jetdriven

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.

According to some sources, Philips XC mixed with Camguard is better than ony other combination. Its all out there.

Sad seeing how ads-b is free and xm is 400-1200$ a year. Something is up with that.

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.