201er

A) Can't pull that way if you have to move forward (forward seems even more difficult than backward when you need to) The cowl seems far more fragile than the prop. It's just a shell supported by itself. I don't have the physics degrees to justify my explanation but to a layman like me it would seem that an essential/functional surface like the prop would be stronger and better supported than a mere aerodynamic/aesthetic item like the cowl?

Here's an NTSB report of a Mooney taking off/crashing from my airport with "large quantities of water." There are so many other mechanical issues that are outside of our control so we must especially take care of the ones directly preventable by our own carefulness. http://dms.ntsb.gov/aviation/AccidentReports/1bvf1h55fhluwdvj223aazev1/X02032012120000.pdf

Quote: N4352H Again...we avert total common sense for the sake of challenge and argument. You mean this? http://www.aopa.org/asf/publications/sa06.pdf . Same AOPA, right? • Avoid pulling the airplane around by the prop. Yes,this seems the perfect solution to a vexing problem ofhow to change the airplane’s position without having towalk around and get the tow bar, but it’s worthwhile tomake the extra effort. Neither the engine nor the propparticularly benefit from the loads imposed by horsingthe whole airplane around.

NJ Mooney Pilots Group Fly In for Saturday February 11th 11AM~2PM: I would like to extend an invitation to join New Jersey Mooney Pilots for our next fly in at KFRG republic airport for lunch and aviation museum. We are also celebrating a member's birthday. Mooney and other general aviation aircraft are welcome so invite your friends to fly in as well. We will have group parking by the main terminal. Place: KFRG Farmingdale Republic Airport Date: Saturday February 11 Time: 11AM~2PM EST (1600-1900Z) Activities: Aviation Museum, Lunch, and Birthday Celebration Aircraft: Any (Mooneys Preferred) Friends: Bring all you want but appreciate knowing number attending in advance RSVP: ASAP Check out our new website and read about our past fly ins: http://NJMooney.com For those of you who have never been to Republic before, expect to fly the South Shore route over the water along the coastline of Rockaway and Long Beach to stay beneath Kennedy airspace. Toward Staten Island you can contact Newark Tower on 127.85 and then be sure to contact Kennedy tower 125.25 asking for the South Shore to Republic by Coney Island. On the ground, request taxi to main terminal.

Did you try refreshing a bunch of times? Some times stuff loads funky and you have to keep trying till it works right.

With 5 repairs (aside from little squawks at oil changes) and 150 hours comes out to an average of once every 30 tach hours.

On average if you had to guess, once every how many tach hours are you having non-routine maintenance done to your plane? And I'm not talking about adding gadgets or sprucing things up, but more like required maintenance to stay airworthy. How long have you had the plane and has this gone down over time? Do you see any typical correlation between age of plane and this number (for example 10 year old plane every 100 hours, 20 year old plane every 50, etc)?

Quote: pjsny78 I am still waiting to get the bugs out of my plane. After 300 hours and getting the plane to a zero squawk state, I have yet to see a time where I am good for more than 10hrs or so. I have heard all kinds of things. Mainly if you fly more the less maintenance you will have. Bullshit I say to this. I fly 50 hrs. A month and its ridiculous. If planes were like cars no one would buy them because of the maintenance involved. Sorry if this comes across kind of harsh but it’s a touchy subject to me.

Quote: Bnicolette Hello fellow aviators. The thread regarding partnerships got me thinking about this question and I was curious if anybody has ever heard of a round about number for annual usage to preclude any mechanical issues.

You lock that on? But then if they end up really having to move it while you're gone what will they do? *Gasp* Pull on your prop??

Meanwhile the 201 POH claims greater than ambient pressure at various altitudes under standard conditions!

When I called the FSDO about this (my plane was being annualed for prebuy and I took POH home to study, mechanic needed to test fly plane and noticed POH wasn't there so I was hoping to get away with email him a scan copy to keep on a laptop during test flight) they really had no idea. It went around several departments because they weren't ready to completely say no to EFB but to cover themselves they said to go with paper anyway. I still think that the rules allow for an electronic POH but everyone is still insisting on paper just in case. So I have both. I have the electronic on my tablet and the paper. In fact when I scanned my entire POH, I printed 2 copies of it. One I keep at home as a reference and the second in the plane. The original POH is in a ziplock bag on the hat rack. It's old and the pages are starting to fall out but it's the most legal document so I want to preserve it. So instead for actual use I use the electronic or paper copy that is just like the original but clean and intact.

Do you think more people get hurt from intentional hand propping related accidents or unexpected starts from moving the prop?

Some posts here don't make sense to me like doing 20" and 2400RPM. If you wanna go slow and reduce you fuel burn, it makes sense to bring that prop back. On the other hand some folks suggested really low MP or 19 squared but that puts you in the yellow caution range on the tach (unless it's just for 201s). The lowest manageable power setting I find to be 20"/2000RPM and back to 20LOP. This brings it down to 6gph and 110knots. Still faster than a skyhawk and lower fuel burn (I remember 105knots at 8.5gph in 172). I don't see any point of cruising slower than this.

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