sleepingsquirrel

Quote: johnggreen I go with Thinwing. This thread has jumped to unintended issues. He is also correct that to compare a Bravo and a C,D, or F is senseless and usually done by a M20C driver who has never flown a long body. I think we should have a thread about stall behavior of Mooneys because, as this thread has shown, most pilots know little or nothing of the consequences. Based on an article done by Flying Magazine some years ago, fatal accidents per hours flown in M20J's are twice that of Cessna 172's and 60% greater than Skylanes. Mooneys are not friendly to being mishandled in stalls where a Cessna will in most cases refuse to spin even when the pilot is trying to create the condition. What started this whole issue with the vidio of the "supposed" spin was the statement that I was not aware of anyone successfully spinning a Mooney (of any Model) since certification. That is when the fake spin video was offered up. I imagine that most opinions given here henceforth are from "pilots" (I use the term loosely) who have never spun an aircraft in their life. I think it would be a valuable training asset for Mooney instructors/pilots if someone would spin a Mooney and document the behavior, and the altitude lost in a one, two and three turn spin. I will put up $2,500 toward that "experiment" fully knowing that I will probably have no takers. I am not at all sure that a Mooney will recover at all from a three turn spin; but I will pay to the survivors of the pilot who tries and laud his efforts should he succeed. I won't be duped. I will fly to anyplace within 500 miles of my home base to observe and the spin must be documented by other knowledgeable observers; I will bring along a couple myself. The person taking my challenge will have to also put up $2,500 and should he fail to place the airplane in a full spin for three turns on the appointed day, FOR ANY REASON, he forfeits the money for my trouble. There will be other reasonable conditions imposed such as it must be a stock C, D, F, J, or longbody Mooney, etc. i'm too old and mean to be trifled with by "Peggy" (as on the credit card commercial), but I am dead serious. Talk is cheap fellows, any takers?

Hi, I mistakenly purchased a 6 ply tire for my M20 B Mooney nose wheel. Can I use it without any problems?

I stand corrected, from the Car Guys; Most fuel system antifreezes contain %100 isopropyl alcohol. The reason being, just like ethanol it absorbs water. The difference is when isopropyl alcohol absorbs water it doesn't phase seperate out of the gasoline. It keeps the water in suspension in the gasoline so it can be carried off and burned in the engine.

If one has to put alcohol in the fuel for water freezing protection, why not just do the math and put MOGAS with Ethanol in for this purpose. Seems the discussion is "gotta have it" in spite of its bad effects to prevent freezing . Mogas is cheaper per gallon and would accomplish the same purpose. Wink, Wink!

Quote: jetdriven Skins for these are hydroformed in a die. There are no ribs. you would have to build a die to make one. Point is, there are going to be some parts availability problems. Look at all the guys waiting on 40:1 gearsets for the landing gear.

Quote: kurtsnyder I was told it is because the B model has around 80 something pounds of additional alluminum in the wing than the later models. I'm assuming that's because Mooney overcompensated on their first all metal wing just to be safe.

Quote: markeg1964 Following is a W&B calculator I made for my M20B. When I fly with friends who weigh 250lbs (I'm just over 200) I should have issues flairing due to a to forward CG yet the plane flies just fine. I have a feeling the C nuumbers work for the B although I'm sure my insiurance company and the FAA would not agree if something bad happened. http://www.mgcpa.com/mark/flying/m20/wab/wandb.html

Although it may be prudent to report this occurrence, I don't think it's required. A propeller blade seperation or a piece thereof is a required report. Needs a through inspection though.

http://cgi.ebay.com/ebaymotors/201-Mooney-Smooth-Belly-/120768906247?pt=Motors_Aviation_Parts_Gear&hash=item1c1e634407 http://cgi.ebay.com/ebaymotors/Mooney-M20-231-electric-flap-motor-experimental-glasair-/180715534153?pt=Motors_Aviation_Parts_Gear&hash=item2a137c3749 Poking around on ebay and thought someone needed to see this!

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Regardless of what the airspeed indicator says, it is a well known fact that Mooneys are so fast that they often arrive ahead of the pilot. Present company excluded!

At least there would be no post crash fire, and the only evidence of exceeding the sound barrier would be scorch marks from friction. Oh, the remaining wreckage could be transported in an overnight bag!

So is it possible that a Mooney could break the sound barrier?

Quote: Hank Just checked my Owner's Manual, 1970. Found the following quotes: p. 1-5 General Description, Fuel System: Useable Fuel.........................52 gallons P. 2-5 Systems Operations, Power Plant, Fuel System Full fuel capacity is 52 gallons. p. 4-9 Aircraft Limitations & Operations, Operating Procedures, Normal To preclude fuel starvation, avoid extreme sustained side slips toward the takn in use when that tank contains less t han 36 pounds of fuel. p. 6-8 Performance, Cruise & Range Data Conditions [full power climb, full rich, no wind, etc.] The data is also based on 52 gallons of useable fuel. So apparently my plane has 52-gallon capacity, and it is ALL USEABLE. ??? Also of interest, I found THESE two fuel statements: p. 4.4, Aircraft Limitations & Operations, Power Plant Fuel........................100/130 octane aviation gasoline [what we've all been told, and I use 100LL] BUT p. 7-4 Servicing, Refueling ... With the aircraft standing on level ground, service each fuel tank after flight with 91/96 octane aviation-grade gasoline. So I DON'T have to use 100LL??? Or I do??? The durn book says both . . . I'm "limited" to 100/130, but am supposed to "service" the aircraft after flight with 91/96. Hmmmmmmm . . . . .

Hey Guys, thanks for all the information but I had to make a decision , I have to fly by airliner this time. Mrs.S wants to sail a windjammer, not just look at them . Since time and tide and the Nathaniel Bowditch wait for no man, and I can't predict the weather that far in advance to assure a timely arrival, I found two round trip tickets for the price of Mooney fuel . I would consider the trip by Mooney far more interesting but I can't disappoint Mrs.S by getting weathered in somewhere while the boat sails . I did get the flight planning under my belt and more than anything else appreciate the positive reports about visiting this area. I'm sure I'll enjoy the sailing as well and the long range plans are for us to retire on our boat. I can't ever pass the desire of my wife to get on a boat and sail . (especially when she suggests it) I'm lucky that Mrs. S has flown with me enough to know about making better decisions rather than letting circumstances trap us into bad ones. Once again thanks for the support of a great Mooney community!

Thanks for the information I feel that she has picked a great vacation spot based on your first hand experience!

Well, one should always be careful of what they wish for. Mrs. Sleepingsquirrel wants to vacation in Maine. She has already determined that driving time would be about 24 hours. I have determined that flight time is about 8 hours. She has thrown down the gauntlet and challenged me to fly us there! What do I do now? I have a sister in Ohio which doesn't add much to the route but would require an overnight layover( KPHD). Then on to Saratoga Springs (K5b2) for fuel and then KRKD for Camden Maine. I've been to Maine and didn't leave anything there but she is positive that she needs to see Camden and the Windjammers there. Oh! how did I deserve this? Any advice? I realistically believe that 2 hour legs would be good for us.

can you guess what these guys are doing?

nope,just a bad guesser!

Herding?

My guess is schooling or flocking like fish or birds. Simply doing what the animal next to you is doing.

Quote: N4352H I think I actually read a post on this thread that suggested "Positive Rate" occurs at about 100 feet agl. Well, what kind of rate did you have to get to 100 agl? I just sayin'. Sorry..."positive rate" is a little peeve of mine. And I am still lovin' the Johnson Bar, that cleaver invention that makes most of this thread moot.

To the left, I'm left handed. Seriously though, with the red knob.

quote: Skywarrior Well, you all have brought up a subject that vexes me. I have a '91 Bravo with the Monroy LR tanks. I *never* know how much fuel I really have. My best effort is to smear chicken's blood on the panel fuel gauge, mutter an incantation, and hope for the best. Anybody have good tips for knowing how much fuel a plane like mine actually has? Chuck M.

Quote: knute My archive has a post I salted away from Rob Hoyle, who graciously provided the measurements and markings from the dipstick he (and the prior owner) calibrated for his 1965 C model, which turns out to work perfectly for my 52 gallon '66E model, verified every time I top up the tanks. (It also very closely tracks my fuel computer) I like to stick the tanks before every flight just to make sure I have exactly as much fuel as I think I do. Hopefully email doesn't screw up the formatting too badly, but distance from the bottom of the stick is on the left (inches) and corresponding gallons is on the right. Hope that helps or gives you a starting point! It shouldn't be that hard to calibrate your own paint stick from Home Depot. The measurements below obviously won't work for an F model with bigger tanks, but for any other C or E model owners with stock 52 gallon tanks, this should come pretty close. 9 26 8 1/2 25 8 24 7 5/8 23 7 1/4 22 6 7/8 21 6 1/2 20 6 1/16 19 5 3/4 18 5 7/16 17 5 1/16 16 4 13/16 15 4 1/2 14 4 1/8 13 3 7/8 12 3 1/2 11 2 11/16 9 2 3/8 8 2 1/8 7 1 3/4 6 Good luck! Knute '66 M20E - KSQL (San Carlos, CA)