jetdriven

Ours quit on our 77 201 and turned out to be the diodes in the circuit. They were soldered in to the wires, then put inside a plastic tube and silk tied to a fuselage tube on the right side fuselage, right near that ram air inlet. Fixed it for $2.49, a few curse words, and about 4 hours of finding it.

10-15 PSI sounds awful low for any engine. From the TCDS, the IO-550-A oil pressure limits are: 2-4-6 side - - Normal 30-60 p.s.i.g. - Idle 10 p.s.i.g. Maximum (cold oil) 100 p.s.i.g. Whats the warranty on the engine? If he is satisfied with it now then why did he tear it down and reassemble it? Did he use new bearings and rings, etc? I hope it works out for you. Quote: 74657 The engine guy took the engine back, tore it down and re-assembled it. It was re-installed this week. During the test flight the mechanic who did the airframe repairs and my mechanic noticed that the oil pressure dropped to around 60 psi during flight. It showed 80 lbs. when cool and as the oil temp rose to 220F the pressure dropped and stabilized. On final when power was pulled the pressure dropped to 10-15 lbs! Idle pressure showed 25 while hot. I called the engine guy and flew the plane to his airport about 30 miles away. He hopped in and spent an hour and a half in the plane and felt that everything was fine. He said the air was hot and contributed to the high oil temps as well as the engine being new. His feeling was that it there are no issues with it.

ha haaa I think he means him, wife, AND kid are 400#. But this is Texas after all.

A Bonanza will cost a little more up to twice as much to buy, about 30% more to operate, and go 10-20 knots faster than a J model Mooney. They are also bigger inside. A36 especially. Our 1977 J has a useful load of 970 lbs, and full tanks are 330 so that leaves room for 3 people to go 600 NM. Altitudes up to 12K we have not found to be a problem, up there, we have burned 7.9 GPH moving at 153 KTAS. V-tails have CG issues. A36 just load it and go. To me the non-availability of parts right now is a bummer, but I have faith Mooney will rise again. Beech parts are so expensive, it doesnt matter. Raytheon really means "rape the peons". I dont think you would outgrow either unless you need a physically larger aircraft or need to haul more than 3 people long distances. My opinion. I love Bonanzas, but even a 201 was a financial stretch for me as I have other goals too. Solution: fly both, get an idea what it costs to own and fly one, and buy the best example of what you want. If you are near Houston, you are welcome to take a ride in our 201.

im still not connecting here. If you had a terrible rate of climb, say 250 FPM thats two whole minutes flying with the gear and flaps down? As soon as I commit to the go around and a positive rate of climb, its gear up, it takes 5 seconds. flaps up incrementally.

Quote: Frosty With my K, there is a very significant nose up bias with either the the gear or the flaps coming up. Both at once requires both hands on the yoke to keep the nose down and would be a serious challenge using manual trim. On any take off or go around I start the electric trim first to get a head start and keep the gear and flap motion sequential. The PNF interfering with a qualified PF is unacceptable. Starting the flaps at the wrong time unexpectedly is serious (potentially fatal). I fired an instructor, & lost a friend, because he pulled on the yoke causing us to ballon on a hot landing. I knew we were hot and was waiting for the speed to bleed off, he wanted the nose up. Immediate full throttle resulted in a hard landing instead of broken airplane.

Quote: HopePilot No, we started the go around at about 10 feet, and I, also, started gear retraction earlier than 500, but it was still cycling. The 500ft is a very rough estimation (probably 400ish), of where we were at that point. I also delayed retraction a few seconds longer hoping for a more positive rate of climb.

Quote: Mitch Cockpit management is needed here Mr. Hope! Unless there is an impending danger, the instructor should not have done that without some previous communication with the pilot in command.

it also can wash oil from the cylinder wall. Then it cranks and runs, sometimes at 1700 RPM immediately, like that. Flooding you engine every time is going to affect its life.

it should be part of the whole roundout, flare, landing sequence.

Regarding the 201 governor, maybe the governor wont develop enough oil pressureto the prop hub to make the prop move from the low pitch stop. It is at a rather coarse setting, as the prop is on the low pitch stop until over 100 knots.

I have the Mccauley C290D5 governor and the McCauley B2D34C prop. It is also on the low pitch stop below about 100 knots. It governs exactly to 2700 RPM for takeoff and down to 2000 RPM with NO hunting. I can assure you it is a design feature. Myabe thats why the early J's have 2000 RPM for a mag check and prop cycle setting. Below 2000 RPM it doesnt really cycle. At 1500 RPM, the prop does nothing. No other piston I have flown is like this, except a B 55 Baron as I remember.

can anyone make an ipad holder that doesnt have it in your face? How about nesting between the yoke grips?

prime volume depends on throttle lever position more than anything. Is is idle? 1000 RPM full?

get ahold of the service manual for it and start digging. otherwise the shop will just start replacing parts until you spend 5K or give up. troubleshooting saves plenty of time and money.

mine does that too. I think it is related to the design of the prop and governor. At 1700 RPM, the prop sometimes wont do much at all. At 2000 RPM, there is that 2 second lag. Ignore it.

Dukes 1499-00-19 or 4140-00-19A 1050$ exchange. from CJ Aviation. http://www.mcssl.com/store/cjaviation/dukes-4140-pumps

Get the part number of the pump and call around. We got ours from Quality in Tulsa for 900$ exchange. They may be marking the parts up. I also know it takes 1-2 hours to change the pump, I watched them do it.

Our 77 J turns out to be a hot plane in the summer. The pilot side has a wemac vent near your knee but the copilot side does not. It has a NACA scoop there, but no vent. How hard is it to install a new vent there? Which part number?

Ours was 900$ from Quality aircraft accessories. Evidently there is a shortage of cores, and no other shop in the county even had a Dukes in stock, for any price.

Oh and that log entry sounds like another piece of plastic tubing over the handshake coupler.

Peter, we just went through this. Our Dukes 1499-00-19A pump was leaking, so we had it overhauled. After 3 flights it quit again. It had some cheesy handshake couplers connecting the wires with clear tubing over them. Turns our our 1200$ fuel pump had a bad bearing. We had to buy ANOTHER one and send this one back for credit. This pump has a plastic impeller. The TCDS for the M20K lists a Dukes, 4140-00-19A, 1499-00-19 or Weldon, 10054A (S/N 25-0001 thru 25-0999) ( Weldon, 10054B (S/N 25-1000 and on) Id say take the belly panel off and hook it up to 12v. inspect the couplers and perhaps replace with good couplers. I wish I knew the Weldon pump was on the TCDS fore the M20J, I wouldnt buy another Dukes pump again. Let us knw what your shop finds out. I wouldnt replace it until I was dead sure it is the pump, not wiring or switch.

if your airspeed is proper for the weight and configuration, the AOA isnt needed. Something else to get distracted with.

Mazer if someone can't land their Mooney in a 2500' strip below 2000' elevation then they should go get a CFI and practice until they can. Without drama. Same with a 15 knot crosswind. Their insurance underwriter and their passengers deserve better. Mooneys demand precise airspeed control. Nail the airspeed as Shadrach and others have pointed out, idle power when clear of obstacles, and max braking with aerobraking. This airplane does not land and stop all that different than your 182s, warriors, etc. But it demands close airspeed control. We used to land and stop the Beech 1900 with passengers on in ~900'.

as long as you can pay the gas and bills, a Baron is a total blast.