jetdriven

We have no JPI, we have a Masten Products engine monitor from 1991. It measures all 4 CHT, EGT, and FF plus totalizer on a single line, 5 digit display. You can only see one thing at a time, but it has an auto mode to monitor the hottest cylinder. When we bought the plane, I didnt like it. Now I do.

I know on Bonanzas, Cessna's, and Glasair II, reflexed flaps are faster. The Flight Design CT even has a -5 flap setting for cruise. But none of those airplane have laminar flow airfoils. Quote: KSMooniac Hmmm... my flaps are down after my last rigging session (due to aileron and flap twist) and I lost several knots in cruise. I think 0 or even reflexed a degree or two (-1 or -2) would be much faster.

Pull to where you'd guess you are 50 LOP. then richen to peak to find it, then lean as planned. In your buggy, around 8 GPH. Above 7K, a lesser value.

I was under the understanding any IFR below 5C to be "known icing conditions" is that not correct? Quote: RJBrown A Rocket with TKS is not FIKI. BUT in reality neither is a FIKI plane. A forecast that includes the possibility of ice is not Known ice. Reports of ice constitute Known ice. I would not fly a FIKI into Known Ice. For me any condition that would make dispatching illegal with just TKS are too bad for FIKI. Both serve the same purpose in protecting from inadvertent ice. The Rockets ability to climb out of ice makes it the safest one. A 252 with FIKI may not have the option to climb. At 20K they are under 500 fpm. A Ovation has no climb that high. A Rocket is still doing 1000 fpm or more at 26k at gross. Solo with half tanks (50gal) I have seen 1500 fpm at 26k. I also live in the West and never visit the North East. I flew a Rocket for about 800 hours without TKS. I would NOT choose it as an option because of cost (high) benefit (low) for my type of flying. Is there a real need to dispatch into known ice? Is it reasonable to take off in freezing fog/drizzle knowing the sun is shining 2000 feet up? I am of the opinion, one not based in experience, that the difference between plain TKS and FIKI is that with FIKI you can legally do something stupid. Is my opinion wrong or just too cautious?

ROP is the only way possible to develop 95% HP without melting the engine down. 18 GPH for 45 minutes is tolerable once in a while.

We pull to 8 GPH (WOT, 2400 RPM, and 3-7K) and then richen to find peak, then lean back to 10-15 LOP. Less time to set the final mixture.

According to Blil Wheat, the max allowable droop (down 2 degrees) on flaps and ailerons is the most speed in a Mooney. Of course we are going to test that one out.

Quote: bd32322 i got back to check on this thread a bit later - but here is what I got in summary: Lean by EGT - try 10 LOP and see if it CHTs are in line - if not in line, lean more to keep CHTs in line. So how is that not leaning with CHT in mind? You are going to keep varying your degree of "LOP-ness" until CHTs are in-line. By starting with 10 LOP you are trying to get the most power out with the best fuel consumption and with CHTs in limit. The way I see it now is that the red knob is just being used as a power knob because I am running WOT. Sounds just like what we do. Thats logical thinking. The lowet BSFC starts about 10-15 LOP and goes to about 50 LOP. Basically control mixture to control power - and control CHT using power/mixture. Also can someone explain to me what EGT really means? The hotter the EGT the more complete the combustion process is? Always confused by this.. I tried LOP at 18 MP at 3000 feet - my EGT went to 1500 or so ! But up at 7k or above i barely ever see 1450 or so. Down low you can make more power, therefore a higher peak EGT. Peak is roughly where all oxygen and all fuel are used up. A little bit leaner is a little more efficient from a BSFC standpoint. Anyway I am now a big fan of the GAMI big pull in terms of simplicity of in-flight operations especially for the mooney. By getting the engine to go rough, I am pretty much starting leanest first - checking if CHTs and ground speed are good enough and then enriching until CHTs are in-line (i try 360 F because of a chart of metal characteristics that shadrach posted) and there is a good tradeoff of speed and fuel consumption etc etc. Less fiddling with the JPI and less head-down time too ! Need to do more experiments with periodic oil inspections and borescope inspections. My engine has 1800 hours on it - so I dont mind experimenting on it a bit now Ours went from using a quart in 5 hours to a quart in 12-14. Canrt blame it on the LOP maybe its the MMO or 2400 RPM cruise, but I like it.

It wanst long ago we made fun of black people, gays and lesbians, jews, and anyone else that didn't make our definition of "normal". Perhaps you have a small penis. You deserve to be laughed at. I suppose everyone that gets cancer, hit by a car in an intersection, gets diabetes, or has a mechanical failure in an airplane resulting in injury or fatality deserved it, and lacks personal responsibility. Ha ha ha. Suckers. Screw you, i got mine! It must be your fault! Perhaps when something happens to you, well , you deserved it. Quote: allsmiles Have your neighbor consider losing some weight as an incentive. Make it a condition to have him lose say 100 pounds. It will be healthier for him and your Mooney! Wasn't it US Air or some airline that was charging a double seat price for overweight passengers?! I'm not suggesting charging him but have him lose some weight for crying out loud! Not all things we do are for everyone. I wouldn't feel bad saying no to him until he loses weight! Assuming he has control over his weight he bears the whole responsibility and should not be dissapointed. Your responsibility is to educate him. I personally have no sympathy for people who lack personal responsibility.

You can have efficiency (M20E or J, 29 NMPG), speed (bravo, 10 NMPG) or a mix of both, but not both.

You can stagger the seats for more width and I would venture to say, even with spillover that trim wheel is easier to reach than the fuel selector on a pre- 1979 bird. Our electric trim quit and it got fixed immediately

Icing conditions are defined in our GOM as any temp between +5 and -40 c anytime visible moisture is present and visibility is less than 1 mile. I have had icing all through that range.

A mechanic at Dugosh told me 2 days ago that repainting requires the contols to be rebalanced but a simple R&R for repaint should not change the rigging.

I posted a few of the airport

Whats the full fuel payload of an Acclaim or Bravo? And what would it be like with 200 gallons on board? Turbines are thirsty.

We cannot compete against 800$/mo wages such as in asia. Import tariffs, quotas, and other protectionist laws helped but they were weakened long ago.

It's the density altitude you are actually looking at

Chinese company bought them.

That's a great idea

I know a good running clean wing E can give a J a run for the money. 155 TAS all day

Redacted

I have no data but I think over the course of 500 or 1000 hours some dust makes its way into the gyros from normal shutdowns. When you shut down, the pump is putting out low vacuum at idle, and when you kill it, the engine winds down over a few seconds. Failure in flight is more a sudden stoppage from 5" or more of vacuum. That could cause some real reversion. AMTonline explains some. http://www.amtonline.com/publication/article.jsp?pubId=1&id=1426&pageNum=1

I think so, N601RX (Mike) might have it, there is higher pressure in the cowl than the cabin, so after the pump fails, carbon dust and air flow from the pump to the gyros.

There will be no ethanol in aviation gasoline.

Since 1995.