jetdriven

Quote: N4352H Byron...what was the Rep's name?

Had you operated it LOP all this time you would have a free engine overhaul in fuel saved. Well, not quite at 2$ per gallon, but a mathematical certainty at 5$ a gallon. Quote: N4352H Well, I guess you're just quoting Lycoming then when you posted this a couple of times: While this could be dismissed as arrogant, they readily point to the narrow margins at 50 degrees LOP The detonation margins are much, much narrower at 50 ROP (where they recommend) than they are at 50 LOP. I don't want the debate to get muddled with incorrect statements when folks are trying to learn what is true and what is not. I'm not sure if you're advocating Lycoming's position or playing devil's advocate... whatever the case my intentions are not to offend or make you (or anyone) feel cornered. I just want the facts presented.

To show how far from reality Lycoming's advice is, here is their own data, which clearly shows detonation beginning at ~60 ROP, maximum intensity at ~10 ROP, and completely gone at ~40 LOP. 29" of MP and 2400 RPM. Note the CHT is nearly 500 degrees. Do I run my engine this way? Certainly, at 50 LOP or greater. (not the CHT though) Quote: N4352H Your point about the detonation margins at 50 LOP is incorrect.

There are some articles but I think 250-275 or more is ok. The barrels are bored with choke and need some heat to expand to a true straight cylinder.

Those are great photos. The seconds one looks like its running too rich >

part of it depends on the attitude of the examiner. They dont have to do the check ride without fully functioning dual controls. Many will, though. Quote: kerry I think it would be OK to use the mooney for the checkride. The examiner is not PIC.

thats an old wive tale. Find me a crash to read about. The stabilizer can stall in a long body, but doesnt cause a crash. Medium and short bodies, slip all you want. The tail cannot stall under normal conditions. Dont believe me? Look here: http://www.donkaye.com/Dons_Homepage/Bob_Krommer_on_Mooney_Slips-Part_1.html http://www.donkaye.com/Dons_Homepage/Bob_Krommer_on_Mooney_Slips-Part_2.html Quote: colojo Don't do any slips with full flaps. I've read articles about Mooneys that have crashed in this configuration because the horizontal stabilizer stalled (the flaps blocked airflow to the stabilizer).

I have not tried Halos, but anything in my ear hurts badly after a few minutes, walkman headphones, etc. all of them. They don't work for everyone. Quote: flyboy0681 Some people have no shame, but I'm convinced there's a special place reserved in hell for them. You need to get out of the 1960's mindset and pickup a pair of Halo's. My instructor bought a pair two weeks ago and after yesterday's flight was still raving about their comfort.

Bladders last twenty years with nary a fuel smell

Didnt we have a thread about baggage doors being locked?

+% Michael! How about them Rangers!

So they Lycoming rep stopped by the shop today to make his rounds. He remarked on my 201 sitting there with no prop or cowl on it, and asked how many hours it had on the engine. I replied 1500. He informed me I only had "500 hours left if I was lucky". I'm glad he reminded me when the engine is going to sieze up. I almost forgot. better get my order in now. He informed me for only 40K I can get an IO-390 on my airplane and gain 5 knots. Ok. Fine. Not for me. Roller tappets are cool, but my 1987 IROC had them and its nothing new. He claimed the airplane is "smoother and quieter" because of them. Seriously. Roller tappets. So I decided to finish him off and tell him we are running 30 LOP and burning 8-8.5 GPH. His look of horror told all, he looked like I just killed a pack of baby seals, exposed myself in the park to some children, or cheated on his sister. Seriously, shrinking away from me. He informs me I am "burning my engine up", to which I reply, how is a 330 CHT burning anything up. At 75 LOP i am worried about enought CHT, its at 280. He says this is cooling "with air, and the extra oxygen and chemicals in the metallurgy, causes the cylinders to burn up." No kidding. Did he go to college? I am laughing now. I suppose Continental has some special "LOP metal" cause some of their engines are only approved for LOP. Anyways, He immediately inspects my cylinders for "burning" as the gray paint turns dark at 500 F. All are nice gray. He is quiet. He asks, how many hours we have ran it this way, (150 hours, enough fuel savings to buy an 1100$ overhauled cylinder already). Nevermind the oil consumption is down to a quart in 12-15 hours or more vs. the quart every 5 hours when we bought it, clean oil analysis, no carbon or trash in the filter, and 75 hours on spark plugs that required no cleaning. The engine tone is a little different but I think the engine is happy running this way. perhaps I am crazt, betting 8K worth of angle-valve cylinders on it, but you, know what, I will take that bet.

you might get a big help on your overhaul but that is offset by the value deduction of a gear up landing in the history. I'm sure some people have done it on purpose occasionally.

Clarence, I have seen that SI. Is that dorsal fin fiberglass or metal? Can the ELT transmit through metal?

they run up the ropes/ Mouses love those. Quote: kerry I've had them get into my boat which is in my garage. It's a mystery to me how they can scale the smooth fiberglass to get into the boat. I think it would be easier for a mouse to get into a plane vs. a boat. I could see how a mouse could make its way up the landing gear and into the plane. I wouldn't think it would do any damage to your wiring. I have heard of snakes in planes for real. I think I saw a picture from somewhere in Florida with a big snake entangled in the heating duct and it took a lot of effort to get it out of the plane. It could be quite startling to have a mouse hop on your lap while landing on final and even more so if it was a snake.

Yep, you got it right Dick. I don't open the yogurt in the crew meals at altitude after a few instances.

Someone should do a study, turbo 231 or 252 vs 201 wirth repeated flights east and west. All of them take headwinds going west. The turbo airplnes climb high and rocket away eastbound at high altitude. Of course plenty of fuel too. But has anyone averaged out the speed and fuel burn for a roundtrip? Quote: jlunseth I would disagree just a little on the speed. If you are going west and winds aloft are adverse, then neither aircraft, the NA nor the turbo, are going to want to go very high. NA suffers the same penalty from adverse winds, but does not get the payback on the trip back, not to the extent turbo does. Completely agree about the weather though. Makes a big difference in the summer just to get above the cloud tops at 12k on "popcorn cumulus" days and get out of the low level turbuluence. You find you can overtop most overcast layers if you can get to 18 or 19. Usually, the only weather higher than that will be cells.

The one thing about a Mooney I like so much is everything is curved, and a lot of it is compound curved. See that giant, hard, angle change in a Cessna, RV, or Cherokee on the fuselage sidewall after the wing? Not there on a Mooney, its a smooth transition everywhere. But with that, is many more man hours or labor to build one.

I'd put Don Kaye on the top of that list. I met him at the MAPA homecoming, he is the real deal. http://www.donkaye.com/Dons_Homepage/Welcome.html

Our J did that when we first bought it. Oil on the nose gear door. The rubber connnectors to the pushrod tubes were leaking. I dont know if that applies to a Bravo. But worth a look?

Michael. I think the cost to build a "new 201" is going ot be close the 3500 man hours it takes to build an Acclaim, and the break even cost is going to be well above the selling price. Someone at the MAPA convention when Bill Wheat was giving his talk, said "lets bring back the 201 and sell it for 400K, who would buy one". No hands went up.

I set the unsused VOR or ADF number to the cleared altitude. I dont fly much IFR in the Mooney though.

Bill said so and I would agree, about 3 knots. Thats a nice looking E.

I have 5500 hours on a Bose X and when it finally breaks again (3x at 250$ each), I am going with Lightspeed Zulu 2. The bose X is fragile and the A20 is marginally better. Still feels cheapo for a 1K headset.