dsking001

I normally cruise 6-8k. At that altitude I run 2500 RPM, WOT, and 75-50 ROP. This yield a consistent 153 KTAS at 10.3-10.8 GPH. If I see something different than those numbers I start checking things. At altitudes >9 I usually run 2600 RPM, WOT and 30-50 ROP. I usually see about the same 153 KTAS (maybe a knot or two less if it's bumpy) and 9.8-10.2 GPH. At low altitude (I rarely cruise at this altitude) I pull the MP back to 25" and still run 2500 RPM. I will get 153 plus a knot or two, but I will keep the mixture rich. I usually burn closer to 12 GPH in this case and typically am sight seeing rather than cruising. Hope this provides some insight.

I have a KAP-150 autopilot. Great suggestion to start searching there. I will post a pic as soon as I take one. Thanks

I am searching for an electric trim switch for my 1984 M20J. The base of my trim control switch that mounts to the yolk has cracked. I believe this is an OEM switch assembly, but I cannot locate the correct part number to replace it. If anyone knows where I might look for the part number or where I can order a replacement, please contact me with any info. Thanks, Dan King dsking001@yahoo.com

Sadly I've had that same bracket fail. Of course I was not at my home airport and no where an A&P could quickly fix it. I took the whole inner door off and flew home. I ended up buying a small piece of strap metal and my local mechanic was able to reproduce to "L" shaped bracket for a little more than $1.50.

Bob, No doubt about it, that long of a flight does a number on you. Gold Bond is my friend. Lol Jetdriver, that's a heck of a trip too. I am starting to plan out my trip to the Bahamas. I cannot wait to make another long crosscountry. I have a buddy that's done it twice in his Dakota. I think the Mooney is a little faster. I love my Mooney.

So here is a little more data on how I set this trip up: I wish I would have taken some pictures of the Aspen Evolution along the way. The winds were mostly 240/30 for most of the trip. My ground speed was around 145 KTS for the first half and 155 KTS for the second. I cruised at 11,000' MSL for most of the flight. The OAT was +1 to +3 deg C. The altimeter setting was averaged around 30.01". My power was set to WOT, 2500 RPM, ~19" MP, and about 20 deg LOP. The EGT was a little difficult to set but my temp gauge read about 1290 deg F. (Keep in mind EGTs are different between airplanes due to multiple factors e.g. where the temp probe is, etc.) If I tried to lean it any more the engine would start to run rough and airspeed would drop off. My M20J has 64 gal usable and I had 9 gal left when I landed. I used the right tank for the climb out and the first 30 minutes of flight. I then burned the left tank until it was empty. FYI, this is not how I usually fuel manage. I typically burn the climb out and first 30 minutes on one tank, burn 60 minutes out of the other, then alternate every 30 minutes there after. This keeps a pretty balanced fuel load. However, for this trip I burned the left tank empty to know exactly what my fuel burn was. My fuel gauges are pretty accurate and the sight gauge on the wings usually match the inside gauge, but I never trust them with my life. Maybe I've spent too much time flying a Cessna cross country. Burning a tank empty can be a topic of debate at times and I'll let y'all debate the pros/cons. This is not a normal practice of mine in the Mooney. I do usually burn the aux tank empty in the Comanche 250. This has never been a problem for me. I simply watch the fuel px gauge like a hawk when I suspect it is about to run dry. Usually it runs dry in the middle of a frequency change with ATC and scares the hell out of me. But this time I caught it perfectly. As soon as the px gauge started to drop I switched tanks and kicked the boost on for a second or two. I now know exactly what my fuel burn is and what I can expect from the other tank. About 8.6 gph. Hope this answers some questions. Cheers, Dan

Well, I tested out my bladder this weekend flying from Las Vegas (KVGT) to San Antonio (KCVB) in my '84 M20J (N5759B). My overall route was 945 NM and we made the trip nonstop. One would think that I must have had a great tailwind. However, this never seems to be the case for me. I can fly a 360 degree circle and find a headwind the whole time. So, my secret to success was 11,000 MSL, ~151 KTAS, and 8.6 gph. It was pretty cool to be able to fly the entire trip without a fuel stop. My total flight time 6:14:13. Yep, that is the longest nonstop flight I've ever made in the Mooney. Hope y'all enjoy the few pics. -Dan

Thank you for the info. I think this might be a project for the experts. Plus I love to fly over to BAZ. Cheers, Dan

I have a KAP-150 autopilot with a GNS 430W and Aspen Evolution. My autopilot tracks the GPS course with about a 1/8 mile offset to the right. When I select the Heading Bug steering source (non-GPSS), the autopilot tracks a couple of degrees right of the commanded heading. Is there a way to adjust or fine tune the KAP-150 autopilot to track course centerline and the heading bug? Thanks Dan

Here is my first video taken in my 1984 Mooney M20J. I had the Aspen Evolution installed earlier this year. I really enjoy flying this airplane and my dog always loves to come along. wish i could figure out how to embed my youtube video instead of link it... Hope y'all enjoy it. -Dan

Risk vs Reward. This is never as simple as it seems. My experience is surely different than many others, but I tend not to do many t&g's in my Mooney. Here is my breakdown of reasoning. I fly several different airplanes and I would much rather take the risk of wearing someone else's equipment out rather than mine. I realize this is a pretty selfish thing to say, but I just can't afford to replace broken equipment that fails due to fatigue of use. Gear movement in a Mooney, or any other complex airplane, has a lot of moving parts and switches. 20 year old joints will eventually become 60 year old joints and I would just assume not wear them out before they retire. Additionally, I think the number of times you expose yourself or your airplane to a critical phase of flight, the more opportunity you have to break something. So, reward... Yes you must practice and be as proficient as you can in your airplane. This includes the landing phase. Most accidents happen during this phase. I think you should be able to hand your airplane in gusty days, big crosswinds, stressful weather, etc. This doesn't happen on its own. You will be less likely to crack your plane if you are comfortable in those situations. Sadly, I don't think there is a magic number you must reach to obtain this proficiency. I do, however, believe currency is a better testament to success. If you are out of practice in landings, you should get out and do a few touch and goes before you load up the plane with loved ones and put them in harms way. FAA Examiners theory... I've been and instructor and pilot evaluator for just over seven years. I will say, flying with someone new, I would rather limit my exposure to death. The landing phase tends to provide me plenty of opportunity to experience this. This is why, if I can assess the pilot as safe, I will do so quickly and move on. This removes stress and opportunity for mistakes for both of us. Win - Win in my book. Bottom Line. Make sure you are safe to fly. Training is the number one way to do this. Don't be willing to get in an airplane with another pilot that isn't current and qualified. The most recent accidents in my area are caused by lack of currency, not lack of proficiency. My $0.02, Dan

I had a similar experience with my M20J. Shortly after takeoff the engine seemed to have a momentary hiccup. It turned out to be a mag failing. This was never detected on a normal pre-takeoff run-up. I had several mechanics, even from a mooney service station, fly the plane to see if they noticed anything. It took several months to diagnose the problem. I was looking at every possible solution except the mags. My advise, take your Mooney to a service station. Additionally, have several different pilots fly the plane with you and see if they experience the same issue. This works best if you simply observe rather than demonstrate the problem and let them offer suggestions of what is wrong. I'm not suggesting you have a mag problem, rather you and your mechanics might be focusing on the wrong location to diagnose the problem. Hope you get your bird back to 100%. Dan

I think a formation cross-country is in order soon. My father's Comanche has an Aspen PFD with TAS indicator. I just haven't decided where to fly to yet.

Again, thanks for all the helpful suggestions. After examining my aircraft again, I noticed "engine droop" might be another causal factor for my decreased performance. Looking at the top of the spinner and the upper engine cowl, there is about a 1/2" mismatch. The spinner is slightly lower than the cowl. From a profile view, the gap between the spinner and the cowling decrease from top to bottom, and the bottom of the spinner is lower than the adjacent radius of the lower cowling. The lower engine mount bushings don't seem to be in as good of shape at the upper ones. They just look a little aged. This may not be the culprit for the speed loss, but I'm sure it does not help with engine droop and vibration. I'll keep everyone posted. Dan

Thanks for all the inputs. Answer to previous posts: MP are matching book numbers during tests; GWs are mid range with full fuel and me (200 lbs) and 25 lbs of random stuff; flaps are retracting fully. I think the rigging is going to be my first point of interest. I'm not familiar with the "factory travel boards", but I’ll ask my A&P. Next will be the engine mount (droop). I’ll do a couple more test runs with a little more weight in the AFT. Thanks for all the help. Work calls. TO BE CONTINUED...

I recently purchased a 1984 Mooney 201. First off, this is my first Mooney and I can honestly say I think it is an awesome machine. The aircraft is equipped with a McCauley 3 blade prop and a power flow exhaust. Here is my problem. I've performed several TAS checks at varying altitudes. According to my POH and most everything I've read, I'm getting about 10 kts slower than advertised. FF and EGT match book numbers. The "tests" (I am not a test pilot) were performed by: WOT, 2500 RPM (digital and factory tach setting), 50 deg ROP, WX slightly warmer than standard temps. By averaging the GPS ground speed of N, E, S, W, I'm getting around 143 TAS at altitudes from 4000' to 12,000'. I don't feel as though the aircraft is out of rig, but I've had an A&P look at it. Gear doors are all closing flush. If anyone has any thoughts, please let me know. -Dan