FAST FLIGHT OPTIONS LLC

Does anyone know why my nelson flow meters would only read up to the 10K foot mark when I have the knob turned to the wide open (no airflow restriction) on the ground utilizing my cannula system? Just wondering if the Mooney "system" restricts the total amount of airflow on the ground or at lower altitudes or something like that. I would think I should be able to get the little ball up to the 15-18K foot mark on the indicator while on the ground or at any altitute for that matter? Since I cant , I'm wondering if the system is leaking somewhere and not producing full pressure? I would like to figure this out before taking the plane to any significant altitude and "testing" it their for obvious reasons. I'm sort of new to flying with the whole fixed 02 system. Thanks

I hope to never have to hear that sound of scraping metal beneath me while on a runway

You can always tell when a man has lost his soul to flying. The poor bastard is hopelessly committed to stopping whatever he is doing long enough to look up and make sure the aircraft purring overhead continues on course and does not suddenly fall out of the sky. It is also his bound duty to watch every aircraft within view take off and land. — Ernest K Gann, 'Fate is the Hunter.' Anyone else?

Jeff- I'm not far from there and would be intrested in attending. Keep us up to date Thanks Nick www.FASTFLIGHTOPTIONS.com

All- Due to the lack of availability of Mooney rentals in the South Georgia (Golden Isles) North Florida (Jacksonville) area I decided to start Fast Flight Options LLC. Fast Flight Options with provide a fast, reliable, safe and economical 1982 Mooney M20K 231 to it's members with many benefits which could never be found at a more traditional FBO. Please visit my newly created web site at FASTFLIGHTOPTIONS.com for more information. Should the demand present itself additional Mooney Aircraft could be added to the fleet. I'm happy to be making this initial announcement on Mooney Space and look forward to inquires from local pilots. Please spread the word! Thanks! -Nick

Quote: jlunseth I am not going to chime in on the LOP v. ROP argument. I have been to the GAMI Advanced Pilot Seminar and have seen an engine run on their stand. Notwithstanding, I do not run LOP in my M20K 231 at this time. Why? Because the performance among the six cylinders is too big right now. I am going to try to get it tuned more optimally this winter, but by nature the M20K 231 does not have a tuned induction system. I have the Gami injectors, but they only partially solve the problem. My experience is that my engine seems to be tuned for a particular HP setting, somewhere around 65% (the cylinders will all peak at about the same time), but not at higher power settings. At 75% I have a fairly wide variation among the cylinders in terms of when they peak. I am writing to say I hope you have an engine analyzer that reads each of the six cylinders, and that when you say you are 50 LOP you are talking about the richest cylinder (last to peak) being 50 LOP. If you are running with a one gauge set up, reading just the factory EGT and leaning from that, you could really be hurting your engine. Well, maybe not at 60% power, but then again maybe. The reason has nothing to do with the ROP/LOP debate and which side of it you want to be on. It has to do with the fact that if there is too much variability among the cylinders in terms of when they peak, you could be running some cylinders LOP and some right in the "red box," where you do not want to be. GAMI's recommendation for degrees LOP in a turbo engine is basically 60-125 dF LOP. But they also make it very clear that you have to consider your engine as basically six separate engines, each one running at a different setting LOP or ROP, and you have to make sure that all six of them are in a safe zone.

Quote: GeorgePerry Lots of mixed emotions on LOP. I'm a fan of LOP but others aren't. Link to a good article by Bob Kromer on cruise power settings. I've had positive experiences with GAMI's / LOP in turbo Mooneys but you might want to talk with the expert (George Braly) at GAMI before giviing it a try http://www.mooneypilots.com/mapalog/cruisepower.html

All- Quick LOP question as I recently upgraded to an M20K (from my J) and seem to have the ability to run LOP on the stock injectors. I was following the POH for Best Economy 65% power (28"/2500 RPM) however; the book calls for peak TIT (not to exceed 1650 degrees F) once I lean to peak which was about 1600 today and is where the POH says i should have stopped i kept leaning to 1550 (50 LOP) engine ran great (no shaking) and I was buring a mear 9 GPH. I pushed the throttle foward to get back the 2 inches of MP I lost when I went LOP and life seemed to be good. Temps were normal and i was saving money. Am i missing anything with this or is that about it? Seems to be alot of discussion about what seems to be a fairly simple procedure. Just want to make sure I'm not hurting my engine by doing what I'm doing Thanks

Yes afTER READING POSTS ABOUT IT ON THIS SITE I STARTED TO USE CAM GUARD JUST ABOUT HALF A QUART AT OIL CHANGE TIME ALSO NOW THAT I THINK ABOUT I NOTICE MORE OF AN OIL LOSS DURING WOT CLIMBS TO BETWEEN 9 AND 11 K FEET AS SOMEONE MENTIONED IM AWAY FROM HOME BUT WHEN I GET BACK ILL EXAMINE THE EXHAUST COLOR A BIT MORE CLOSELY

WOW 1 Qt every 20 HRS...I dont even come close to that!

All- Within the past year i purchased a 1980 Mooney M20J 201...I would like to query the 201 owners on this forum to determine the following: 1) How many quarts of oil do they routinely operate their engines with? 2) How much oil/sediment do you all find on the underside of the cowling/fuselage after say a 2HR X-Country Flight? I wash my plane and then fly it for a while and find an oily grease like substance on the exterior side of the nose gear doors and the belly of the aircraft when I return. It's worse on the nose gear doors then the belly of the aircraft but at this point I dont feel there is no sense in washing it off because it happnes after almost every flight. I tried operating the engine with 5 quarts of oil as opposed to my normal 6 quarts to see if this would help but the oil seems to still be appering. Also after taking off with 5 quarts of oil today and flying for 2 hours I landed to find 4 quarts of oil on the dip stick after I let the engine cool down. Trying to figure this out is getting frustrating! Engine oil temps seems to be holding steady in the normal operating range but I was wondering if I'm dealing with an oil leak of some sort. The oil pressure is indicating on the very low side of normal but I figure that's because I'm taking off with 5 and landing with 4 quarts of oil two hours later. My mechanic looked at it at the last oil change and said the blowing of oil onto the bottom of the plane is normal but I'm inclined to disagree with him at this point in time. I also considered the fact that the eninge was buring the oil up in addition to blowing it out but I really dont think that's what's happening in this case either since the engine only has about 400 HRS on it and always runs pretty smooth and always within normal operating parameters. Anyone have similar experiences? Thanks Nick

In the event that inquiring minds wanted to know…I contacted MT propellers to inquire about the feasibility of the MT prop/IO-390 combination and the issue is apparently being researched as per the email I received (see attached)…. Hi Nick Just a quick note let you know that I have sent an e-mail to our design engineers in Germany who will be able to answer the question of an STC for the IO-390. It may take a few days for them to get back to me, but I will let you know as soon as I have any info. In addition and as discussed the MTV-12-B prop is priced at $11,740.00. If you were to fly in from South Georgia we would fit it as a courtesy. Many thanks David Noad MT-PropellerUSA (386) 736 7762 (386) 7367696 (Fax) Office@mt-propellerusa.com

Chris- I'm sort of new to the forum myself and just returned from Afgahnistan (Camp Leatherneck). I have a 1980 M20J and live 40 minutes south in Brunswick, GA. If your familir with the area my plane is hangered at the Golden Isles Airport across the street from the Federal Law Enforcement Training Center. IMPAVIDUS192698@gmail.com is my email if you want to get together! -Nick