201er

Mine came with the FCIII so it seemed ok. I wonder if it was a bad landing or over inflation that caused it to start rubbing.

Someone pointed out to me that my nosewheel has been rubbing inside the gear bay. You can see a bit of paint off inside and a rub mark on the outer most part of the wheel side. I don't think this happened before. I had just inflated the nosewheel to 50psi. Would keeping it at a lower psi solve this issue? Is it a matter of rigging? Or does the tire need to be changed? It's a Custom Flight III btw.

Quote: jetdriven

I got some more pics in from the fly in.

Quote: jetdriven For 100k I can buy a 1977 J and enough gas for 750 hours. Or a Champ and enough gas for 3000 hours.

Quote: N4352H Kind of like choking cylinders and valve guides trying to run a 4bLyc LOP at 8,000 msl. You might not feel the damage until well after 300 hours of doing it. However, eventually..........you will.

^That's very intesting. I've never thought of it that way. Does anyone know if there is a net speed increase or decrease between flying the 201 with ram air vs its removal? Perhaps our resident physicist could do the calculations and just give us the result?

I was surprised to learn that a bunch of guys have never even once opened their ram air. So I wonder what proportion of Mooney pilots use the ram air or not and their reasonining. Be sure to state what kind of Mooney in discussion and how much impact the ram air has.

I don't understand the point of removing an unharmful functional device on the aircraft. It's not like you'll gain any speed by closing it. However, I do consistantly get a 1/4" boost in MP as suggested. My point is why not? When you're in clear air and not a cloud in sight, that's a couple HP improvement for nothing. This may reflect in a couple knots. Guys spend thousands of dollars trying to optimize their speed and improve by a few knots (not to mention any names, Brett) and then overlook a device already included for it. Generally I'll be reminded to open the ram air when I am climbing through 3-5000 and losing MP. If I'm in the clear I'll go ahead and keep it open for the rest of the flight. If I encounter clouds or suspicion of contaminated air I'll close it. Then when I am ready to begin my descent, I will make my first power reduction by closing ram air before any other. It's not much but why not? Surely the push/pull of a lever is worth the extra speed when MP is at a premium at altitude as it is.

It's called parking in front of an FBO and leaching off theirs =p

Quote: borealone Riddle me this - if my POH lives on my iPad now, would that pass FAA scrutiny?

Today NJMP hosted our 3rd Mooney fly in. Lots of people showed up to KVAY South Jersey Regional and we had a fantastic time. I set out early this morning to preheat and prepare my M20J and headed east to pickup Patrick at Farmingdale. I had to follow the shoreline at 500ft despite turbulence and wake. Getting in was easy and finding Patrick on his ramp was not any more difficult. We took back off and set out for the fly in with no particular haste. Getting into South Jersey was a little tricky cause you don't see the runway from behind the treeline until you are practically over it. Took a second to realize that what I was first seeing was actually Flying W. Partrick and I arrived a bit too early so we talked to a local pilot who showed us his pimped out Cherokee and Diamond. I was surprised that the 4 seat composite Diamond weighs as much as my Mooney yet is slower and with a substantially lower useful load of just 700lbs! Another point I couldn't agree with the guy on was his theory that more complex airplanes crash than fixed gear because pilots put them into stall by lowering the gear at minimum speeds. Apparently our reputations precedes us because we had several people ask if we were the Mooney fly in. Looks like we are becoming known in the area and we haven't even tried yet. Finally the Mooney guys began showing up. Few at first and then in droves. Don B came in the M20E he rebuilt from a gear up. Then Al arrived in his Maroon 231. It's amazing watching the 6foot 8inch giant emerge from his flying machine. It is an intricate process akin to the sequence of gear/door extensions on a 747. Bob who we hadn't met before arrived in his 1988 205SE from Poughkeepsie. Shortly after, I watched a familiar blue and white rocket pull in piloted by Joe, the only other member to make every single one of our meetings since the groups inception. The 1979 M20K had undergone conversion to a 305 Rocket in the 90s. We checked out each others planes and noted countless minute differences that outsiders would never even pick up on. Al showed us the clear tape he applied to the leading edges to keep the paint from chipping further away. Bob showed off his Aspen and GPS combo. Patrick felt a bit left out with his plain out for service but I think he enjoyed good company. We sat down at the round table of knowledge in the middle of the Runway Cafe. Don ordered a sandwich on a pretzel roll and that sounded fascinating so the rest of us wanted those too. Sure enough they came back to say they were all out so we got our cheese steaks on garlic rolls instead which were quite good. Al told fortuitous stories about his experience flying GA in Europe and user fees through the roof. Pilots would have to pay user fees on a per approach basis and it was prudent to shop around for which airport had the cheapest instrument approach. Cris arrived a bit later and joined our discussion. He showed off his new gadget he made for covering the gap around the spinner and designed to replace the need for cowl plugs. We'll see how his project goes. As we were ending our meal the waitress came over asking us if we're Mooney pilots. She said our lunch was paid for and we couldn't understand what she was saying and had to ask three times. Turned out Peter (allsmiles) who was based at that airport and registered to come didn't show up and bought lunch for the group. After some of the stuff he stirred up on mooneyspace we were wondering if he was hiding or just couldn't make it but the good gesture was much appreciated. Finally the Mooneys started to dissipate. I flew Patrick back to long island and then returned my ship to Linden. Unlike the previous event where we had a game to watch, this meeting was very laid back without a timeline. This worked out well and really gave us an opportunity to get to know each other, check out planes, share stories, and have a great time. I'm sure everyone will be looking forward to the next one of these as much as I. If you are a Mooney pilot based out of NJ or can fly to NJ for our frequent Mooney fly ins, request an invite or PM me to join the New Jersey Mooeny Pilots group.

Ok, 20 out of 20 people vote that it's safe to move a Mooney by the prop 100%. Then why in another topic did it seem like there was a major disagreement about it and that opinions were all over the place?

Oh. Well I'm just asking about our Mooneys? I don't touch anyone else's airplanes unless directed.

Quote: maniago @Allsmiles: Thanks for your post. I'm not into flaming people, so I'm happy to be let this one go. Sure would like to drink a beer with you and do some hangar flying. I think we'd have a dandy time talking with our hands, drawing diagrams, and telling war stories while shooting our watch...."No shit, there I was...." "No way! There is no way you can do that" "Did too!"... What a great place this is for discussion!

Quote: N6719N I doubt I have hurt any aircraft or engines by using the prop. Spinners, cowls, wings and horizontal stabilizers are strictly off limits.

The easiest way to search this site is not to search on this site but instead on google. Just put the word mooneyspace before the words you're looking for. Works great for me.

I didn't realize this would be such a mathemetically sophisticated topic that it would stir such intellectual debate beyond mortal comprehension so now I'm curious if a majority does or does not handle plane by the prop on the ground. I couldn't add a poll to the original topic so I guess just keep discussing it there but find out where we stand on this poll.

Good source for Skew T: http://rucsoundings.noaa.gov/ And as for finding out cloud tops/bottoms... TAFs and Pireps are the easiest way to go.

We pitty you, at the mercy of the TSA nazis.

Good point Cris! Don't forget someone also said it could reflect on the crankshaft as well. So I am curious if actual damage to prop or engine has ever been attributed to moving it by hand.

New Jersey Mooney Pilots are holding a lunch fly in at KVAY, Mount Holly South Jersey Regional Airport from 11AM-2PM this Sunday the 29th of January. Join us for lunch at the table of knowledge and enjoy discussion of our favorite birds. All Mooney pilots welcome. I'd appreciate notice to plan seating so reply here if you plan to come. We already have at least 7 guys attending. Of couse if you can't decide till last minute, feel free to just drop by.