jetdriven

Our plane has neither brakes nor rudder pedals on the right side. What about removing them completely, and having the small tubes there? It works for us.

I have noticed the difference between pea and 40 LOP~ is around 7% less power. I also get the feeling Shadrach could get in my plane and it wouldnt know the difference in who is flying it. Just make sure to climb 300' above final cruise altitude then descend to accelerate quickly so as to get her on the step. 20 MPH over book that way.

did he actually split the case and measure then bearing clearances? check the oil pump?

we removed our inop KR-86 and installed an Aera 500 in a panel dock. If it was working i would have considered leaving it there. Sure, for a checkride, deactivate and placard it inop.

its 10 and 8.72 GPH. I think the fine wire plugs add another .02 BSFC so it would be slight lower.

if you are on fire remember the early M20 airframe was tested to 300 knots.

take IO-360 and add 2" of MP when operating 10-50 LOP to get the LOP power setting. Check your FF and it will be right on that way. Like Shadrach I run full throttle, 2500 RPM, and lean to the speed I am looking for. 9 GPH is 75%. 8.5 is 65%. If it gets near 380, lean more. If it is getting slow, richen a little. Above 8-9000 feet, you will be near peak and maybe even raise RPM to 2600 or 2700 because your % of power is making your airplane just get too slow.

Ours is actually calibrated for 2300 RPM. 1977 J. Yours might be too. Which is a rip off. We might change ours for a 2500 RPM version. Wonder how the Horizon digital tack counts tach time? 1:1 same as hobbs? What does that cost you?

Shadrach, don't forget 1" per minute! You dont want to shock cool your cylinders!

David from All American said the gear speed is only becasuse of the doors. Which can be replaced. The landing gear can be deployed at any speed without concern for structure.

they used to teach people to spin down through the clouds and then go along their merry way back in the Champ and Cub days. Hopefully the clouds didnt reach to the ground. Whats wrong with the current 180 degree rudder only turn they teach now?

"Your engine can run essentially forever at redline, 2500 RPM is only 7% less than 2700." Really? How about your prop? What about all the things that are attached to your engine? Why do they have a "red line" if it's so harmless? Dave Yes, everything in the aircraft is certified in that configuration to run at redline RPM with no time limit. That is the limit, do not exceed it. But don't think you are harming it there while "saving it" at 2500 RPM.

Your engine can run essentially forever at redline, 2500 RPM is only 7% less than 2700. Acutally that brings up an idea. full throttle and 2300 RPM will create more cylinder pressure.

Same as my J, either URHM38S or UREM38S. the first is 3/4-20 threads and the second is 5/8-24. My J took the UREM38s.

We financed ours for 4% less than 1st bank of Pryor. I hear stories about how good they are, but our credit union was a lot less. I dont think 11% APR is competitve these days. I have credt cards lower.

Lood I would fly it at 5000 DA. Just run it 125 ROP at pattern altitude. 4-5 hours of that or two tanks the rings wil be seated. Just take the maximum cylinder pressure you can make.

I know this, we flew 40 LOP and averaged 145 KT TAS burning 8.3 GPH (62% power) and flew 310 NM and burned 19 GAL. THis includes the 15 GPH, 250 ROP climb at 120 KT IAS. LOP is old technique from the radial airliner days and only since 3-4-5$ avgas, has got a lot of interest lately. I am a big proponent of it, as is Shadrach and others. The cocept of WOT and LOP until downwind is strange to the uninitiated and is not printed in the POH (Although Lycoming recommends peak at 75% or below, so LOP is still cooler than that). We save around 1.5 GPH to 2 GPH. Less lead in the oil and on the valve guides. Avgas being what it is, we save 8-16$ an hour. "Free engine reserve, just run LOP"

Those break in procedures from Lycoming are pretty much IMHO spot on. Limit ground running time and fly it at 75% power for the first 50 hours, or till oil consumption stabillizes. Keep CHT under 400.

Except the government mandate of 10% ethanol in auto fuel to, ahem, "reduce our dependence on foreign oil" (ridiculous claim) . Of course, this completely kills any ability ot use it as aviation fuel.

give it 100 hours to stabilize.

you can follow the POH, but that was based on current thinking in 1976.

The IO-360-A TCDS lists the minimum safe oil quantity as 2 Qts. We put in 5 at the last change and ran it a few minutes and it wouldnt show on the dipstick.

there is a 500 hour AD on these mags. The dual drive magneto ios one of those things I am surprised ever got certified. One nut and a star washer is all that separates you from the ground. EDIT: Its two nuts and two star washers. Still a single drive though.

It all depends on your mechanical ability. I lucked out and we found an IA who letds me work supervised in his shop. I have done 5 or 6 pages of log entries, new GPSs, replaced some bad instruments, antennas, spark plugs, alternator, weight and balance, etc etc etc. Point is, this stuff is simple to me and its rather easy. If you are not mechanically inclined, you need to pay someone. I have heard and talked with other Mooney heads, and 1500-2000$ is the average cost for a base annual. Deferred repairs and upgrades are extra. I am doing much of the work myself, and we fix things during the year, so ours may be less.

Lycoming has a formula and for the IO-360 and its ,64 QT/HR before something must be done. 6-10 hours per quart is fine. Oil isnt that expensive. If you are using 1 quart in 50 hours start budgeting for a top overhaul, because the rings arent passing enough oil. You are going to wear the tiop of the bore out. Airplane engines are purposely set up loose, because they are air cooled and they have a large temperature range to operate in. 2500 RPM cruise will use more oil. Also, oil on the bely isnt burned oil, its blown out so don't count that.