jetdriven

Great ideas, guys. Keep them coming. I did a test flight today with me only, full fuel (bigtime forward CG) and at full throttle, 2700 RPM, full rich and got 183 MPH IAS. Which is something like 178 MPH CAS. Interestingly the FF was 17 GPH and the CHT (cowl flaps closed) was 340 average. I think it can be leaned more. We just put in fine wire plugs and cleaned the injectors, our GAMI spread is .1 GPH. So everything is well balanced. I think lean to 380 CHT will be the limiting factor. We also removed the old LORAN antenna from the belly so that might be a couple MPH, and replaced an ACK ELT antenna with a Pointer unit, so there another MPH maybe. Cinder blocks in the bag compartment to get a reasonable aft CG too, our elevator is deflected up a few degrees in cruise. We have no step or ram air. Cowl flaps rigged tight up against the cowl. I figure 750-1000 feet altitude and smooth control deflections, bank angles of 45-60 degrees around turns. Tape baggage door shut. keep scoop vent tight closed. Probably should tape it too. @ Testwest, great idea about trying different RPM. We will do that. Also with the configuration and mixture settings. What kind of WOT low altitude IAS do you get? @ JimR. good idea with the tiedown rings, CG, and antennas. Just removed one today. here is the link to the race. http://lonestarairrally.blogspot.com/ We are "Team Chaos", as we are branded troublemakers around here.

My wife and I are planning to enter the Lone Star 150 air race this weekend in our 1977 201, and we are trying to determine what to do to prepare for the race, what to do to the plane beforehand, and looking for input as to flying technique. There are 7 waypoints that must be passed between 500-1000 AGL. Legs are about 15-30 miles. So far, the cowl flaps were rerigged, we plan to fly WOT (no ram air on this plane) and around 1000 AGL. I'd guess 180 MPH indicated is what it would do.

nope, it peaks at the same fuel flow as all the others. it just runs 20-30 degrees hotter at all times.

Quote: FlyDave Actually, though I don't care for someone advertising on a site like this, I do find some of Richard's posts informative. He has a lot of experience with Mooneys and make some valid points. I called Richard a couple of months ago and asked if he had time to discuss some questions I had about Mooney's. He promptly stopped me and told me that I could either "make a donation to his web site" or use his "location services" but he wasn't interested in speaking to me otherwise. I found his tone and "sales technique" a bit too curt for my liking and decided not to persue either. But if Richard want's to post on this forum and answer people's questions without the "donation" or "location services" then I think he has something of value to add to this web site. Dave

Quote: Shadrach I should have been more clear. My IA is not a greenhorn... Three things: 1) He's never done a recip install. He works for a DOD company and primarily maintains King Airs and Dash 6s. So he's far more experience with PT-6s than IO/O anything. He does own and maintain a tri-pacer though. 2) Our airport is a bit political and he feared that he would catch hell for moonlighting there. I told him that since I was doing the work in my hangar that it would matter little, but he's conservative and was concerned that an engine on a hoist was too high profile. 3) He's conservative, conscientious, bright and honest. If I need someone with more experience then I'll ring them or utilize the Mooney tech list (very active with great MSCs). I am done with the BS from the "professional and experienced" repair stations on the field. I've had more damage done when my plane is in the shop then out... and one of them is an MSC... The annual inspection is very specific and I've "assisted in maybe 6 of them now. It's not difficult to prepare it for annual. The more work I do the more shoddy crap I see that others have done. Nothing dangerous, just "get it buttoned up before the boss see's it" kind of stuff. The condition of our bird has improved co nsiderably my "inexperienced" mechanic and I took over... fffff; padding-top: 5px; padding-right: 5px; padding-bottom: 5px; padding-left: 5px; "> Quote: DaV8or I kind of have to agree. Installing an engine takes time and care, but it's not brain surgery. IMO, a competent IA should be able to handle an engine install as well as an overhaul.

Quote: Clarence Hi Ross, How did your A&P get an IA and never install an engine?? I would find one with more experience for the next annual. In Canada it takes 4 years, to qualify for an Aircraft Meintenance Engineers licence, 18 months in schools and 30 months in the shop, unlike the 12 months total in the US. Clarence

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50 LOP at 75% power is about the same is peak at 65% power, around 1580 EGT. still, with 5 or 10$ avgas, a new muffler every 150 hours is cheaper than fuel. I will order them happily. Sounds more like the OWT "run your engine too lean and burn it up". 50 ROP in our plane is 10 GPH at 25-2500. Peak is 9 GPH. 50 LOP is 8.2 GPH. @ Shadrach: we may run WOTLOP belop 5000' but for now, just figuring out what the plane likes and doesnt like. What do yuo think about 45 minutes at 1000' firewalled and full power? We have the lone star 150 air rally next weekend. Im thinking all 3 knobs full forward.

Quote: jetdriven yeah i hear you. Set POP with fuel flow. Just like in turbines, really. We were at 4500 feet and that was a little to low to run WOTLOP. Almost, though.

Ours, #1 is the hottest cylinder at all times

Quote: KSMooniac FYI, jetdriven, you don't have to go that far LOP if you're in the <9 GPH range. That translates to 67% power so you can fly at peak or 10-20 LOP if you prefer. No need to give up additional power! Also keep the throttle wide open if you're not doing that already. At altitude (typically 7000'+) I typically try to set the mixture at peak or 5 LOP and see where my CHT ends up...if it gets above 380 then I lean a little more and watch them come down. It works great!

We are figuring this out on our own because it is not written anywhere for Lycoming IO-360s. It seems 30-50 LOP has the best BSFC. It loses SHP and airspeed at a frightening rate anything less than 50 LOP. Also, logic says 50 LOP is the exact same as 50 ROP so I do not know why the flame tubes are burned away in your muffler, EGT is EGT. ROP or LOP. THe airplane, even at 75% power, likes LOP, it has about 3 MPH less TAS, 2 GPS less. and cooler temps. for the 12$ saving an hour, and 150 houts of flying, the 1800$ saved can buy me 4 mufflers, or a complete powerflow system. I got the money for that easily in this case.

The aileron pushrods run right next to the rudder pushrods in the belly. The spring connects the two, so when one moves, the other is moved with it. Thats why landing in a corsswind is a pain. You have to fight that spring.

We just changed to fine wire plugs and cleaned the injectors. All 4 peak at the exact same fuel flow and get this, it will run smoothly to 70 degrees LOP and will cruise at 25"-2500 RPM, 50 LOP at 145 knots TAS and 8.5-8.8 GPH at 4500 feet. CHTs are in the 330 range. At 50 ROP they are 380.. I am sold.

Jimmy and David are top notch, and I used to work for several dealers ferrying planes and I know their tricks. We bought our 201 from them last January. We looked at many planes (not Mooneys however) from many sellers and were absolutely floored at the misrepresentation, condition, and general poor offerings out there. Damage history, hangar rash, fires, missing logs, you name it. We live in Houston, so we went over to look at their 201 on a Sunday and they had plenty of opportunities to lie or misrepresent, but didn't. We liked the plane but it seemed, well, slow. I brough this up and they test flew the aircraft for almost an hour in a box pattern at 7500 feet and with a digital tach. Turns out the tach was off by 150 RPM. The plane was fine. We brought our second partner over to fly the plane and left David with a check for 5,000$. Annual and prebuy completed, and it was ours. In the end, the airplane was about exactly what we thought it would be on paper and after a couple grand in repairing inop stuff we already knew about, it is a great airplane. I'd do it again.

an extra 30 grand for an extra 3 knots. No wonder nobody is taking them up on it.

Quote: Barry An instructor who pulls your power on takeoff, 150 feet above the ground, should lose his certificate ...

the 65 gallon fuel bladders. Almost same fuel capacity. Never leaks again. Lost 30 lbs useful load. Mine are 28 years old and havent leaked yet.

Quote: Tom_Veatch In other words, none but experienced M20J pilots need apply?

Book spec is ailerons from 0 degrees to -2 degrees.

Quote: JimR Well, yesterday wasn't my longest flight ever, but it was my longest flight in my Mooney in a single day. 972.4 nm according to the flight plan, roundtrip from the panhandle of Florida to the NC/VA line north of Raleigh in 7.5 tach hours while burning 6.5 gph LOP at a little less than 50% power and averaging 130 knots. It was a $100 BBQ sandwich run, but I had to eat three of them to make the math work out! Nothing beats a Mooney for economical cross country work. God help me I love it so! Jim

Try Deer Valley, or Scottsdale. Either one of those can meet your needs, call the FBO's ahead of time.

Quote: N601RX I asked this question when I was getting a quote from falcon last year and they told me the Make was a M20 and the letter really did not matter on a vintage mooney as for as the CFI insurance requirement was concerned.

Quote: Skywarrior Tell ya what... just make it simple for yourself and hoof on over to AAA in San Antonio and find one from Jimmy and David's inventory. No TX sales tax for you. They were very up front with me, and I got a great bird at a good price. And no B.S. You can hire someone to help bring it back home for you or one of Jimmy's staff can deliver it to you. Chuck M. '91 Bravo