201er

Guess it didn't work out between your and your neighbors plane then? Thwarted by FAA bureaucracy!

You can't buy a plane to save money. It's practically unheard of. You do it cause you love to fly and would rather spend more time/money to do it yourself than to fly coach with the rest of the suckers.

No problem Seth. Wish you could have made it. Can you do me a favor and post our flier around anyway and mention it to other Mooney pilots? We really could use the biggest turn out we could get!

Here is the flier for our upcoming event: http://njmooney.com/mega-fly-in.pdf We'd really appreciate it if folks in the northeast could post these at their homefield and when they're out for a $100 hamburger. We really hope to be able to extend our invitation far and wide and get as many Mooneys from around here together to enjoy this event. We have some excellent speakers lined up and will be sharing those details once confirmed.

Quote: danb35 Is climb out really "very active"? Once past maybe 2000 MSL, I've got my clearance, proceeding on course, and still have 6000' or so to climb. I'd have two concerns with leaning for best power. First, the engine will definitely run hotter, and the reduced airflow available at climb airspeeds might not be enough. Second, how would you determine where 100 ROP was while in the climb? Lean to peak, enrich, and repeat every 1000' or so?

My mechanic suggested bringing the mixture back in the climb toward best power if the CHTs allow. Others suggest following a target EGT based on takeoff EGT and maintaining that in the climb (like 200-300 ROP). So basically, what's wrong with bringing the mixture back toward best power (100ROP) in the cimb if cooling is sufficient? Seems like it would give you back some power and save gas. The POH is completely useless in this regard as it just says "Lean for smooth operation." Also, if you have only enough surplus cooling to bring the mixture back towar best power or close/trail the cowl flaps, which of those two will give you better climb efficiency? A) Closed cowl flaps, mixture full rich/target EGT Open cowl flaps, mixture toward best power

At my last oil change I had my mechanic check the plugs and he gave me the usual line of "looks like you're running a bit too rich, try leaning it some more." How is that possible when I've been flying almost exclusively lean of peak (except climbs) since my last plug cleaning? Or is that just a standard line they read to everyone? Is it possible to get the apperance of too rich by running too lean? Or is being too rich in the climbs enough to give this apperance?

Where's the cheapest place to get camguard? How often do you need to add it? Just complete oil changes or when adding oil as well? Should I wait till my next oil change before adding it the first time?

Now I'm really confused. More than coming into all this. Can someone explain exactly what Camguard does that Avblend doesn't? Is there some advantage (even if different or minor) that Avblend offers over Camguard? Also, anyone know good deals on Camguard?

I'm a little confused about how RPM affects fuel saving and efficiency when LOP. While ROP, using lower RPM with higher MP (if available) yields a reduction of fuel flow (albeit at the cost of speed but fuel flow seems to win over amount of speed loss). For example from the POH for 2000ft all of the following yield 75% power: 2700RPM, 23.3", 10.8GPH 2600RPM, 24.4", 10.5GPH 2400RPM, 26.8", 10.3GPH According to the POH speed is identical across all settings which is a strong justification for reducing RPM when MP is available. In practice it seems that speed suffers a tiny bit but not substantially (getting into the lower 2000s). Now my question is how to pick RPM for LOP operations? If we're leaning lean of peak and controlling power with mixture, then what kind of gas saving role does lower RPM provide? Being at a higher RPM, you'll still be leaning to a target fuel flow (say 10GPH for 75% in 201) so it doesn't seem to affect gas savings what RPM you're at like it would when ROP (although it may change how far LOP you can get and affect cooling). So what is the method for selecting an optimal RPM setting to use for LOP operations and how does this vary by altitude?

My point was that mine will bounce around in the daytime even when it doesn't feel turbulent. At night (or in truly calm air) it will hold altitude hands off easily. So I think it's more a matter of turbulence and not mechanics. As for the strobe lights... first had the power supply go on me. Then was back in a few months cause the bulb went too! What a pain.

You forgot to mention the New Jersey Mooney Pilots Group that is hosting the actual event: http://NJMooney.com We'll have more information and promotional materials available on the site once we confirm the final details for the event.

Quote: Skybrd I have a early 201 J model and noticed that the pitch stability doesn't seem to be very good. After leveling off and stabilizing power and trim, I notice that it climbs and goes down on it's own. The airspeed changes a small amount but not bad. Could this be caused by having a forward CG since I normally don't have rear seat passengers. I like to set the heading on the autopilot and let the plane fly itself. The pitch changes are annoying.

Does anyone at all have anything good to say about AvBlend? My mechanic has just been sticking it in without asking me. Later when I asked him about it he said it was pretty much the same thing as Camguard but better. Is there any good reason to keep using it? I see the arguments for Camguard, just want to check one last time if there is any reason not to switch.

I'd like to know what's the difference between the two and pros/cons? My mechanic puts in Avblend and doesn't stock Camguard, says Avblend is better. I don't know if it makes a difference or just two names for the same thing. Ready, set, fight!

I think they're attracted by your new paint job! I don't have this problem ;p

Quote: WardHolbrook Why carry surplus fuel that restricts the number of passengers that you could otherwise carry? In the case of LR tanks, it makes no sense to routinely carry around 1000+ miles of fuel if you're flying a 300 mile trip.

Quote: jetdriven The Twin pilot also statistically has twice the chance of engine failure. You do know the fatal accident rate per 100,000 hours is the same for twins and singles. it is FAR higher for Cirrus and they have a parachute to convince your wife to let you get one!

Quote: Hank I agree. I can fly all day and all night with paper, and don't have to worry about battery life, spare batteries [how do I change the battery in my iPad anyway?], or even leaving them sitting on the seat in the hot sun. I can fly five hours, gas up and fly five more; what's the battery life of all your electronic guidance? I trust my GPS and file /G, but I still back up my position with VOR #2. And there's my handheld radio with 2 battery packs backing everything up in the event of another total electrical failure. The radio lives in my flight bag with the headset adapter plugged in, and I recharge the NiMH battery pack before every long trip and replace the Duracells in pack #2 from time to time. Paper can't go dark--I have four flashlights of various sizes in the plane for when the sun goes dark. Paper won't stop working because it sits in the sun. After all, it's not Steve Jobs/Wozniak/Bill Gates/Hilton or anyone else but me who is riding up in the air--THEIR butts are all safely on the ground, except Steve's [which is safely IN the ground, someplace I am not yet ready to join him].

Oh no doubt I think a Mooney is a more suitable airplane to own. However, flying a cub is just fun! You're not going anywhere or doing anything. Just fly to fly. There's something really special about it. So although a Mooney is my kind of plane, it's really hard to say it is a favorite over a cub. Anything else and I wouldn't even hedge for a second. The cubs will get the vote from everyone else so I guess the least I can do is help Mooney lose this category with dignity =)

I don't know if I can pick a Mooney over a J3. Why couldn't it be any other plane to choose against!?

Ok, I forgot to put gear warning on the poll but seriously if someone is realying on the gear warning to remind them to put it down, that's pretty bad. I'm split between habit and that I need to put it down to come down much like I need to trim up to land. I've never forgotten to extend flaps for landing because it's a landing configuration habit and cause it feels funny without them. Likewise with the gear. However, I have forgotten to extend flaps for takeoff from short fields a few times so to me checklists are more important on the ground. The thing I most worry about is some day when I don't need to put the gear down for the approach to work. Like being asked by tower to extend downwind, flying slow, extending flaps, and getting in landing configuration but delaying gear extentsion and dropping below 90knots. This would mess up my existing system because habit dictates to put it down on downwind and needing it down presumes a normal pattern. So if I ever get into an abnormal situation like that, it would leave me with GUMPS check and Gear Warning. Question: Do you think gear ups mostly happen to guys who switch around between fixed/retractable gear planes? Or are they just as likely to happen to guys who solely fly retracts?

What is the first thing that reminds you to put the gear down? Do you follow a checklist, operating habit, or the plane talking to you (reminding you to put the gear down or it refuses to come down)? Anyone admit to forgeting to put it down some time? What type of normal reminder failed you? What about the guys whose gear stays down, is there a particular reason you chose the M20D?

Have you considered putting the two of them in the same hangar? Maybe we'd get some little moonsters running about, could name them JJ.

Who needs a Bonanza when a SuperD and a Mooney end up winning?