

My 65 C had the short rudder. It's greatest beauty feature was its rectangular windows. It had a one piece windscreen when I got it. I suppose an upgrade by one of the previous owners. Flush rivets, stainless camlocks, Johnson bar and manual hydraulic flaps. Lots of zinc chromate, It had a separate gyro for the PC system. The gyro was mounted next to the vacuum system that raises the step. Biggest drawback: shotgun instrument placement and non-standard engine control layout... Best news: All of this can be improved upon, see some of the instrument panel layouts in photo galleries. -anthony-

1994 M20R (SE) is showing 1,051# UL from Section VI in the POH (W& has 89Gal usable fuel and burns 14 - 16 gal/hr in level flight. -anthony-

Missile, upgraded L and M20R: They are all different, and they each meet different missions. I like the idea of full feathering, it significantly increases glide ratio with a dead engine. Unfortunately, It also goes to full feather with a dead gear pump or a simple leaky shaft seal. My M20C had a shaft seal failure on take-off, prop failed to high RPM. No big deal, return to airport and have mechanic reset the seal (O/H the prop, new generator belt and buy a new governor while your in there...). Having the prop go to full feather right after departure would have had me filling out the thread about off airport landings.... (what's the chance of having a leaky shaft seal?) I like the options of the different N/A six cylinder engines in an M20 frame. The M20R is MY best fit. I think the Rocket Engineering folks had such a great idea, the MAC factory and Porsche guys tried to improve on it. From my wish list: I would like a prop control that I could select to go high RPM vs. full feather. (pick your solution to the emergency) -a-

Compare the converted L with a 550 to a missile with a 550 and then to an M20R with a 550. Depending on condition, they overlap in price range. The R is the only one originally designed to handle the 550 and can carry 1,000+ LBs of UL. I like all of them, but, I went with the R... Mitch, your thoughts? - anthony -

I used the airtex also. Carpet was already cut and edged and fit extremely well in my M20C. I later purchased the matching side pieces. They were mounted on "rigid" plastic board. Much nicer than the originals... Airtex can also install their products for you. This could save you money over having your local guy struggle with it. (Trenton, NJ - KTTN) is one of their locations. Since you are looking for savings, the only other thing I can offer is the fact that you will probably only have to do this once. You get what you expect when you order from Airtex. - anthony -

I'm glad to hear you switched to the modern technology. I look forward to the comparison graphs. When I switched to the solid state version, I physically destroyed the mechanical device. I figure it was the cause for the early demise of a handful of batteries, at least one generator and countless flights missed by the downtime it caused..... Airflow may not be the best in that area, but I did not ever have electrical problems again. I'm sure the old technology was well appreciated in 1930... I wish there was as simple a solution for magnetos....

Ebay is often a source of unique and hard to find POH, and parts and service manuals. I bought original 1965 manuals for my M20C. While searching for an upgrade, I purchased a CD of 201 manuals. The Bravo may be slightly more scarce, but if it is available, Ebay could be the place..... - anthony -

Does anyone measure air temperature before and after the intercooler? The car guys trying to minimize chance of detonation will often notice a 75 deg F lowering of charge air temperature at or near sea level. (not alot, but still useful, especially in the summer months). The plane guys will find rejecting heat to the atmosphere valuable also. (not alot available from an intercooler at altitude, but still useful) Under some conditions, managing the turbo ROP probably can balance out whether there is an intercooler or not. Four ways to reject heat (from the engine to the atmosphere). Air cooling, ROP, lower intake air temp, oil cooling. At high power settings it is probably helpful to use all of the cooling available. For me, all too complex for casual east coast flying. I applaud the extra efforts the turbo guys put in. For those on the mission of fly highest, fly fastest - control boost, cool every way possible, and run best power ROP? - Anthony -

http://www.jpitech.com/faq.php Under the FAQ section you can also find the ROP procedure vs. the LOP procedure. This may be important if your cylinders don't all peak at the same FF. For ROP it uses the first cylinder to peak. For LOP it uses the last cylinder to peak. It would be nice to have the FF data on the EDM. During Lean Find it will capture the FF at Peak EGT. It is less challenging to adjust FF to get the expected EGT. less trial and error than try to adjust mixture and wait for EGT, adjust mixture and wait for EGT, adjust mixture and wait for EGT. I'm going to take George's advice and watch the videos.

So, does the stall warning indicate AOA in any way, more or less? Excellent technical discussion above. I was interested in AOA so as I near the runway, I can flare with a known margin of safety. Realistically airspeed is used for this. However, my eyes are outside the cockpit for this part of the flight. I don't think I could watch either the airspeed or AOA at that point. The stall horn warning however occurs audibly prior to critical AOA. horn silent AOA below critical, horn blairing AOA near or at impending critical AOA. Please note: I offer to trade seat time in an M20R for comparisons in an F/A-18A-F (or similar).

This actually applies to a family of KLN 89, 90, 90A, 900 and then some.... What method do you use to update your database? [1] Web download to PC, then upload to GPS. [2] Disk in mail, then upload to GPS. [3] Remove GPS and sub out data card. I tried to upload a new data base (first time for me) from honeywell/bendix king today to no avail. The RS232 cable that is neatly stowed in a side pocket can be traced to the back of the radio stack. Unfortunately, it behaved as it was not attached to anything. The laptop tried to send the data. the GPS was in the ready to receive mode (SET 0, CRSR, ENT, ENT). All I got was a message that indicated that the database loader was not ready. Is there a way to test if the PC and GPS are communicating? (I got good results downloading data out of the JPI EDM - different cable / software of course) Thanks for any tips or insight. - anthony -

Newport is fabulous. While you are in the neighborhood, look up.... Westerly Rhode Island and Block Island, which are also near by. Westerly gives access to Mystic Seaport and Aquarium if you like tall ships and fish. Plenty of restaurants that serve the day's catch. Mystic has many of the major hotel chains and of course Mystic Pizza (for the Julia fans). Block Island is great for hiking through quaint New England Fishing village type places...It is more compact than Martha's Vineyard or Nantucket (all of them are nice). Further up the coast is Cape Cod. Hyannis (Home of the Kennedy's) gives access to the Mid-Cape area. Plenty of touristy things to do. Finally, at the tip of the cape, is Provincetown (P-Town). A unique "artist community" with great (Great for New England) beaches and other interesting facets. The Pilgrims first stopped in P-Town prior to moving inland to Plymouth. All of these places have a few things in common. A rental car, although not required, is recommended. Otherwise Taxis are a good solution. The other thing they have in common - they are way off-season right now. It looks like you are planning for warmer weather? These are spots I like to visit. I usually use 5B6 (Falmouth Airpark) and stay at a relative's house a short walk away. Your mileage may v..... - anthony -

Darn it, sensored... Jolie, I tried to visit your website today. Unfortunately the IT gurus that control my PC have a filter in place. Anyone else experience this one? The following is the warning I received.... Security risk filtered for your protection Reason: This Website category is filtered: Potentially Damaging Content. Sites in this category may pose a security threat to network resources or private information, and are filtered by Merck. URL: http://www.mooneyambassadors.com/

I have the 700 in its most basic form. It collects EGT and CHT data and helps lean ROP or LOP. factory FF is not connected to the 700. Down loaded data the other day (requires bringing laptop to the plane with wire provided by JPI). Used latest version of EZTrends from JPI. Works well. I think I would prefer 830 with all sensors and USB. It would be nice to have Fuel required and an alarm if GPS final destination is not in the cards. I believe the new GPSs and JPI systems integrate well together. (Santa, if you would be so kind, I would also like this installed in a NEW ovation) For now, I have all my data available, but still have to make BHP and fuel calculations the old fashioned way. The laptop still goes to the airport to update the oldish KLN 90B data base. 700 gets you what you need. 830 gets you what you need in style. More value if it could replace large old mechanical indicators.

I have started planning early... I missed last year because of IMC and no IR. I vowed not to let that happen again. Thanks again American Flyers @KMMU. Hope to see you all out there. I will be looking for Big Red. Sun-N-Fun anyone???

ATB, I believe there are a couple of flying clubs out of KMMU. I was just at the American Flyers school, talking about Mooneys (of course). One of the instructors mentioned that there is a mooney on the ramp ("west tie-down area") that is club owned. From the distance we were at, it looks like a late 60's M20G (3 windows on the side). I was too busy finishing my IR to follow-up. Sorry, I don't have any more detail, but if you are interested I can poke around a little more. - Anthony -

When editing a post, I was unable to "submit" because the submit button was masquerading as an "edit" button. Push the "edit" button when ready to submit. It works, it just has the wrong name on it.... Keep up the great work. - Anthony -

Colin, great spicy question. I think there are many more M20Js in circulation than there are M20Rs. My history... [1] Trained and rented in C152s (100 hrs total) [2] Bought M20C (400 hrs total) - insurance required 15hrs training to solo. [3] Was looking for M20J (bigger back seat for growing children - mission change) [4] Upgraded to M20R (Economy makes its price where M20Js used to be) - insurance required 5hrs training to solo. Following guidelines from above authors: You probably read aviation articles, books, magazine, website at least 1/2 hour every day (often a whole lot more). Checklists are a way of life for you. (Gear has always been down a the right time, kids never forget their homework or leave their lunch behind). You have identified your mission. You have predicted your mission 2, 5 and 10 years from now??? My methodology... Our first plane was a test to see if the family, pilot skills and finances were aligned. It worked out well, we moved on. The M20R is a much bigger financial commitment. As a family we agree that it is "worth" it. For your comparison... Check with Dave McGee or Jimmy Garrison at All American Aircraft in San Antonio (SAT). They seem to have one of everything in stock for your own personal apples to apples comparison. www.allamericanaircraft.com. (I visited with them in December). Use caution, if you stay too long, your mind may be set. (They have M20Ms there also). Be realistic about your finances. Even though you can sleep in your plane, you may not want to every night. (Mooneys are no different financially than other makes, and there are certainly more expensive birds out there than mooneys) Also, you may want to check with Mitch and MooneyGirl, I think they currently have both a short and a longbody... - Anthony -

I had a similar question a while back on Missiles. http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=3&threadid=320 Some of the logic may apply to the Rockets.

http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=250 This is the thread with information about the voltage regulators.

aside from it being a really good idea to replace... From your experience, when you put the gear handle in the block [1] Does it go all the way and seat itself all the time? [2] Does it go in, feel like it is in all the way, but not light the green light? On further coaxing it goes in, lights the green? I found that my 65C with 5,000+ hours would want to not go in all the way. The worn spot is somewhere up inside the hole. You can feel it with you fingers. I found checking, making sure that it goes all the way, get the "click", check the light and all is well. Logic check...If the part was free, I would probably have switched it out without questions.

Congrats!!! What a great family. Mooneys and children go great together. Thank you very much for your extra efforts on keeping Mooneyspace aloft. - Anthony -

Ned has hit the reasons for changing right on the head. From my recent experience. [1] Although the generator can work from a dead battery. Hand propping an 0-360 is not recommended. I just picture my day going from bad to worse. First a dead battery, then an injury from trying to hand prop such a large engine. I have tried this twice. Two occasions of dead batteries, unable to hand prop. Jump starting a 12V battery though, is easy enough. [2] The generator does not charge while taxiing on the ground (low rpm). Apparently actual alternator installations are not so good at this either. I got low voltage warnings recently while instrument training in a C172R. There has been much generator bashing by the alternator crowd for this. I was honestly surprised and dissapointed when the low voltage light came on with the alternator installation. [3] Weight. Generators are heavy and are pretty far forward of the CG [4] The 50 amp generator in my 65C powered all of the antiquated analog equipment without any issues. New digital equipment and LED lights could potentially lighten the electric load. [5] For low cost upgrade and system improvement. Consider replacing the old voltage regulator that is mounted on the engine side of the firewall with a new solid state one. The output and voltage control is what you would expect of modern machinery. [6] For less than 1 AMU, you can purchase a rebuilt generator, solid state voltage regulator, and sealed battery all from aircraft spruce. A qualified mechanic can probably change this out in an afternoon. There is a credit for return of the old core. I believe, A change to a generator set-up will require prop removal to change the drive belt size/style. There is another post regarding voltage regulators and sealed batteries here somewhere. I will append iIf I can find it.

Thanks Jason and RJ, Great responses with excellent technical detail. - Anthony -