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I have started using this recently in my 1987 J - in cruise it makes next to no difference - I see about half an inch MP. But in climb it does make a perceptible difference in climb - no hard numbers because I didnt note if I was smooth enough to maintain the same IAS before and after opening the RAM air while in the climb. But I think I have seen 200 fpm or a bit more. I open it after 3000 feet.

Quote: lamont337 If you have an Iphone and $5 to burn, there's an app that uses the phones internal accelerometer to record and plot vibrations.See link below. One of our guys set it on his dash to record the before and after results during flight. Surprisingly accurate and I can only assume you can find a similar app for android phones. http://www.macworld.com/appguide/app.html?id=67886&expand=false

I was browsing ebay and recently saw some Garmin/Apollo MX-20 MFDs for sale for relatively cheap - 2k or so. I was thinking of a big MFD to display weather, flight plans etc - but the GNS 530 units are still pretty expensive for me. Wondering why these are so much cheaper. I guess because they dont have a NAV/COM etc built in so they should be cheaper - but just wanted to check if people know of any pitfalls with the MX-20s Thanks in advance

when did you guys realize that you need to balance your prop? Gauges vibrating and not readable? Any indications you used? Or there is no way to tell unless I take it to the prop shop? I just generally accept that a piston engined airplane will vibrate like crazy. What I think is smooth enough may not be smooth however

the rectangular pattern tells us to use crab to compensate for the wind - say you do that on downwind in a direct left crosswind - fine you go in a straight line parallel to the runway. But for the left crosswind on a left pattern, how do you compensate for the wind on base? You cannot with a rectangular pattern - unless you have flown a wide pattern you have not left yourself room to maneuver safely with a tailwind on base. You can either fly a wide pattern or fly the downwind at an angle such that your ground track is at an angle away from the runway and into the wind. If you get it right - for the same bank angle that you normally like to use you should get a smooth turn straight onto final. sorry for the multiple posts

and yes there are airmanship issues also - but I wasnt commenting on that.

Quote: Shadrach I disagree, I think a large part of the problem is that collectivley we are uncomfortable with the low speed part of our aircraft's envelope. I envision a situation where Joe blow who does a straight in approach 85% of the time, comes into the pattern at a smaller airport, reduces speed, drops the gear, turns base into a tail wind, starts his turn to final and sees the over shoot so rather than steepen beyond the the killer 30degrees, he unconsciously steps on his left rudder to compensate a little...and then more, and more. He ends up slow and uncoordinated, and then sudenly looses it...but at least he never banked more than 30degrees.

hmm my previous post would imply a revised pattern entry procedure to establish the initial crab angle over the runway (enter the upwind leg). Not sure what the implications of that are with regards to visibility of aircraft in the pattern etc. and how it compares to the 45 degree downwind entry.

Quote: Cris You are absolutely correct!!. The reality is that stall speed increases as weight and bank angle increase. It is shown in the POH which you have accurately described. The issue of a wider pattern is really only to allow for a higher A/S in the pattern (not a good idea) so as not to cause one to overbank. Your point of good piloting skills is really what its all about. For instance we seem to forget that 45-60 bank angle 360 degree turns are often done as part of proficiency training. The aircraft does not fall out of the sky. With that said if one were to overbank in a pattern then the nose needs to be droped to increase airspeed not to mention being coordinated. Again good piloting skills. You are missing nothing!!

I just bought a JPI oil temp probe for the edm 700 and according to JPIs site - the voltage across the terminals should be 4 mV when in boiling water. I am only getting 3 mV. Anyone else tried this? I'd like to figure out if I got a bad probe before I go install it. I could get the answers from JPI on Monday too when they open but I am a bit impatient and figured I'd check the boards first. Thanks

Also the first annual will be a bit expensive. Went through my first ever annual as owner and cost me around 3k - this was after a pre-purchase annual from a mooney service center. Had many small tiddly items to fix like some cracked baffles, rocker cover gaskets, magneto timing, etc etc - avoided anything major. It came close to 15k <edit> It came close to 15k for the year and not the annual </edit> insurance - 1300 hangar - 1900 (group hangar 160 per month) fuel for about ~90 hours - 6000 (actual a bit less - but I dont burn more than 10 gph and it mostly went on long distance cruises) maintenance - bad egt gauge (required altho I have a JPI), wing walk peeling off, install and buy preheater for NE climates, oil changes - 1300 engine + prop reserve - 1800 annual - 3000

I wonder how much extra "staying in the air power" idle thrust provides when doing idle power off practices versus a real engine out scenario.

thanks - they dont seem to be carrying mooney baffles though- altho there is a link for mooney they say they dont have any products. But from looking at other aircraft - it seems to be 800-1000$

Anybody know if we can get all the baffles as a kit from somewhere and how much it generally costs? These are the metal baffles and not baffle seals. Thanks in advance.

Quote: rbridges call me cheap, but I reuse my sumped fuel. My is strained, and (knock on wood) I have never seen any water in my fuel.

Quote: Shadrach Even at 5' off the deck, 190 MPH does not feel as fast as you think it will. Low passes look much more spectacular from the outside than the inside. Use a quiet strip of familiar, private property in a sparsely populated area...

i want to try a legal low pass at full speed over a long runway - get a low approach clearance from tower or something. the sensation of speed must be superb

Quote: GaryP1007 No, no, no.....I have complex time.....I have no Mooney time. I wanted to rent to get a feel for the plane. Sorry for the confusion.

Quote: GaryP1007 Is there a simple answer to this question....What are the key differences between the 231 and 252?

Quote: jetdriven My descent profile is about the same, Job. 170 KIAS, 700 FPM, WOT, 2300-2500 RPM, top of descent fuel flow ~8 GPH lean to that, and perhaps enrichen very slightly below 3000'. 2 miles out, MP to 18", bring mixture to peak or slightly ROP.

I am looking for a good shop for doing my annual in the massachusetts area for less than what the MSCs charge (~ $2300). You guys know of any decent mechanics with a reasonable shop labor rate ? Thanks

I sometimes reduce RPM to 2600 for noise reasons at low altitude - especially at night and then firewall forward everything if its a long climb. Speed and cowl flaps are set according to cooling margins shown on the JPI

also interested

Thanks guys for the tips! I feel better already. I'll check with the FSDO and the airport manager. This just came at a bad time - normally I have my bikes at my apartment - I am just storing them over the winter to protect them from the snow. If I cannot keep them in the hangar there, it will mean 3 one-hour one way trips to get 3 bikes out in freezing weather. And this was after I was told it would be okay to keep them there. I specifically asked since the lease was vague and now they change their tune. I should have had it in writing - doh ! This is in KORH btw.

Hi guys - running into some trouble from the local airport about keeping motorcycles along with my plane in the T-hangar. Airport manager says it is non-aviation use of the hangar - and that the FAA has such a rule. I can understand it being a problem, if I ran a donut shop from my hangar - but thats not the case here. So my question - is there really such a FAA rule? Thanks in advance