kortopates

Do give the speed brakes some slack as well?  Or just deploy at any speed?

On 9/25/2024 at 6:19 AM, Max Clark said:

The guy I bought the plane from made it a point that I am now the one paying to fix things, so even though V_LO is 140 KIAS he made it a point to always be *much* slower than that.

Very true, as the guy that's not only paying the bills but doing all the work, after repairing most of connecting rods in my gear doors, all with enlarged openings (mine has 3 gear doors per side). I have since reduced my gear down speed to 110-120 kts from 140. Occasionally If I am getting slam dunked I may exceed 120, but my norm is 110-120. That's going to be challenge for a new Mooney pilot but it doesn't take that long to be able to get it slowed down without the gear and then the gear will thank you for it.

47 minutes ago, GeeBee said:

The M20R POH says this:

”Do not exceed this speed with the flaps in the full down position”. It says nothing about the T/O position.

Further the MPPP is training the same way as I submitted and for the same reasons.

The limitation only applies to full down.

 

 

This is most misinterpreted limitation in the POH.

In order to have a higher limit for partial flaps, don't you think they would specify a an amount of flaps and a higher airspeed?

See the J models - the only Mooney's that have an approved higher partial flaps air speed limitation and its only for a small range of serial numbers, which are not even the last ones produced. After 34-3078, with the introduction of the 28V J's they went right back to single flap speed limitation. 

You won't find any such higher partial flaps speed in any other Mooney including the R, they all look like your R:

As Scott indicated. There is actually two, one for gear down and one for gear up. The gear down is furthest aft and will be obvious if looking at it with gear down. 

17,000’ with 94% saturation without supplemental O2 sounds super human to me!

But congratulations on getting your Ovation.
Don’t worry, landings will get easier as you get better in trimming the aircraft to approach speed. Properly trimmed the flare/round out comes very easily. its only work when it’s not trimmed for the final approach speed.

Enjoy!


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…
Mooney has the history, the engineering, the know how, and know your Mooney better than anyone - how do I know - it says so on their website.

Depends on how complicated you want to make wigwag.  I went with the MaxPulse for simplicity and it's perfect for ease of install and cost.  I had it wired past the circuit breaker rocker switch, so I have the MaxPulse set on alternating mode and just use the rocker switch to turn on and off.  It makes the recog switch much more visible.  ~$300 for the MaxPulse, about 1-2 total hrs for install of recogs and MaxPulse = WIN in my book.
But check out [mention=7354]donkaye[/mention]'s video

The Precise Flight is pretty darn slick (albeit heavier, more expensive, and needing another rocker switch on your panel).  I've heard from [mention=50295]Pinecone[/mention] that the Whelen pulser is similar but a little cheaper (but still 3x the price of MaxPulse)...Terry, do you have the same lights wig wag'd as Don?
...although I'm kinda disappointed in Whelen that when they made a Mooney specific light they didn't research to see where the glare fence sits and make sure all of the LEDs were outside of this.  I've yet to see a WAT Mooney Recog light that didn't have the inboard 2 LEDs blocked by the wing.  Although no melted wingtip lens so it's STILL a welcomed addition to the WAT family of lights on my Mooney.  [mention=13533]OSUAV8TER[/mention] I spoke with WAT at Osh this year and certainly would think that if they could put out a Version 2.0 that had the LEDs more outboard that would be a great move!  (I didn't get the impression from WAT this was a priority )

Hello Ross!
Thank you for the information you provided. Question for you, if I were to manufacture a prototype set of rollers, would you try them?
Thanks

You must have been in a pretty remote area -- these days, it's hard to find a place with no WiFi and no cellular.  After the free year, what is the cost?

You must have been in a pretty remote area -- these days, it's hard to find a place with no WiFi and no cellular.  After the free year, what is the cost?

1 hour ago, Ppizzo said:

Thanks All, It turns over and seems like it wants to start.  In fact yesterday, it started and I flew to Half Moon Bar.  It runs fine.  I have an EDM 800 and it shows fuel flow is fine.  I really think it's the starting procedure.  I also think it might be temp related as it will not start in the morning.  I see that some of you think that it floods easy, does this happen only with the prime or can opening the throttle cause flooding?  Any help would be greatly appreciated.

So you are also a new owner? How many seconds of prime to do give it and using which pump? I trust it has had the duel diverter removed? Continentals do not flood easily, they are in fact quite thirsty at startup.

9 minutes ago, Brandt said:

So couldn’t you sand down to aluminum and redo the alodine to prepare the surface?  Haven’t tried it.  Just curious.

You have to do that very carefully, since you don't want to sand the bare aluminum and sand off the thin Alclad surface.  The Alclad surface provides corrosion protection for for the underlying aluminum alloy. But as you try to remove the loose surrounding paint it will likely keep flaking off. There are also signs in places where it appears the prior paint job wasn't stripped fully but just painted over (but could be signs of prior owner touch up too). It would be very easy to ruin the aluminums skins without the proper professional guidance/supervision in prepping bare aluminum.  

The paint has to have good adhesion to make it worthwhile to touch up. But picts look like paint is peeling off indicating the prep on the original paint job was sub-par.
It’s really not worth trying to patch up the paint if it’s that the case. Just like it’s not worth trying to patch a leaky tank if the sealant is in poor shape.
I suggest to go visit a professional paint shop and see if they think the paint is in good enough shape to patch but i bet they’ll tell you the problem now is because the prior job was very poorly done. This isn’t a little touch up either but a lot.


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In my plane its on a yoke mount, rarely overheats here. But in client aircraft its on my leg where it has happened multiple times. But with the MyGoFlight case with built-in fan its has become a non event for me.

IMHO the JPI EDM-900 is perfect in the mooney on the pilot side - although i do almost all my flying from right seat - this position keeps all of the engine parameters within my scan between PFD and Navigators. Off to right is out of my scan.

As much as i love Garmin products, as you can see from my panel pict, i am not a big fan of their EIS. Although it has the best integration possible and monitors most everything i find it lacking in too many ways which has kept me from adopting it.
i am also not a fan of the smaller circular displays including the GI-275 EIS.

But for those that don’t have the panel space, the small circular displays are far better than going without an engine monitor. Just be sure to learn how to use it and keep it in your scan. There is so much vital information there that it can save your engine and your butt when properly utilized.


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I have the same Alpha HUD displays, Don mentions, on both sides since we’re 2 pilots and HUD is intended to be looked through - not from the side.

You’ll have to decide if you want to add the heated probe (i did) and flaps option (i didn’t).
Without the flaps option they recommend setting it up for a clean stall, but that seemed silly to me since i almost always do full flap landings. So after consulting with Don i followed his lead and configured it for full flaps stalls.
The default installation probe angle won’t work on the Mooney wing, i had to adjust the probe angle by one notch.


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The vast majority of owner flown aircraft engines suffer from corrosion. It’s really much less about total hours and more about calendar time and infrequent use and how the aircraft is stored between flights.

Flight schools are pretty much the opposite side of the spectrum compared to the infrequent use by the average owner.

Mike Busch is an example of an owner flown engines going over 3500 hrs before overhaul.

Everybody has their opinions though about going past TBO, many shops set a limit where they won’t annual a plane past a certain number of hours past TBO and the DPE’s under my FSDO won’t do a checkride when the engine exceeds 3000 hrs. Yet there is no statistical data to support any of that.


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I’ve been using RealClean for the belly, it’s designed for removing turbine soot and extremely effective getting the exhaust deposits and any oil off the belly and totally safe for aircraft.
Totally aircraft safe and Easier faster than mineral spirits and other cleaners i’ve tried. But i haven’t tried Goof off yet.

https://realcleanproducts.com/products/turbine-soot-master?srsltid=AfmBOoqC9wyYYrALcus2FYc_6nhZ51Z5tCT4ISxKGgdPZSfJd4pW6lWZ


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Looking forward to seeing you all there! Yeah after holding for 28 min for 3 airliners to go ahead of us while watching the wx roll in, the ILS into Burlington dropped to 100' above minimums with 3/4 vis in moderate rain with -15kt shear near 1000' to keep you on your toes. My student did an awesome job! 

just curious: is there a downside to priming with high boost (2-3 seconds) and cranking? it's how i saw them do it at Maxwell last month, also from an Ovation CFI. catches immediately every time.

I agree, unbelievable this was a "professional" pilot that became obsessed with entering a waypoint after departure that he got so far behind the plane he never recovered. Didn't even seem that they should need a waypoint to avoid the restricted area given they weren't having success modifying the flight plan. They still managed to fly into it while missing radio calls - just shockingly poor airmanship and lack of proficiency with his avionics on par with a beginning instrument student. Never asked ATC for help. 

AOPA did good article on this with analysis - I hadn't seen the globalair version but think the AOPA version is more thorough minus the aircraft parts pictures. 

https://www.aopa.org/news-and-media/all-news/2024/july/pilot/what-went-wrong-obsession-with-a-waypoint

I don't think my Mooney has any in-line fuses or mis-labeled CBs.

I can think of 3 airports in my local area that charge landing fees. they start at around $3 per thousand pounds of max gross weight. But then they charge approx another $10 fee to collect the payment. So i’ll end paying more like $16.50 for it. The third party collection is the majority of the cost.
The private airport at Catalina has the most expensive fee.


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7 hours ago, PeteMc said:

I'd almost call that Central US, similar to the TX one in Oct.  Is the spring PPP going to be in SoCal again?

 

We usually alternate between Santa Maria and either AZ or Vegas area. So next spring will be back at Henderson, NV.

Both are only half the distance as TX is for you.

Funny, I was going to ask about a location in the future more amenable to the North/Northwest!  Spokane would be great for me, reasonably weather-wise vs. the coastal locations.
I will say Montana offers fine amenities
I actually mentioned MPP to the local new entrepreneurial FBO where I board at KBIL. They had a TBM training clinic recently, do public events (flying kids, etc) and are generally oriented towards building up the scene. And, although we're about 3-3.5 hrs from Yellowstone, there are some nice "destination" type airports even closer for people want to make it a vacation. 
Still hoping to make it to the coming MPP at Ft. Worth!