aaronk25

Is level max cruise speed the same? Sent from my iPhone using Tapatalk

So if you run a J at max cruise 160-165kts, 2700rpm around 10ish gph your not far behind the Ovation, I think the biggest difference is the nicer and longer cabin of the "O". I think I'd go with a K, if I didn't need the cabin length due to the fact if i need to top weather it's got authority for climb at altitude say picking up ice in the tops at 11k and 15k would be in the clear, but then your sucking O2 so that might be a draw back. Cost wise it would be cheaper to run the J flat out all the time than maintain the bigger O engine. By the way 2700rpm max cruise on a J for 1,000 hours and all cylinders met "new service limits". So as long as you don't get the engine hot, have good baffles and manually adjust the cowl flap close limits to hang open 1/2 in cruise I'm a firm believer power settings have no effect on cylinders making TBO. Infact on my Sam Jewel said they were in beautiful shape. Just my 2c. Sent from my iPhone using Tapatalk

201er made a good point about flying the approach at a fast enough speed so the plane isn't mushy. So important it increases the pilots work load dragging a plane down the glide slope. Keep it fast enough so the wing is flying clean and also a fast enough speed helps reduce side to side yaw. Sent from my iPhone using Tapatalk

It varies and MP gauge can vary at least 2" or more between planes. But last night did a approach to min coming into Nashville in my 77j. Rough outline what I've done: Slow to gear ext speed at or before the last vector to approach. 20" mp Drop gear at FAF, power to 16mp no wind or 19-20 if head wind. At 18" mp it will slow enough to extend flaps after about 25sec or so, which is just after FAF, so gear out at FAF. To be honest though to keep things simple most of the time I don't drop the flaps to keep it simple until breaking out as even at MIN there is a lot of time to get the flaps out. Never full flaps on approach as it only allows for a Knot or 2 slower speed but create a issue with nose up on full power go around and requires retracting them fast on go around. 1/2 flaps (take off flaps) at most for approach if any at all. So in short find a setting that maintains you 100-110kts on the glide slope, 15-20", depending on 1/2 flaps or no flaps. But giving you my exact mp is kinda worthless as yours will be different I guarantee it. Sent from my iPhone using Tapatalk

I use to race snowmobile ice oval 440 champ class and still do and would love to fly the mooney up to a race the straight ways are about 1,000 ft long and plowed and sometimes brushed too but that just seems to short to get the mooney stopped on glare ice. Could do a low approach and set the wheels down right at the start of the 1,000 ft but the consequences of a mid calculation don't seem to make sense. Sent from my iPhone using Tapatalk

6 years and 1000 hours Sent from my iPhone using Tapatalk

Jewell aviation. He might even have a couple on hand rebuild then ship to you to get you back flying sooner. He overhauled by cylinders and running 1qt in 20 hours. Sam and David Jewell very affordable. Sent from my iPhone using Tapatalk

If I knew for sure that with the right hardware, plugs, fresh mags, gamis that I could run LOP in a bravo I'd buy one. Range and/or useful load is a big part of my mission consideration and it seems that the non stop flights MN to FL are dependent on LOP ops. Has every one else that has done their due diligence for this engine to run good LOp? I've read some have had difficulty but what about those who updated and replaced wear parts? Sent from my iPhone using Tapatalk

I wouldn't have any issues operating at max continuous TIT. There designed for it and it should save 3 or so gallons of fuel per hour so that $12 bucks a hour or $24,000 over the life cycle of a tbo, assuming 2000 hours. Even at 1/2 that $12,000 a wastegate doesn't cost that much, plus the lower chts most likely mean the cylinders will make tbo. Sent from my iPhone using Tapatalk

Wot for me too but remember if your more than 50lop, it is more efficient to reduce the throttle than it is to lean. If we could advance the timing then we could run 50lop efficiently. Actually I've found best efficiency is about 20lop. Sent from my iPhone using Tapatalk

I think it's great and ya know it can get dull for these controllers and I bet they get a laugh too. On a flight non-stop, MN to NY not as long as your flights Mike had a controller ask me while enroute over the Lake Michigan if I could really make it non-stop as he had a bet with the other controller. The talk ended up with him saying Moonies are impressive. Even the controllers get chatty sometimes! Sent from my iPhone using Tapatalk

Way faster in winter by 5kts if really cold. And yes your right there is more drag but the increase in power outweighs the drag penalty. Now I'd agree if someone said what temp yields the highest true MPG or NMPG and the hotter the better but the true airspeed will be lower. Sent from my iPhone using Tapatalk

Question, is the 5 min idle cool down still necessary? I don't own a turbo bird but am thinking the decent and landing would cool it down?.? Just curious. Any how it doesn't take much oil to make noticeable amount of smoke and these engines are far from refined. Just a ppi not a mechanic...... Sent from my iPhone using Tapatalk

Boom Sent from my iPhone using Tapatalk

It's a cleaner combustion. Look how much cleaner the oil stays running lop. 100ll has 2.8g of lead way more than auto fuel ever had so I don't think it makes sense to fly the first few hours carboning up all the new part (rings) with deposits and lead. I broke in exactly how Byron described and fill to 6qts and at 20 hours I add one qt to bring back to 6qts. I think these shops are out dated in their instructions to owners. Sent from my iPhone using Tapatalk

Ok if you get in let me know as I'll put on a exp. aftermarket turbo, experimental heated de-ice panels and buy every darn bell and whistle dynon makes! I'd order it all yesterday! Ohh and maybe scratch the turbo I want a delta sky hawk diesel....here comes 220kts in a 201!! Sent from my iPhone using Tapatalk

Andrews Airforce Base....Duh Sent from my iPhone using Tapatalk

Jetdriven is right on the money. Lop is a great way to break in a engine. Sets the rings with a cleaner burn. Before the rings are set ROP throws a lot of hot abrasive gases over the cam diluting the oil mist creating a bad environment for a brand new cam and lifters. Sent from my iPhone using Tapatalk

Run 20w-50 Phillips in the winter. The reason why isn't limited to just cold starts. It also a greater chance of congealing a oil cooler in external cold temps. Don't ask me how I know. Sent from my iPhone using Tapatalk

Wooops....I missed part of the thread. I was referring in my comments above about storage inside in a high humidity salt air environment not out side. Storage outside in my opinion a good way to ruin a good aircraft. Sent from my iPhone using Tapatalk

Borescope, could see the oil pooling in cylinder more than others. Also plugs where drastically oiler than others but to be honest the main smoking gun was the oil residue all over the intake and exhaust stack with no other apparent leak. Sent from my iPhone using Tapatalk

A acclaim pilot and myself lease 2 great big orange steel o2 tanks for $150 each for 5 years. I bought a 24cu portable off of sportys and the cascade system. Sent from my iPhone using Tapatalk

Seems pretty legit, twinter has been around for several years and post frequently. The gal at mooney knew it was just him and his dad going and the new leader cancelled the tour. It's apparent by the tone the lady thinks this new, presumably permanent policy blows.....yep not smart. Sent from my iPhone using Tapatalk

Called rocket engineering 3 years and he said the amount of money required to stc the Js up 160 lbs would be cost prohibitive given its only a few years worth of Js. This is one of these deals where it's just paperwork but given the gov bureaucracy it just isn't going to happen. I also think (which doesn't mean much) that additions such as powerflow exhaust should raise the gross weight. PF should be worth my best guess of 100-150lbs of trade off, but not a option now. Sent from my iPhone using Tapatalk

Touched on above mooney wouldn't have sold many new planes as of the older ones were upgraded to 2900lbs no one would have bought newer ones. 2nd, and this is dumb as heck. The newer Js at 2900 lbs had 20 degrees btdc timing where the older 2,740 ones had 25d btdc, worth about 10hp. So a newer heavier one has less power. The tube upgrade appears to be to help carry a heavier engine. If the FAA didn't suck bad we would have upgrades to older J's with take off limitations based on Density altitude and runway length not gross aircraft weight. What a joke. Sent from my iPhone using Tapatalk