201er

Byron, do you regret switching to A3B6?

My plane came with the 700 but now I'm replacing it with the 830. So if you're making the choice from scratch, I say go 830. Someone said the 830 is the same probes, but it's not quite true. It has more. It has RPM, MP, Oil Pressure, OAT, and perhaps a few others I'm forgetting. Also, I would put the unit in the unused slot above your CDI and left of GPS. You will probably spend more time looking/glancing at the engine monitor than most other instruments. I didn't like the 700 because I was wasting too much time scrolling through different parameters. On the 830 they are all displayed simultaneously and in full. What kind of Mooney do you have? Is it fuel injected? Honestly though, if you're not going to be flying LOP or fine tweaking your leaning, this kind of precision isn't as important. I doubt you'd be saving much or anything by getting an expensive engine analyzer on a carbeurated engine. PS I'd be ok with having my full name, N number, etc for Mooney pilot's eyes only. But I don't like the idea of someone googling my name or N number and finding all my posts that way. That is what is keeping me from posting that.

Have you considered teaming up with MAPA and having them do the fundraising or provide the funds to "buy out" the site and run it? I think it's in the greatest interest of the Mooney community to keep this site going as it is not only a wealth of archived knowledge but also a wealth of fine members!

Hey guys, do your cowl flaps stay anywhere you set the knob? Or does it creep? If you are crusing on a hot summer day and want to keep the cowl flaps creeped 1/4 way, do they stay there for you or do you have to keep adjusting them?

I bought my well equipped Mooney with the intention of flying it, learning to fly IFR in it, and actually flying IFR in it. Has worked out great for me. It prepared me for the actual flying I was training to do.

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?