201er

My only point of advice is to plan the flight and make sure it is doable at higher fuel burn and allowing yourself slow down efficiency enhancing options if necessary. If you have to plan the flight at already 8 or 9 gph just to make legal reserve, that's cutting it too close. However, if you can plan for 10-12gph with legal reserve or greater, you can raise another 5-10 gallons easily in efficiency by slowing down early if needed. If you already fly single pilot hard IFR in your Mooney, a gulf crossing is already less perilous of a risk in event of technical problems by comparison. Oh there I go opening another can of worms...

Motion seconded

In my unscientific experience I have found that on the upward side of 130 knots is more efficient for covering distance whereas the 100-120 knot range is better for spending time. Basically below 130 knots the mpg goes up less drastically yet the duration increases a lot. Although 130 knots might be more efficient, I find 140-145 knots to be a lot more tolerable. I flew from Linden NJ to Wichita Kansas nonstop in 8 hours with 85 gallons on board. Cruising at 6000ft, I started out doing 15LOP 2500RPM WOT ~10GPH and worked my way back to 2330RPM 8.4GPH which boosted my arrival reserve from 5 gallons to 14 which was a lot more comfortable. Only lost 10 knots and about 15 minutes but saved a 40+ minute fuel stop enroute. However, bringing the speed back to something like 120 or less would have been ridiculous because it would have taken to long to make my destination. Another thing to remember is that headwinds affect slower cruising speeds more than faster ones (as a percent of speed - 40 knot headwind in 80 knot plane doubles trip time).

KPHL is doable

I agree, 750mg and you'll be greasing those night landings and seeing all sorts of colors!

Since my overhaul, it seems to take a lot longer for the oil temperature to reach the low end of the green arc (150) than ever before. I think this has a lot to do with the fact that the new oil cooler is a lot more effective because the oil doesn't nearly get as hot as before at the high end either. What I am wondering is why do we have to wait for the oil to reach 150? Is it for the sake of lubricating properties or is this just an indication that the metal in the engine is up to temp? Is it ok to takeoff before oil temp is 150 when CHTs are already approaching 300?

I concur with Omega.

Does the fuel pump provide any useful benefit during steep climbs other than acting as a backup? In other words does it improve fuel flow in climb attitude?

Byron, you have any new numbers to validate this claim since then?

Doing it at a normal pace will make your brain hurt; accelerated, don't be surprised to watch your brain fall fall out entirely.

I don't understand how it is a smoother takeoff without flaps? Since the shock absorption capabilities are very limited, it bounces up and down pretty badly as it's going down the runway and gets worse with speed. Since no flap takeoff takes an extra 5-10knots prior to lift off, isn't that just more bouncing and stress on the gear?

Since I am accustomed to flying out of small fields, I always use take off flaps. Out of habit I usually end up taking off with flaps on long runways as well. Occasionally I've tried taking off without flaps but it doesn't seem to help anything and in fact makes things worse. To me it seems that spending more time on the ground before rotation is more stress on the gear. Also getting in the air quicker reduces frictional drag of the wheels for acceleration. So is there any good reason NOT to use takeoff flaps regardless of runway length?

All that sounds too complicated... I just fly the plane.

Can't compare Mooney to Mooney but I remember when I moved up to M20J from Arrow I was surprised at how slow the prop was to cycle by comparison.

For the right price I'll heat your seats for you with my bum

So you think we should all pay higher taxes regardless if the govt is doing a good job or not but we shouldn't tip a helpful line guy who's been working his a$$ off helping us...

I don't think it's standard. Just guys with a new paint job or a limited turn radius that want to make sure the line guys remember them and handle the airplane appropriately. I think the tipping is far from standard because in many remote airports I've been to, line guys were surprised to receive a tip and for certain weren't peddling for one. As for how much, that's really your call. Let's just agree not to give too much or when it isn't called for or before we know it, FBOs will be including a mandatory gratuity to our ramp fees. Don't go giving them any ideas.

I have a copy of the article. PM me if interested.

LOP is satanic. How can an engine run on air rather than fuel!?

Not so sure that this is true. First of all, you can't go too much faster or you'll exceed flap extended speed or put unecessary stress on the gear doors. However, from my glider experience, the increase in drag on the faster side of L/D (parasitic drag) is more gradual than the increase of drag on the slower side (induced drag). In other words, if best L/D is 90 knots, slowing to 80 knots should provide a greater sink rate than putting the nose down to speed up to 100. Although the slip itself may be more effective (more parasitic drag) at 100 knots, you are on the less effective (dragwise) side of the L/D curve to begin with. On a box shaped airplane I would presume the parasitic drag gained on slip would be more effective but not so much on a slippery airplane. Furthermore you are penetrating headwind better by going faster which reduces effective sink rate (when you're in glide and not making it to target because of headwind, the only effective strategy is to speed up). Therefore based on my logic and a hunch, it seems that slipping slower than L/D is more effective than faster.

My M20J slips just fine and it does improve the descent angle. I don't have speed brakes so when flaps are full, throttle idle, it's the last resort to get it down. However, I have heard and found the opposite of what was previously mentioned to be true. Slowing down in a slip is more effective. At 85-90 kts you are close to best glide speed. Slowing down increases induced drag. If there is any headwind present at all, slowing down also gives the headwind more time to shorten your forward distance while losing altitude. Airspeed management is critical but I don't see a problem with slipping my 201 at 75 knots on short final. It's useful for clearing an obstacle and then landing on the earlier part of a runway (especially when it is short).

8mph to go...

Mooneys sit pretty low so you got float pretty low to the ground. Just keep the float level and going until she doesn't want to fly anymore and then pull back a lot to land on the mains and keep the nosewheel off the ground to slow down quicker. I typically take the power out completely before I've even crossed the fence. The Mooney glides very well so having extra power late gets in the way. Just gotta be at the right height no power gliding it in. I start pulling back into a stall when I'm down to (guessing) 10ft above the ground. You see ground effect kicks in so it keeps the plane going. I feel like from this height the "1.3x VSO" safety cushion is no longer relevant (not that I would but even if I did drop it in from this height it can handle it). So I'm already slowing to 60 knots and this reduces the overall float. Once I know it won't balloon, I pull back a lot to get the nose high and mains low to gently touchdown and stall out remaining lift. Also I use almost complete up trim for landing to be able to pull back enough.

Mechanic fixed it for me today. No more leak! Thanks guys. I've thought this is normal since I bought the plane and never had it sealed. Now I wonder if I have a small leak from the hot air. Gonna have to wait for a colder day to be sure it's not just warm outside air when I open the cabin vent.

Twice as fast, four times as expensive to fly compared to my M20J.