jlunseth

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jlunseth last won the day on July 6 2015

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About jlunseth

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    Male
  • Location
    KFCM
  • Reg #
    N381SP
  • Model
    M20K 231
  1. What I think you should do, or have your friends do, is contact one of the Mooney PPP instructors. By “TN” I think you mean the Acclaims, and I don’t know the Acclaims very well. However, the PPP guys have a written manual with power settings for each of the models. I don’t always find the settings to be perfect, but they are a good place to start. I am looking at their book, the most recent one I have is from 2015, and they have setting up through the Bravo and the Ovation. Perhaps by now they have something for the Acclaims. I would try Ralph Semb, Jerry Johnson, Parvez Dara, or John Pallante. You can find contact information for them in the Mooney Flyer, www.mooneyflyer.com I think. Or at the Mooney Safety Foundation website. www.mapasafety.com . I don’t think any of them fly an Acclaim as their personal aircraft. Jack Pallante is the closest with a 231. But they have taught pilots in virtually every Mooney model there is. Jerry Johnson is a jet jockey, flies corporate, or used to. You could also try Bruce Jaeger, he no longer teaches with them but used to own Willmar Air Service and knows something about the Acclaims.
  2. '64 M20C crosswind limitations?

    I completely agree. It comes down to good judgment. My POH does talk about adding the "1/2 the gust" factor and going to half flaps. I prefer no flaps, works fine.
  3. '64 M20C crosswind limitations?

    Boy, this is an old issue. Generally, there is no such thing as a "max crosswind limitation." Lots of people read the "max demonstrated crosswind component" stated in the POH and think it is a limitation of some kind. It is not. In certifying the aircraft, the FAA requires the manufacturer to demonstrate that it can handle a crosswind component of 20% of Vso. So take the stall speed of your aircraft in the landing configuration, take 20% of that, and if the aircraft could be landed in that as a crosswind component, it passed, it got certified. If your stall is hypothetically 60 KIAS, then your max demonstrated is 12, its as simple as that. It does not say anything about what the aircraft is capable of, and is not a limitation. Now, it is possible for the manufacturer, in the POH, to say that max. demonstrated is a limitation, or to set some other limit. Some of the old manuals will have "recommended" limits I believe. But unless the manufacturer stated max. demonstrated as a limitation, it is not a limitation, it is only the crosswind component to which the aircraft had to be subjected during certification to pass. One way of increasing rudder authority, indeed, all control authority, is to fly faster. Which is the reason many POH's, mine included, recommend adding a "gust factor" to landing speed when crosswinds are strong. Works good for me. I have landed in all kinds of conditions. What I have found over time, is that if the winds are low, or if they are right down the runway, my aircraft lands nicely at 75 knots. It plants, and won't balloon or bounce unless I do something unusual. But landing in high crosswinds, and especially high gusty crosswinds, is an entirely a different deal. If you get to used to landing at a nice soft speed all the time, and you try that in strong crosswind conditions, you will be in for a rude awakening. I can vividly recall doing that twice, one a night landing in Gadsden and the other a landing at Marsh Harbour during the day in strong ocean crosswinds, and finding myself just above the runway and suddenly perpendicular to it. If you don't have airspeed at that point you can't make the correction, so you hope your go around works. About once a year I go out and practice landing at 90 kts. You read that right. You need to fly the plane right down to the runway surface, no flaps or you will balloon, and fly it onto the tarmac. When the crosswinds are really strong you need to expect some skittering when the plane starts to slow but is still light on its feet. I definitely do not recommend it for everyone, especially not someone with low hours just getting started. But someday you will find yourself with few choices but to make a landing like that. Mine was 35G54, winds 40 degrees from the runway, long trip, low fuel, no realistic alternate.
  4. State Registration

    Donald is working on the Federal swamp. You will have to handle the state swamp on your own.
  5. State Registration

    Oooh, I would be careful about that. It is a matter of state, not federal law, of course, so OH might do it exactly as you say, but in most states I know of, that is not true. Any sale results in a tax, if the state has a sales tax. And as someone pointed out earlier, most states apply a “use” tax, so it is first use in the state that creates the taxable event, not whether a transfer occurred there. Most states also have an exclusion if the tax was paid elsewhere so you only pay once. I believe AOPA has some materials on their website about it. I bought my plane in a state that had no sales tax, and then had the joyous experience of paying the use tax when I moved it to MN as its permanent home base. Now I pay $100 per year and get a reg. card for it. The state does have an active Aeronautical Division, but I sometimes wonder what it does. They send out an aeronautical chart of the state, which duplicates the FAA chart, and they also send out a book which pretty much duplicates the AFD, and now I recycle both of them when they come. They do actively promote the use of our outstate airports though, that is a good thing, we have alot of them, 138 at last count (public use).
  6. M20K 231 GB to LB question

    Thanks. I am like you Paul. I love challenges and adventure. I enjoy it so much I want to do it again, which means that staying alive to be able to do so is a priority. I can’t take the credit though, the guys at Willmar said “you should do this” and it made sense to me, so I did. It turned out great, much less vibration, the engine purrs.
  7. M20K 231 GB to LB question

    Those prices are for installing a reman’d LB. I suppose that is with a core credit. I do have a thought for you. At around 1400 hours I had my engine IRAN’d here locally, I had had to make an emergency descent to a landing (which worked out well) but we were concerned about the engine. It cost somewhere between 7 and 8 AMUs, and they did a superb job. It was not a field overhaul, I did not get a new TBO, but they went through the engine very thoroughly. The engine was much smoother, and I have had several Mooney CFI’s remark about it. They are Bolduc Aviation at the Anoka airport in Minneapolis (acutally, Anoka, which is a suburb). Might run it by them and see what the cost would be. If I recall correctly though, making a GB into an LB may involve enlarging the ports where the induction system bolts to the head. Yes the engine plate will still say GB.
  8. M20K 231 GB to LB question

    The intercooler will make your engine run cooler. I have the -LB with a Turboplus (and a Merlyn). It has a Compressor Discharge Temp redline of 280 dF. The CDT redline is there to prevent detonation as a result of overly hot induction air temps entering the cylinders. During ascents to the flight levels on a hot day my CDT often exceeds redline and gets as high as about 295 dF. But that’s not a problem with the intercooler. I have both a CDT and an Induction Air Temp readout on my JPI, and the difference between the two in cruise is around 100 dF or more thanks to the intercooler. My CDT may be 290, but the IAT is maybe 180, much cooler. But I nonetheless agree with Paul, of the two ways to cool the engine better, the LB conversion or the intercooler, I would first do the LB conversion. I would take the improved induction system any day. For one thing the intercooler is less effective at lower speeds such as maneuvering because there is less cooling air over the fins of the intercooler. If you are looking for a way to sort of limp along, keep the engine somewhat cooler for a couple of hundred hours until you get it to TBO and then do the conversion, I suppose the intercooler would help some, and then you would have it when you do the conversion. But if the choice is just one or the other, do the conversion.
  9. I did my commercial in my turbo 231 and managed not to hurt anything. It is a little more challenging in the 231, you can’t just firewall the throttle to get a full power setting or you will overboost the engine. I would highly recommend a Mooney specific instructor. If you can’t find one and must use a local, non-Mooney instructor, I would get some time with a Mooney instructor before your checkride. Speed control is very important in the CPL, and Mooneys are not the kind of aircraft that just wants to instantly slow down when you pull the throttle back. The maneuver I found challenging until I got with Bruce Jaeger was the Lazy8s. When you read descriptions of the manuever it sounds like you just point the nose up and then at the peak you point it down again. Do that with a Mooney, at least the later model Mooneys, J and subsequent, and you will bust your speed at the bottom. The Mooney just gains too much speed in the descent. You need to let the aircraft fall, which is different, and a Mooney instructor can show you how.
  10. Show me an Ugly METAR

    Opposite of CAVU. We get occasional TSSN around here.
  11. Turbulence.

    I, like probably everyone else, prefer avoidance to penetration. One of the great things about the iPad and “rubber banding,” is the ability to see fronts graphically, and then quickly plot a course around the front instead of through. You can do the same on the modern GPS’s, I just don’t happen to have one in my aircraft, I have the 430, so I use the iPad. My experience is that there are not very many times when you are stuck with a route through convection. Usually you can see it coming a long way off now, and it is better to spend the night on someone’s mattress on the floor somewhere, than trying to penetrate. The few situations where it seems to still happen to me occasionally are, (1) flying an approach, and the approach goes right through a Tstorm, (2) flying in the mountains and finding out there is no good route except straight through the cloud ahead, because the MEAs and surrounding hard won’t let you go anywhere else, and (3) on occasion, making a descent and there is just too much stuff in the way to go around or avoid. When I have to do it, I drop to NA always. Among other things, the bumps are less severe. Its still not comfortable. I haven’t tried the gear down method, but I think I will next time to see if it helps - if there is a next time. I like my airframe, I want to keep my airframe.
  12. Total Noob to Mooneys. Looking for advice.

    If you want one source to go to for good information with some detail on many models, read the articles on Mapalog, www.mooneypilots.com . You should be able to find one for each model except the very recent ones. The articles were written awhile ago, so some of the info. is a little dated, but it is still pretty good. PS I just read the article on the 231, which is my aircraft. It recommends a cruise setting at 75% Power (31” and 2500 RPM) for the factory GB engine, running at 50 degrees rich of peak. The recommended fuel flow setting for cruise operations is 11.5-12.5 GPH. From what we know now, that is exactly where you do not want to run a piston engine. Many of us run LOP at 11.5 or less, or more than 13 ROP. Longer cylinder life follows. Many of the old POHs were like that, run em’ hot seemed to be the main theme.
  13. There should be an item for generator/alternator failure.
  14. M20K climb settings

    I do the same thing Paul does. A couple of things. First, there is an interlink between the throttle and fuel flow in the 231, so if you change one, the other changes also. The interlink has a “bump up” as the engine nears full power, in other words, the mixture becomes quickly richer. If you lean out a couple of inches from full power, the interlink brings the fuel down faster than it does in the cruise power range, in other words the mixture becomes leaner. Don’t ask me how this works exactly, I just know from experience that it does. So to produce full rich mixture for takeoff and climb it is important to run the engine at full power. Also, Paul is right that most 231 engines are not set rich enough, particularly those with an intercooler. The intercooler reduces the MP at which the engine makes full power. So if the engine is set up to make 22.5-24 GPH at 40” of manifold pressure and 2700 RPMs (that’s the factory engine full power setting) and the mechanic uses the SID for the factory engine to set the mixture, and then you actually use 36 or 37” on takeoff because that produces 100% power with the intercooler installed, the engine is now running at full power but leaner than 22.5-24 GPH. There are instructions to modify the standard factory engine settings that are in the STC, almost no mechanic uses them unless you provide them yourself. Footnote: its not called a SID anymore, Paul knows the name, I just don’t remember. I just climb at 500 fpm and descend at 500 fpm, makes it easier on the passengers’ ears, and the math is easy. I might fudge the climb to around 700 fpm. This lets the engine stay cool. Cruise climb settings work ok in many weather conditions, but if you have ever done a takeoff and climb in “high, hot” conditions, such as departing Phoenix when its one hundred and teens, or departing high plains airport during the summer, you need all the fuel flow you can get to keep the cylinders cool. Here in MN, I can climb at whatever power setting I want to in the winter, the problem is to get the engine warm enough, not to keep it cool. Summer climb out of Rapid City SD to the flight levels is a different deal entirely.
  15. Why a Mooney?

    How do you get around the "VFR only" restriction. Seems to me there can be no flying in the flight levels (above 18k).