aaronk25

What's going on down there? The Chinese guy that revived it left, right? They got a new leader now I heard? So has the new leadership had any new communications with the marketplace since the last CEO? Sent from my iPhone using Tapatalk

A qt every 3 hours? How long has it been burning oil at that rate? One cylinder with a stuck ring can burn that amount. When I crossed the Gulf of Mexico my 4 cylinder was burning 1qt every 2 hours but we knew the problem was a stuck ring on #4 cylinder. It wasn't going to quit at least not due to a stuck ring and there was no way I was was going to cross water with "new parts" so we flew it that way. Does your mechanic do borescope camera inspections? If so what cylinder(s) is the offender? Sent from my iPhone using Tapatalk

I've heard from mechanics that the plated cylinders can flake off or at least have in the past. Unless it's to late research mike Busch "top overhaul" it's is almost always doesn't make the plane safer or preform better. Sorry for the cirrus link but it's relevant read: https://www.cirruspilots.org/cfs-file.ashx/__key/telligent-evolution-components-attachments/13-257-00-00-00-56-36-27/TT-2010_2D00_05.pdf Sent from my iPhone using Tapatalk

It will be ok. Just make sure to have corrosion x applied regularly. My mooney spent a couple years out of its long life in mount pleasant SC where in light it from. The corrosion x makes a mess and streaks but the plane looks new inside. I still think the plane like SC better than MN. It told me it longs for the sunny beaches with babes instead of -38c dark approaches into frozen tundras. Sent from my iPhone using Tapatalk

Awesome!!!!! Congrats! Sent from my iPhone using Tapatalk

A 201 with powerflow can hit the flight levels with 450lbs pax bags and 2/3 fuel! Sent from my iPhone using Tapatalk

Jewell rocks! I got referred to them by a 337 turbo Cessna owner who has had 2 rounds of engines overhauled and Neil also has used them. The two people there is Sam and David Jewell. Sams is Davids dad and mid 60's he's been doing engines all his life and it's almost all he does. They are straight shooters and one due to lower overhead and one of the lowest cost places to conduct business in the US, they offer some pretty good rates. Here are a couple items the attest to the quality and honesty at Jewell: 1. Told David I wanted a new cam and lifters and he asked my how my last new lycoming cam worked out. He knew it came apart after 400 hours in 2 years, bad metal. I asked him what he suggested. He said reground cam and lifters as he has had bad luck with new lycoming parts, like I did. He said that if the reground made it for a full overhaul it would make it another as the only ones that are used don't exceed 3,000 of a inch of wear. And lycoming stiffed me on warranty for my cam. 2 months past the 2 year warranty. 2. Told him I wanted new cylinders and he said "I'll sell you whatever you want but your existing cylinders barrels still meet new specs, not service limits but new!" He thought it made sense to replace the exhaust valve, reuse the intake and do new valve guides. Told him I kept temps under 380cht and he said operated like that the cylinder heads should have a lot of life left. Thermal cycles. There was numerous times where he could have sold me what I asked for in the first place, but he offered advice that made the most sense given the age and ROI of the engine. Sam said his engines make TBO, unless they sit neglected. So far my J is fast 166kts and oil burn is 1qt in 15-25hours. Great people. Jewell's customer are loyal as the come. It will be said when Sam retires eventually. Even the paint job is great. Sent from my iPhone using Tapatalk

Jewell is around $17k. Sent from my iPhone using Tapatalk

Wouldnt dragging it in by the prop accomplish the same thing? That is coming across the trees or fence a few knots over stall and chop the power? The lack of wind from the prop would settle it down and that way your going slower and still get added benefit of aerodynamic drag from the flaps on roll out. Especially on icy runways where brake use should be min. Sent from my iPhone using Tapatalk

I think some need to trade airplanes and get something new and challenging cause seems liked we're creating problems that don't exist..... Has a new mooney friend with last weekend and my personal problem was setting in to hard on the mains. Not bad but solid. What is all this floating down the runway non-sense? If your going to do amateur tricks why not land with the flaps up? It's safer...... Sent from my iPhone using Tapatalk

Jetdriven and I have the same round tip 2 blade prop and he has wrote several times how the prop is oddly more efficient at higher Rpms. We know the engine is more efficient (bsfc) at lower rpms (full throttle) but running efficiency gains at lower rpms are offset by reduce prop efficiency. It sounds like that top prop is a nice piece of equipment. I only run 2700rpm cruise at 9k and above to stay in the 75% range. Sent from my iPhone using Tapatalk

Keeping full flaps down also shortens roll out as it creates a fair amount of drag. Keeping the flaps up increases landing speed about 4kts and doesn't add any drag on roll out. Sent from my iPhone using Tapatalk

The more I think and analyze the PF I think the 2500rpm cruise speed is within a knot of the factory exhaust. Here is where the difference is: 1. At 2700rpm at all configurations. At 2900lbs the plane climbs out at 700fpm at 1,300 with DA at 2,500. The roll is shorter so is the time to transition to climb. The 2700rpm cruise is improved by 5kts ish. I have no idea why PF says it's optimized at 2550rpm unless they were flying it on a 20btdc timed engine where the slightly less rotating speed brought the peak pressure more in line. I'm at 25btdc so that may be the difference. The biggest benefits i like is climb ability when heavy in high DA and reduction of chts at all configurations by as much as 30f. This will make the cylinders last longer. The system make a vacuum behind the cylinder about to fire so it sucks more of the hot spent gasses out of the cylinder compared to the stock muffler which requires more effort of the piston to push out the gasses. Either way getting more hot out is good as there is less residual heat to raise the chts and more room for cooler (more 02) denser air for the next Ignition event creating more power. The only reason I put it on is my muffler was getting thin in areas and could have been rebuilt but I got thinking about the headers and other things that may need attention down the road so with a complete overhaul cost of around $2,500 or $4,000 ish for the PF I decided what the hell lets do it. Not sure it makes financial sense but it added a edge to the engine. Not a mind blowing amount of power but the gains per Kts or benefit are about the same as other aviation upgrades.......expensive as hell. Sent from my iPhone using Tapatalk

I won't pick on you mooney veterans that have been warned but any people who are trying to learn the right and safest way follow the advice of your proficient mooney instructor. I doubt you will here Mike or Don saying dumping the flaps at flare is good practice. I know of one dummy who despite the gear and flap switch bring separated by a half a continent still, even tired and fatigued lifted the gear up instead of the flaps and slid it in costing 6 months of down time and 60k to boot. I think it's great we all share info but when it comes to veterans advertising operations contrary to the POH, not supported by the mooney master CFIs I cringe a bit. There are new flyers on this forum and sometimes in search of the "silver bullet" for great landings but in my opinion doing cockpit gymnastics at a critical phase of flight isn't a best practice. Again that's a piece of advice for the new guys....you other guys do as you like. Learn how to fly your plane, not use crutches. Sent from my iPhone using Tapatalk

Byron hasn't responded I think this is not happening unless the recent posters fire it up. Sent from my iPhone using Tapatalk

So you wanna go to kLNR for breakfast tomorrow is that what your saying? Sent from my iPhone using Tapatalk

Hey and you were wondering on another thread how we were laying down such impressive cruise speeds.......well........ Sent from my iPhone using Tapatalk

Search powerflow there has been lots of recent discussions Sent from my iPhone using Tapatalk

Step? Oh forgot to say also I removed the step. Probably worth 1 or 2 knots. I think all the little things add up. Sent from my iPhone using Tapatalk

Ha ha lol....no you leave that bravo in the hanger, I don't need that bad of a bruised ego. Sent from my iPhone using Tapatalk

Hey ya wanna race? Calling my 77 slow? Sent from my iPhone using Tapatalk

Given the new political climate in Washington how will it effect the FAA stance regarding part 23 and the ability to allow installation of new affordable tech into our aircraft? I was thinking today about how the FAA blew past the Dec 15th 2015 deadline set by congress to do this. Was also thinking is there anything the president could do, if he so choose, to push thinks along? I'd love to sell my J and get a mid 80's mooney rocket but don't have a lot of desire in spending 40k plus for the current glass packages especially if it means the bottom drops out once new technology is allowed in. I'm all for the change but what are the odds of it actually happening? And you guys behave yourself with responses please we don't need this getting sideways. I just don't see it discussed anywhere in the aviation community. Sent from my iPhone using Tapatalk

One last thought the plane does the same as most other moneys when slowed up. 135kts on 7.2gph, 148kts on 8.2-8.5gph. 152kts on 9ish. Just for whatever reason it really comes alive at 2700rpms..... Sent from my iPhone using Tapatalk

Ya at 1500 ft on a 15c day full power for short burst my IAS needle will go a needles with last 170kts. But that's not a power setting I'd want to run long cause have to lean to 80rop to do it. Sent from my iPhone using Tapatalk

Hey there long lost friend..... 2700rpm, and at the lowest fuel burn for those speeds is about 9.8gph but more like 10.2-10.8gph. The power flow works the best at higher rpm. Sure there is a little benefit at 2400-2500 but wow what a difference in cruise pre power flow to post power flow especially at 2700rpm. If the rpm is brought back to 2500rpm my plane is at the slowest at max gross 155kts on 8.8-9.2gph but real world is closer to 157-158kts. Temp plays a factor. A side note is I have a once piece belly, head doors and flight surfaces are near perfect rig and have a round tip propeller,not the square original prop and challenger air filter. Hey Mr. Iowa I got a $100 bill that says I got those speeds with you aboard in a 4 way average.......wanna go to breakfast? Sent from my iPhone using Tapatalk