201er

The contradictions I see are that although in the winter you have more pressure for engine operations, lower DA also means lower TAS. My hypothesis would be that you cruise faster in the summer at lower altitudes because you are effectively cruising at a higher DA. So at 4,000ft you may be cruising as fast as you would be at 6,000ft on a standard day, but in the winter you'd have to go all the way to 8,000ft to get that same kind of TAS. However, once you get above the altitude at which MP suffices to produce your desired % power, TAS starts to go down. So crusing at mid-altitudes in NA you are robbed of air and start slowing down. So 6,000ft+ you go slower than at same altitude in winter. How's that? Can someone verify in theory/reality?

I'm getting a bit mixed up on this one because not only are there factors like temperature, but also pressure, humidity, and density altitude. What have you noted your actual summer/winter speed spread to be and under what conditions? In theory, should you be flying faster (at same altitude) in summer or winter? How does it play out in practice?

Image 8 on the Mooney front page gallery has one. I don't understand what that's for.

I've seen some photos of Mooney panels with a padlock over the prop knob. I don't really understand the point of this? Surely you can start and fly a plane without being able to bring the RPM back? What is this for?

Quote: Cruiser I am considering selling my 1984 M20J 201 and need help setting an asking price. I would appreciate all honest and trueful input in coming up with a fair price for both the buyer and seller.

RIP A3B6d 1998-2012, Overhauled by Performance Aero Engines, 1400SMOH. Ferrous metal in oil (likely cam).

+1

Quote: Becca - Limited to 20 degrees of mag timing, which is a slight loss of performance compared to the allowed 25 degrees of timing allowed by the A3B6D

What are the exact differences in terms of maintenance costs, operating costs, reliability, and performance? Has anyone had experience switching one to the other? Or flying both?

Quote: KFlyer Way too fast. Didn't we just have a thread about this? Approach speed, not the video. Paging robert7467...

Quote: jlunseth Curious what ATC has that is better than what I have. The only thing I can think of are current Pireps from the last guy that did what you are about to try, but I have eyes on the weather and they do not.

Quote: robert7467 By this weekend, I will master full flap landings if I feel compfortable with it. People learn in different ways, and if I am safe, and confident with no flaps, then so be it, as long as I am safe....

Quote: jetdriven WOT from takeoff roll until midfield downwind.

Also the staff is very knowledgeable. Call and ask a question and they come back with an exact part number for you.

I really don't understand where 50ROP comes from. It just seems like people took a guess that if Peak is economy and 100ROP is power, then split the difference and use that. I have not seen a manufacturer recommendation or intelligent reason for 50 ROP below 8k ever.

Quote: allsmiles No bugs, it's me! I hope you guys will pray for my soul while I sit in that fiery Lycoming hell. It can't be that bad! I'll be LOP!! Don't they call it pergatory or something?! I can only hope it's a temporary stay!

Peter, I'm shocked! You're going to Lycoming Hell for this...

Yes, please share. I do keep all unused vents closed. But either it's the heat or dirty cause it used to seem to do a better job keeping me cool. What about cleaning the filter outside? How can I get to it?

My problem seems to be more on the other side with all the drainage tubes.

Maybe it's just summer or maybe the filter is clogged but it seems like far less air is coming out the overhead vents. I wanted to unlatch the scoop from outside to clean out the filter but it seems firmly attached to the cable without a quick release. Any ideas?

Something I discovered on my recent coast to coast Mooney cross country is that ROP yields far higher oil temps than LOP with all other things being equal (power, CHT, etc). I don't know why but 100ROP at high altitude cruise was sending my oil temps into the red and forcing me to open cowl flaps. Yet 10-40LOP and even back in some on the prop was keeping the oil temp at least 10F cooler.

Quote: maropers Make sure to run the calculation with full AND empty tanks.

I think it's about 120lbs in the baggage compartment, and about 250 on the rear seat. 80 gallons of fuel in the wings. Like I said, don't think it's out of limits but close to them. Never been there before, what's it feel like? Is it even noticeable?

On an upcoming flight I'll be flying a lot solo with my baggage compartment and rear seats topped off with baggage. According to my calculations I'm near the aft limit but within CG. I've never had the occasion to fly with so much weight in the front and the front seat empty as normally I take passengers and inevitably someone sits up front. What will this be like? Anything I need to know?

Does anyone have any actual numbers? The POH suggests a gain of as much as 10ktas over a drop of 440 pounds. I'm asking about actual real world figures. Anyone know?