exM20K

this has happened to Kathryn's Report before - last time, a few months ago, it was an error that was resolved quickly. FWIW.

At what oil temp?

Thread drift warning.... Interesting that Mooney did the full t/o and climb documentation for the M20R 310HP. Mooney elected not to purchase the M20TN 310HP STC from Kenin (RIP), and it is now sold and supported by Bob Minnis. This has good and bad aspects: good: STC holder was able to include JPI mini-tach as an approved installation so I didn't have to put some butt-ugly EI unit in the panel. Bad: performance documentation is basically: "Meets or exceeds original spec." -dan

TSIO550G: 60-64 PSI in cruise, but that is with low (mid 160's) oil temps: in climb, 54 PSI and 175-185*

Happens to me, and I thought it was a too small card. Glad you mentioned the cause.

Keep the windows covered with sun shades until you’re ready to go. I’ll even leave the back window sun shades in for the trip then it’s really hot and sunny. Other than that, the B-Kool works as advertised.

I'd be very interested in before/after numbers if you do this. Does your Bravo currently make book speed at book fuel flows? -dan

From the videos I’ve seen of GA planes with AOA indicators, I just don’t see the value in adding another ice collector under the wing. The indicators seem to bounce around quite a bit on final, such that rather than chase an AOA, I would rather trim for a Vref. Maybe it’s the same thing. I have a table of weight, Vso, 1.2 Vso, and 1,3 Vso handy in the cockpit and in ForeFlight, and that works for me. (I did take the time to validate POH Stall speeds at different weights- really important with TKS installation) about the only state of flight where the AOA seems to me to add information beyond airspeed is maneuvering at low speeds and high bank angles. My solution: I took the Vso at various weights and 45 degrees of bank and added those data to another table on my cheat sheet along with 1.3x the Vso. That becomes my minimum pattern speed. Yes: the AOA would tell me when I overbank, yank and rudder it around after flying through final, but at that point, I’m going around anyway. -Dan

Right on time. Very cool to watch from RV camping

thanks

Reports are that the beech mass arrival was waved off when the field went IFR as the lead elements were rolling out on final. Boo. Did the Mooney caravan make it? -dan

This topic brings back memories... in the early 90’s I flew a rather rough C310Q. It was a blast to fly, and I’d expected that by now it had been parted out. Nope N5LH is still turning dead dinosaurs into beautiful noise. Finding it still active on flightaware made my day. -dan

That is not my understanding of how it works. What causes crazing is differential heating (inside vs outside). The light itself does not harm the plexiglass. I'm not a big fan of the alternative (covers), as they do risk damaging the plexi and are a mess to deal with on a rainy day or Dewey morning. Kennon sells both and has some good content on their site.

Not between Greenland and Iceland, but w.t hours off St Johns and night with an under cast: http://www.equipped.org/92ditch.htm

Don't know how many get that reference, but this BMW rider (Power Ranger) sure does. Thanks for putting in the effort, Mike. -dan

I've had a lot of success with Kennon Covers over the years on a number of aircraft - including Diamonds. They worked with us to make on that actually, sort-of, stays in place in that big canopy. On their website, they state that: Each shield has a clear, polyester coating and a soft Sunbrella edge to help prevent scratching. Kennon Sun Shields are often imitated but more pilots trust Kennon Sun Shields than any other. Nothing will keep your plane cooler except air conditioning! Kennon’s service and quality are legendary. Best value, best service, unconditionally guaranteed! One thing to be careful of: their longbody patterns are cut for steam gauges, not for the lower GX/DX panels, so the windshield coverage is about 1.5" short. -dan

Really the only reason to prefer the G1000 platform would be the GFC700 ap, and that edge will wane with the new retrofit Garmin ap. Even the old G500 units have something like twice the pixel density as a G1000.

That fuel flow (24GPH) doesn't sound right - way too low. Odd that you're lapsing fuel flow with altitude. Many 231's are run with the cowl flaps set to trail open a finger's width when set for close. Big help in cooling and not a meaningful speed penalty.

To the OP: Congrats on your new ride. You won't regret having a turbo. Book speeds are, in my experience with an M20K and now an M20TN, optimistic. Both my planes had/have TKS, the book speeds in the TN are calculated with the step removed, etc, etc. I flight plan 5% under book speed and slightly less fuel flow. Some things to consider: I'll second the recommendation to get a modern engine monitor - and especially one that logs data. Check all your gauges: Is the fuel flow reading correctly? Mine on the G1000 wasn't (dirty connection read a few GPH low). The TIT sounds low. While there are no live APS classes now, perhaps the online course is still offered. It is very worthwhile in understanding what's happening within your six co-joined power plants. I don't know if the TSIO520 in the Rocket will run LOP. If it will, that is a great SOP. You can much more easily diagnose ignition and fuel distribution issues LOP, the engine will run cooler, life will be better. LOP, you set power by fuel flow, not by MP/RPM/Fuel flow. The charts that come with the Acclaim are silly in this respect. Get your engine operation manual from TCM (I have a soft copy I can share), and fly fuel flow. Ignition issues: 15,000 is pretty low to see arcing/crossfire in the mags +1 on the fine-wire plugs. They are standard in TSIO550 Platinum engines now LOP mag check will tell you very quickly if you've got a harness problem, bad plug, etc. I would defer spending a lot of time diagnosing this stuff (except maybe checking fuel totalizer K-factor and TIT reading) until you have a good monitor and logged data. Enjoy your new plane! -dan

Good move.

ExM20K will meander over from the Diamond booth... -dan

Does the M20M POH have grass t/o and landing distances? I believe the M20TN has "Pending Data," which I interpret as "No!" -dan

Gotcha. If FIKI mattered to an owner, it would definitely be wise to check this carefully. FIKI Rocket would be a heck of a ride. -dan

Another weight consideration is available payload at max landing weight. MTOW in the long body planes is 3368, but lax landing weight is 3200#. so a 900# useful load at t/o is only 732# landing. With 600# of people and stuff, that's 22 gallons max on landing, with no consideration of divert/alternate fuel. Precise flight planning is a must! @gsxrpilot: I doubt the FIKI certification would transfer from 252 -> Rocket. I know that tip tanks in the Bo are disqualifying. You'd still have all the equipment, but it would probably not be "FIKI," for whatever that's worth.

FIKI Bravo and get a B-kool portable a/c. Perfect fit for your mission