jetdriven

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

Quote: DaV8or there arew plenty of cylinders that crack, I think its bad castings or flaws in the metal.

funy but i scanned the logs and gave a copy to the shop. the real logs never leave the safe, i put stickers in them.

more planes are under used for sure, and remember if you sell a 50% or greater share of the plane you lose control of it. You may find yourself without a plane at all while theh others ride off into the sunset.

We just did a partnership and one partner has 8k hours, etc. One has 300 hours and a PPL only, one has 105 hours and PPL only. Ours actually will be just fine. Things to consider. 1. income. Do they make 50K or 100K per year? Do they have the financial wherewithall to absorb an unexpected engine oberhaul or an accident? Are they "gadget crazy" and want a 430/530/G500? Or does dual 170Bs and a KLN-89B suit them fine? 2. Do they plan on having kids in 2 years and "taking a break" from flying? Are they likely to continue getting a medical for the next few years? You dont want to partner with someone for "a short time" 3. Attitude and ability. Our lowest time partner has 100 hours but had good instruction, applied things learned, and has strong natural ability. Also had zero complex time and the fastest they had flown was 105 knots in a 172. I flew with a couple times before we formed the partnership. The 10 hour checkout requiremnt was probably overkill, but insurance is insurance. The other partner has more experience but less recent currency (hours). Again, normal learning curve though. I would fly with them in their most current aircraft and observe. Are they professional? Do they know how to plan a flight, not run out of fuel, talk to ATC, know the FARs, know how to operate an aircraft and engine with efficiency and competency? Believe in OWT's? Remember, its a 20 or 30K engine out front and runnning "a gallon richer than book" , lean to rough and forward a "half inch", or climbing at 25 square is going to affect the life and cost of operation for you as well. Coming in 20 miles over book and landing with half flaps and burning the tires out is another.

Cna we bring our 201 to the Aeros and Autos? Sounds like fun, and gives me an excuse to have my wife wax her airplane up.

LASAR has a couple sets of the 3" copilot rudder extensions. Im not sure how they work, because we have no rudder pedals on the right side, only two ridiculously small tubes

Quote: DaV8or If shock cooling is such an OWT, then why are there so many cracked engines out there? Why are there companies specializing in welding up cracked engines? What causes these cracks? Just bad luck?

either way i think that 50 degrees a minute is quite a large value. Our engine runs at about 350 CHT so thats 6 minutes to room temperature. Ours changes 30 degrees over 10-12 minutes. If that. If you are cooling the plane to below 200 degrees CHT I dont think thats good either.

fiunny how Lycoming has all the cam, cylinder and crank shaft problems (AD's, etc) yet they maintinain that "Only Lycoming can build you engine as good as we can". sure. My engine was built at an A&P hangar in Tulsa.

lots of OWT's abound. I like the one from the engine shop (Ney, I think) that re-bores cylinder barrels straight with no choke, then recommends the factory mixture setting plus one gallon per hour. For one thing, rebuilt cylinders can be a disaster, but no choke? Then the 1 GPH extra, thats 11.5 GPH in a mooney 201. The valve guides fill with lead necessitating a top overhaul. Not to mention an extra 10K in fuel costs over the life of the engine. The oil analysis must be full of lead. OWT..

Quote: WardHolbrook Check out some of article on engine operation by John Deakin and others on avweb.com. http://www.avweb.com/news/maint/182883-1.html http://www.avweb.com/news/pelican/183094-1.html Not saying or implying anything, just some food for thought.

i push the nose over, l;eave it firewalled and leaned, and take the 20 knots extra and dexcend around 750 FPM. this gives a 3 degree desent or 300 Feet per mile. So use your altitude to calculate when to start down., at 25" MP (around 4000 feet) I limit the MP to 25", and 3-5 minutes out begin working the power down to 18" on downwind. If you level off at pattern altitude a couple miles from the airport at 18", you will be at the right speed on downwind. Lycoming says no more than 50 degrees per minute. Ours in the few hours we have flown it in the spring, changes maybe 30 degrees total. Keep power in it, keep it lean, leep it warm. Zef from mooneyland says if the MP is above 18", the engine is driving the prop and there will be no shock cooling. I pretty much agree. YMMV but this works for me.