jetdriven

The Cirrus guy is too busy looking at his Garmin screens for traffic to look outside. Than and calculating how he is going to pay 12 grand a year for insurance, 12 grand for an annual, 3 grand for recurrent training, 22 GPH, and to top it all off, a twelve thousand dollar parachute repack every 10 years. Go buy an acclaim with that money and go even faster. Even Mike Busch says those things cost half again more than a Bonanza to own. Pretty though. Quote: Omega703 In all honesty NO. I will never purchase a Missile or a Rocket. I don't believe on modified airplanes. Especially Mooneys. I'm of the opinion they detract from the inherent value of an excellent stock airplane. This goes with most all modifications with the exception a very few such as redoing the interior and some avionics, SOME avionics upgrades. The best Mooney ever imhp is the stock J. Period.

also a leaky cabin door seal or baggage seal is worth a couple knots. Extra LORAN antenna = 1 knot.

Almost all other countries, people who are not insanely wealthy cannot afford a Mooney. There is no GA in most countries, so I would take the good with the bad.

Those 3$ suction cup fabric sunshades are the best airplane toy I have bought. One thing we have vastly underestimated is the need for real time inflight weather. An airplane that can fly 1000 NM in a day will cross weather systems, including embedded thunderstorms. Flying without onboard stormscope info or XM/ADS-B weather was a real hassle.

We have local charts in paper but the iPad is wondeful for an X-C trip, we were going to spend 250$ in paper charts for a houston-oshkosh-canada trip. So we bought the iPad.

J's are out there for 60-70K, and you can upgrade radios and paint for a lot less than 201 windshields, cowls, and panels. Keep looking. Our lowest time partner had 110 hours total and zero complex and our premium was $2133 through Starr. Chartis was a little more, and all other companies refused a quote. This is 90K hull, 1M/100K liability. The hull was 2/3rd the premuim. Also required 10 dual 10 solo. Just FYI.

Autogas will never be an aviaton fuel as it is mandated to have 10% ethanol by law, however the FAA says zero ethanol is approved for aircraft. IF the Electroair gives us 1-2 GPH lower fuel flow or another ten knots for the same fuel flow for 2500$, I will take the first one.

Our first trip in our 201 from San Marcos TX we had 175 KTS GS level at 7500 and busted 202 knots on the descent into Houston. Welcome to the 200 Knot club, first flight.

You are required to update the list of owners or managers on the LLC to the FAA, arent you? We did when we bought our aircraft under an LLC. Something about foreign owners.

The Mooneyland guy has an idea for a dessicant device you put in the tailpipe and the dessicant beads absorb moisture. But face it, the only way to prevent corrosion damage to you engine is to fly it every 10-14 days minimum, and for at least 20 minutes I have read but an hour is better. IF not, Lycoming has a procedure to fill the case with preserving ol and squirt this oil in the spark plugs andf use dessicant plugs.

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Dual 430's and a S'TEC autopilot are modifications and Mooneys with those sell in hours, not days.

That 3 blade prop is costing you 5 knots likely right there. Make sure it is washed and waxed. Rain costs 3 KTAS on a laminar flow Mooney wing and dirt is going to cost you some too. Also, if you have a low cylinder or a bad cam lobe thats the full ten knots. An innacurate tach where it indicates 2500 RPM but is actually 2400 RPM costs you 3-4 knots. Ours was like that at first. I think most early J's before the nice wingtips and smooth belly are 155 TAS machines and the later models are in the 160 maybe 165 range at optimal altitude. I would like to see a 165 knot J model. Maybe an MSE.

That is correct. I like the bayonet probes I think they read the average cylinder temp better.

generally, limit running on the ground to as little as possible, make sure you have enough fuel flow for takeoff, and fly at a a high power setting to keep cylinder pressure up (75% or more, and vary it often) for 50 hours or until oil consumption stabilizes. Do not exceed any temperature limits and as always, 400F is the limit most people use for CHT. It might be close to that until the rings break in. Do not baby the engine, run it hard, and shock cooling debates aside, try to keep it warm all the way to landing. http://tcmlink.com/fiddefault.aspx?cgroup=MATTITUCK&cpagename=BREAKIN http://www.pennyanaero.com/pages/break_in_operating

From my limited experience they represent the seller, offer the aircraft to the market with all the work, marketing, overhead, and costs that implies, facilitates the transaction, and takes a comission from the sales price between 5-10%. They are not necesary but given the high cost of aircraft ownership plus the value added by the broker's knowledge that can be worth every penny. If they can move your aircraft 6 months sooner that's 6 months of ownership costs saved.

Sorry to recommend leaning on the climb, I forgot the -A has autolean.

I think that unit has some sort of clutch to disengage the trim motor from the shaft sprocket. That jackscrew is a PITA to lube but be patient. There is a dust boot in the gap between the last bulkhead and the front of the movable tail at the very bottom in the gap between them.

Dan, a '77 J takes a 211CC (reman) or a 215CC vacuum pump (new). 194$ and 288$ respectively from aircraft spruce. Looking at it, looks like a 2-4 hour job. Good thing while you are in there is to check is your vacuum hoses throughout and add a CV1J4 vacuum filter to keep the dust out of your gyros. We are doing that.

that virtual turn coordinator is based on ground track and it infers roll rate on that. I couldnt imagine betting my life on it anymore than a jug of water on the glareshield.

Lean it to 30 LOP and do a 4-way flight test at 7500' to see. I'd guess you can make with an 8.5:1 C/R that should be 14.9 x FF(GPH) = HP. so, 65% power = 13.1 GPH and 75% power = 15.1 GPH. So you only gain some while flying a little slower. If you were willing to fly at J speeds you would almost have J fuel flows. The IO-550 is a ridiculously efficient engine. FWIW our J is 10 GPH at 75% power LOP (150 TAS). Actually thats right near peak. Saves maybe .5 GPH from 50 ROP and costs 5 knots. To save fuel, we cruise at 65% that is 8.7 GPH and 145-150 TAS. Much bigger difference. Perhaps someone should determine how much is saved from flying at lower % power and slower, and how much is saved from BSFC improvement from LOP. We also cannot climb LOP in a J. Low altitude you lose more performance than FF and up high, you just cannot climb well at all. Going to 50 ROP gives it a nice kick in the boot. I know Bonanza guys (Deaken back in the day, and the APS guys) can climb LOP in ther Bonanzas, just crank it to 15-16 GPH FF and stare at the CHT. Anything crossing 380, get leaner or get out. :edited for proper FF values

You can lube the jackscrew in the tailcone if the manual trim is hard to turn. The electric trim should release when not being used though.

DIVCO will weld up cases and yellow tag them including dowels, then you could have your engineer do an overhaul with that case, your old crank, and your fresh cylinders. I would not reuse a cam or lifters though. this is 5-7K USD instead of 20K. http://www.divcoinc.com/faq.asp

that motor should engage or disengage from the cable with a capstan I believe. If it is not releasing that may be part of the problem. Mine qiut working the other day. There are two diodes in the circuit under the panel that broke, solid copper wire. Fixed it for 4$

Thats an old wives tale, don't believe it. At 4-5 GPH more ROP thats 20-25$ an hour more just in fuel, and so that's 40,000$ - $50,000 EXTRA in fuel in a 2,000 hour TBO cycle. so, "free engine and prop" when operated LOP. Quote: orangemtl I've been stepping up a little at time with my Acclaim, in terms of distance, and altitude (based upon MY capacity, not the aircraft). Upon reaching cruise, I've run it at 25-26", and 2500 RPM. While the engine is fine to run LOP as we know, I've reasoned that fuel is cheaper than an engine, and I've run a bit rich of peak with more attention to cylinder temps: call me ignorant, but cool seems better than hot. Any mortal errors in my logic?