Capt_CrashN_Burn

It's sad to see Mooney reduced to this, but that seems to be the story of American GA as a whole. The only segment of the market that seems robust is the hombuilt/kit plane market. When Mooney bounces back, It would be interesting to see if they try to diversify the company at all.

Was talking with an "F" owner today, he claimed that the Lasar cowl enclosure for the A-G models doesn't produce the 4-6 knots improvement that it claims to. Is there any truth to this? if so, how many other Lasar speed mods don't produce the gains that they claim? Another thing, have Mooney engineers ever heard of these fasteners called flush rivets?? It seems to me you could pick up at least a few knots by using them. Or do they not make much difference??

Quote: carusoam From the data supplied by Jeff... Interesting that the M20C is only 2kts off from the M20J. Forgive me for asking. Does this proposed race include acceleration? Yes, the lighter bullet accelarates quicker to a higher speed. I am thinking from a "flying start" on a straight course weight will be less important than power and wetted cross sectional area (friction related drag) (Turbo + fuel injection + more displacement) / (CSA + laminar wing) = Fast more power, less friction, ..... lower weight would be good too. Best regards, -a-

Quote: scottfromiowa Burn, I'm NOT EXPERT, but I do shoot and re-load rifle, pistol, shotgun...Weight in a bullet ='s faster velocity? I.E. more is faster?...(your previous post) I think you need to back this up as I do re-load and have different caliber's as I sometimes want fast...small bullet like .223 and I some times want big (knock-down)/foot pounds of energy. Mass/bullet weight ='s energy. Velocity comes from small rounds. The grain weight in a bullet can certainly be sped up by pushing it with a bunch of powder...bigger case, but it is easier to accelerate to high velocity with a smaller starting weight (bullet weight). Coy Jacobs cleaned up an M20E with lots of speed mods and a custom cowl and it kicked the crap out of a stock 201. The plane had the same engine, more mods, but was LIGHTER than the J. It won. A longer body definitely smooths out turbulence, but it is NOT faster because of the long body, but because of the mods that more than compensate for the weight gain with the length. Mod out an E with a Lo-Presti cowl. Get a strong engine and you will whip a J in climb, cruise...whatever.

Quote: mooneygirl So we had an absolute blast. 45 airplanes on the ramp. Kids getting rides for free! We had over 100 people come and support the Marine Corps Toys for Tots. We loaded seven big boxes full of toys for our kids. It was just a blast. Mother Nature cooperated and we had a super day. Look for a video soon. Thank you all for your support. It was nice to see many Mooneys on the ramp too!

Quote: carusoam first number is kts the other is mph. If value = speed / price, then M20C is a sure winner on the value scale. On the other hand some M20Rs can achieve the speeds demonstrated by this particular Acclaim. There must have been an altitude restriction or the M20TN driver was sand bagging???? -a-

Quote: Mitch Rain or shine, come over, bring a toy for the kids and enjoy a great BBQ, some Christmas music and help support more activities at L52. Thank you.

Looking at the Sport Air Racing League's speed records, I was sickened to find that the records for FAC1RG and FAC2RG were both held by Bonanza V35's!!! What can we do to take back those records peoplez??

Bump!

Quote: Kwixdraw There are all sorts of possible reasons not to do that engine mod. It could be related to flutter speeds or just not having tested for flutter at those speeds. Any number of engineering concerns would make it a no go.

Is there a reason that the 350hp version of the TSIO-550 has never been used in the Acclaim type S?? Mooney could then brag about building a plane that does 260+ KTS. The highest HP Mooney that I've heard of is the 351 Rocket conversion that has 335 HP, I hear they do about 250 kts, but they suffer from the extra weight of a liquid cooling system. Anyone have any guesses??

Why did you disable comments on your vid?? What model Mooney was that?

Quote: jerry-N5911Q For information on area rule as applied to drag reduction for trans-sonic flight, have a look at http://history.nasa.gov/SP-4219/Chapter5.html

Hmmm, 3 people voted "other" without saying what. :-[

Quote: jerry-N5911Q If you make it fast enough, you will want to area rule the fuselage. I don't think there are any standard mod kits for that, yet. What is "area ruling a fuselage"??

Quote: DaV8or I would pick the E. It is lighter and has less wetted area. ... On the other hand, aerodynamics are a funny thing and maybe the longer fuselage helps the laminar flow along the fuselage. Still, gut says E.

Quote: mooneygirl We have wonderful weather in December! Mark your calendars...

If you were to build a Mooney racer for the Sport Air Racing League, Which do you think would be the better body, medium or short. Specifically, let's keep this to the 4 cyl Mooneys, let's say, one with the IO-390. Now if cost was no object and you could strip either down into a full blown race plane (withing the rules) which one do you think would end up faster?? http://www.sportairrace.org/

3 for show and 2 for go! It's already been said, 3 gives better take-off and climb performance at the cost of cruise speed. The 3 is quieter but costs more. Make your choice.

Quote: smitty9006 Even if the seats were in pristine condition, they're still from an era where many Mooney interiors were best described as "fugly". If I was looking to buy the plane, I'd be looking to rip out the seats regardless of condition. I think you made the right call by investing in avionics. Gutting and replacing the interior is going to be more expensive.

Quote: Mitch Jolie boarding a United Airlines CRJ in Seattle, asked the Capt. if he also flew GA. His reply.........."I haven't flown one in years. They are too dangerous".

Quote: rbridges Yeah, my point exactly! so why don't we have one here??

Quote: randylach Yes, the seats have some tears, but we have always had seat pads/covers on them and they have never bothered me. As Smitty said I dont think it is a "very rough interior" by any means. I do understand that the ripped seats may devalue the plane,

Quote: rbridges I'm a member of a corvette website, and it's off topic section is its busiest part.

I thought I had an STD once, it turns out that I was just really bored.