201er

Ok, I'm a bit of a newb so bear with me on my dumb question about this. If Lycoming says peak operation is recommended up to 75% power (and peak is the point of highest ICP and lowest detonation margin), then how can it possibly do any more harm to be on the leaner side of it?

Terrified of heights. The worst is in the 8-50ft range. When flying it's a different perspective and doesn't feel like the "standing on the edge of a roof" sort of feeling.

Running 55% power LOP (no rush, just wanted to prolong my time up there) on a cooler day I was getting CHTs as low as 280 on the front cylinders and no higher than 340 on the backs. My mech told me it's not good running engine too cool and 65-75% power is better. Another pilot once told me that it's better (without getting too hot) to run hot cause it reduces build up by melting everything out. The POH says the green arc (operating range) in terms of CHT is 300-475F. It's not even winter yet. Is it bad to be running this cool or heck even cooler? Does it help to alternate flights at higher power and flights at lower power? Is there anything wrong with or bad for the engine from running low power and LOP all the time? What are the ramifications of running low CHTs? Also if CHTs are pretty low at full power, is it ok to use that temp allowance to close cowl flaps (partly or full) or lean more in the climb? Or is it better to leave things and let the engine climb cooler (350F or less on max CHT)? If you may as well gain some efficiency by letting CHTs go higher (toward 380F or whatever is typical climb CHT in summer), is it better to close cowl flaps, make mixture leaner, or climb steeper (slow to Vy)?

Quote: jetdriven So I decided to finish him off and tell him we are running 30 LOP and burning 8-8.5 GPH. His look of horror told all, he looked like I just killed a pack of baby seals, exposed myself in the park to some children, or cheated on his sister. Seriously, shrinking away from me.

Well it's getting chillier, that's for sure. I bought my Mooney in May so this is going to be my first winter. What temperature requires preheat for sure? What temperatures do you suggest heat but can get away without it? One of my concerns is going places in winter. I may be able to preheat it at my airport but may not have access to heat at the destination if I shut down for more than an hour. Actually how long can you shut down for in the winter and manage a start without preheat again? All advice pertaining to winter preheating for engine is much appreciated. And please don't suggest a hangar or built in preheat system because I'm still recuperating from the purchase so these are not going to be happening right now.

Quote: robert7467 What advice do you guys have for traing in a mooney.

Sorry, can't be much help on the Garmin part although switching from a waas upgrade to a built in unit has eliminated little problems that would happen here and there. Now what I'm surprised about is that you say you're keeping an arrow for useful load! The 1968 Piper Arrow I used to rent had a useful load of 950lbs. Meanwhile my 1978 Mooney M20J has a useful load of 989lbs! However, this is more than just 39lbs more payload since the Mooney can go 15% further on the same amount of gas or in other words use 15% less gas which increases human payload by another 36lbs (when comparing to arrow at full 48 gallons fuel and Mooney at 42 gallons to go same distance). That's 75lbs more payload that I can take the same distance on less fuel and faster. What's not to love about a Mooney!?

Hope you didn't lose any logbooks in the process!

Do you guys have some kind of emailing list going? Or can I offer to create one if you PM me your email address? Would be nice to meet you guys at one of the favorite fly in airports in the area. I haven't been to Milleville or Medford but familiar with the others. Flying W or South Jersey Regional look like the best compromise for everyone though.

Could someone explain this "big pull" concept? I was just accustommed to pulling the mixture to where I'd guess 50ROP is and letting it stabilize. The slowly leaning with the vernier to peak and then either in or more out to get to where I want to be.

If you come to Blairstown, I can take you up for a glider ride

I'm flying out of Linden. Pretty much anywhere in NJ and nearby NY, CT, and PA are within 1 hour's flight in an M20J so it's all good. Talking to guys around the country on this forum is great, but I think I need some in person Mooney buds as well. PS could always use a good safety pilot to come along while I practice for instrument rating.

Mooney 201 owner seeking Mooney buddy in New York/New Jersey area. Looking for someone local to shoot the shit and talk shop about Mooney flight and ownership. Non-Mooney aviators need not apply.

Quote: allsmiles Wasn't it US Air or some airline that was charging a double seat price for overweight passengers?!

Ok, so I'm thinking of a new way to use the power setting table. Let me know if this is right or some reason not to do it this way. Instead of estimating my density altitude and looking at the row for that altitude in the table, I will look at my max available MP based on full throttle during level off. Then find the highest altitude with that MP listed for the % power I am looking for and adjust RPM based on that. Am I right that altitude is irrelevant and it's only a matter of what MP is available and matching it to RPM based on that row in the table?

Quote: DaV8or

Getting in is one thing, getting out is a whole other story! I've had passengers weighing less than that barely be able to hoist themselves up to get out.

Well if you put all the J mods on the earlier models, you have a lighter/shorter version of the J so it isn't much surprising (namely the cowl and sloped windshield). Actually what I'm kind of surprised about is that an E modified into a J isn't even a little faster as the result of lower drag/weight.

I still don't quite understand how the same IO360 engine creates 20HP more when fuel injected than carbeurated. Otherwise the engines are identical right? How does fuel injection make 20 more horsepower?

Hmm, good point. But can't the amount of error be determined and corrected by noting each plane's engine off MP on the ground (ex plane A has 29"MP on the ground and 22" in cruise and plane B has 28"MP on the ground and 21" in cruise, would really indicate they are equal but off scale slightly)? Or do you think the gage may be inconsistent in a non-linear fashion?

On another topic I was just thinking about various Mooneys going some place together. I was wondering if you guys do in fact fly together with Mooneys of differing speeds (or in fact other airplanes as well) places? What kind of groups have you been in? Or does the Mooney M20TN go ahead, have lunch, and get home before his buddy in the C even gets there? I've never flown the same place as someone I know in another plane so I'm just wondering how you go about it?

Don't you guys have Mooney flying groups on this list? I don't know any Mooney fliers in my area so I can't try this, but I'm sure some of you here have flown to the same place in various letters of Mooney? Next time someone is flying a C/E alongside a J for a hamburger, can you guys compare what MP you get with and without ram air at the same altitude? Or is that a contradiction in itself to have a C flying "alongside" a J?

Well I've heard that. But what is the deal with 28" max MP for C and 30.2" for J. Is it just fiddling with the numbers or does the J actually develop higher MP at same altitude/conditions as its predecesors? Does E/F with ram air = J with ram air?

Did they really improve the induction system by THAT much going from C to J or did they just merely doctor the MP numbers?

I thought ram air just helps to compensate some of the natural loss of the induction system and filter rather than giving you a boost over ambient pressure?