Jump to content

Zane Williams

Basic Member
  • Content Count

    267
  • Joined

  • Last visited

  • Days Won

    2

Zane Williams last won the day on April 21 2014

Zane Williams had the most liked content!

Community Reputation

131 Excellent

About Zane Williams

  • Rank
    Senior Member

Profile Information

  • Gender
    Male
  • Location
    Lake of the Ozarks, Missouri
  • Model
    1982 M20K 231/262

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. It doesn't happen on mine either unless I sit at idle and full rich, which quickly fouls a plug anyways. I've just learned not to do that while I line up and wait. I had developed a bad habit of always going full rich as I rolled onto the runway. Now I only go full rich immediately before full throttle, problem solved.
  2. Nice short landing! Looks like you've got the speed nailed.
  3. Mine does this too. Mechanic says it's fine, it's set per book, and it won't shut off, and it never has. That being said, I try not to go full rich until go-around, and leave the mixture at about an inch out during approach. It takes practice and conditioning that you always go full prop and mixture before throttle, both for take-off and go-around. I will usually go throttle about 1/4 in, then full rich, then throttle in. At a minimum, this avoids uncomfortable looks from passengers when they hear the engine burble prior to takeoff. I've often wondered if it's best practice or not, since
  4. With gear down and full flaps, at 75-80 KIAS, the plane is not slippery and will really sink. It also uses far less runway. It's the proper landing speed for short final, and the required speed for short field landings. The angle of approach is related to the speed, but not exactly. You could be flying a stabilized 3 degree approach at 100 KIAS in a clean configuration with the engine near idle and not be able to slow down and stop in time for a short field. You could be flying the same 3 degree approach at 80 KIAS in a landing configuration and using more power and have no trouble at
  5. Just spent a lot of time and money fixing a similar issue over the last 3-4 months. Oil (a somewhat concerning amount) was dripping out the front of the cowl onto the front tire after shutdown on our 262. It could not be replicated on the ground or de-cowled, no leaks were visible. Apparently the oil can leak from a lot of places, and flight pressures blow it everywhere. Here is what we did: 1. De-cowl the plane, clean the engine thoroughly, run it up, and check for leaks. It may not be coming from where you think it is. 2. Clean the oil/air separator and lines. This should be
  6. Welcome! Great looking plane. I'm not in KC but down at Lake of the Ozarks and go in and out of Lee's Summit and KC Downtown regularly. I know there are some Mooneys based at Lee's Summit but I don't know if any of their owners are on here.
  7. Ours did something similar once. Turned out to be the voltage regulators.
  8. The 252s have a TSIO-360-MB or later TSIO-360-SB engine. Ours is an MB. The main difference is a fully automatic wastegate so there is no throttle management for the pilot. Takeoffs and go-arounds are always full throttle with no worry of overboosting the engine. They also all had dual alternators, allowing for FIKI on some planes, and an increased service ceiling of 28,000 feet. Many of the 231s with intercoolers and Merlins added perform about the same but I believe you still have to manage the throttle to avoid overboosting the engine, resulting in higher pilot workload. 252's are
  9. We have a M20K 262, which means it is a 231 converted to the 252 engine by STC. It cruises best at 11.5 gallons per hour, regardless of altitude. With the turbo, altitude is chosen based on winds, clouds, and comfort / turbulence. I use these numbers for real-world flight planning: 155 KTAS at 5,000 feet 165 KTAS at 9,000 feet 180 KTAS at 15,000 feet The plane has the same indicated airspeed all the way up and likes to settle in between 140 and 145 KIAS depending on load and smoothness of the air. When there's a nice tailwind and oxygen in the tank we'll go hig
  10. Lood makes a good point, but it's only half the story. Things can sometimes get ahead of you in any plane, even a 110-knot 172. It just happens faster in a faster plane. In any plane, you have to have the discipline to Aviate - Navigate - Communicate, in that order. It just becomes more critical that you stick to that in a fast plane. First, control your airplane. Need some time? Slow down. Not sure where you are? Level off, stabilize, and then figure it out. ATC confusing you? Ask for clarification, a vector heading, or just say "Unable." More than once while learning the
  11. Rik, I've posted this before. I've found owning a Mooney costs about $10k per year on average. That's $3,000/yr hangar, $2500/yr insurance (2 IFR-rated pilots), $2500/yr annual ($1500 base cost, plus whatever they always seem to find), and $2,000/yr random maintenance. When I say random maintenance, I mean you might have $15k one year, and $500 the next. So it's really an average. That's all before you turn the key for your first flight of the year. Gas is not included. Oil changes are not included. Engine reserves not included. Many find ways to decrease this cost. Owner-a
  12. You've walked into several of the "great debates" of general aviation here. Turbo vs. non-turbo is a topic that has had many threads devoted to it here. I'm in the turbo camp. Once you've flown one, it's hard to go back to a plane that loses power as it goes up. It's not for speed, but for comfort, high altitude takeoffs, and topping weather. You won't probably find a good 252 in your price range, but a nice 231 would be available. Also possibly a 262, which is a 231 with an STC for the 252 engine, which trade for less than a factory 252. Buy your last plane first vs. buy a step
  13. You've just described the airlines. No single-engine piston aircraft fits any of those categories . That's a joke. However, I'll suggest that you do not yet know what you don't know. Keep working on your PPL and instrument rating, and read this site and maybe some other aircraft sites daily. Beechtalk.com is probably the most popular. You are asking the right questions and getting the right responses. Mooneys are great. We've owned a C and a K model. The C was an honest 140 kt plane. The K is an honest 170 kt plane. We owned both at the same time for a while and really compa
  14. I find it odd that some suggest a factory in China today, with today's technology, can't build a Mooney as good as they were built in the USA in the 60's, 70's, and 80's. Even if the USA is the leader still (which is debatable), I don't think China is going to be 30+ years behind us in quality. Those 30+ year old planes are the planes most of us are flying around. Apparently they're good enough, and safe enough. Many of our planes were built before people knew what "the Internet" meant. I say bring on the global marketplace. I want the best airplane anyone can build, anywhere. May
  15. If you really want to sell it, pick the high side of whatever price you think it should bring, then reduce it by 3% every 30 days until it's gone. That's how you find the true market price of anything. Planes, real estate, vehicles, etc. Set a reminder on your calendar. Anything over 30 days at the same price and you're just hoping somebody with more money starts shopping, which is a bad recipe for selling anything you really want gone. Some of those $180k 252's have been on the market for quite some time. List prices are not sale prices. You generally do not now get any mone
×
×
  • Create New...

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.