MagicCarpet

Yes, someone will be very happy with it. It flys good and is well maintained. My wife broke her back last year and can't get into the Mooney anymore. Also have grandkids I want to take on trips, so I bought the Aerostar to fit everyone and GO FASTER!!

I bought an Aerostar 601B.

Lopresti Cowl, LASAR mods, many other upgrades and new components, fresh Annual Feb 2014. 2003 MAPA Best in Class Award. See it on ASO. http://www.aso.com/listings/spec/ViewAd.aspx?id=151994

Sorry Byron, any logical reply would be countered an infinite number of times with incessant argument until concession. I don't have the cycles. Later man, much later.

What a great bunch of folks. Let's see: 1. The Lycoming Operators manual shows full throttle and 2700 RPM with no limit, and operations up to 6 or 7" "oversquare." Also, at or below 75% power, operation at Peak EGT is recommended. They built the engine." 2. "Sorry, Carter. I fly my O-360 ROP, but there's no need to climb your Mooney with reduced power." ... "Read your Owners Manual and the Lycoming book. . . ." 3. "I'm sorry but these two statements seem really ignorant to me. ..... "Now as for the first comment, that seems really out of place on our machines." 4. "Quote of the day top honors..." "That builds camaraderie." Wow, you guys are really special. What a great blog you guys have going here. You can have it. Cya.

I expected you folks to jump in... Rules of thumb that can be used in flight are usually based upon fact. Here's the quote's from my operators manual: Take-off and climb: 1. Apply brakes to stop wheel rotation 2. Retract the gear 3. Reduce the propeller rpm to 2550-2600 4. Retract the flaps 5. Establish climb-out altitude. . . . . The next paragraph states the following: .... Recommended power setting for normal climb is 2600RPM and 26 inches manifold pressure. For cruise, my aircraft manual states the following: "To obtain best power setting (maximum airspeed) setting, lean to peak temperature and then enrich the mixture until the indicator shows a 100 F drop." Here is what my Lycoming Engine Operator's manual states: "On engines with manual mixture control, maintain mixture control in 'Full Rich' position for rated take-off, climb and maximum cruise powers." "Maximum Power Cruise. The engine must always operated on the rich side of Peak EGT...." Section 3, 7.c.1 "LEANING TO EXHAUST GAS TEMPERATURE GAUGE" a. Normally aspirated engines with fuel injectors or uncompensated carburators (1) Maximum Power Cruise (approximately 75% of power) - Never lean beyond 150 F on rich side of peak EGT unless aircraft operators manual shows otherwise. Monitor cylinder head temperatures. I use 3000 MSL as an altitude to start worrying about leaning. Above that altitude I'm going to cruise for a while and not change altitudes therefore no frequent changes in engine conditions (temps). As I mentioned, my plugs are always a good color with no fouling, my compressions are good, bore scoping shows the cylinders have no abnormal wear, and the oil analysis results from the lab returned "Normal". Maybe you should read your manuals again.

I feel that you folks might be overcomplicating it. I've had my bird for almost 11 years and she is still running strong. I got my license in 1980 in a Cardinal with a 180 HP engine, and the engine technology has not changed much. My old CFI at that time (Clarence Hart) taught me how to treat these engines. With my I0-360 A1A Taxi... lean such that the engine idles well but any more leaning will cause rough operation. This will vary on airport elevation. Takeoff... firewall forward on all knobs, however, if taking of from high altitude airports, lean properly before brake release. Rotate... at positive rate of climb (~50-100ft AGL), 26 squared keeping needles out of the Red lines. Climb to desired altitude at 26 squared, monitoring and adjusting RPM as necessary to stay out of RPM Redline. As you climb, MP will drop staying below RPM. At level off... below 3000 ft. leave mixture full in. Above 3000 ft. lean to 100 Deg. ROP. Lean only above 3000 ft MSL. You may find that this is the manufacturers recommended procedure as well. If you want to play with any other parameters to save 1 or 2 GPH, go ahead. It's not worth the risk of damaging your engine. There is no secret here, the technology of our engines has been around for decades, there is no new secret. Treat them the way they were designed and you will make it to TBO without any problems. You LOP guys can play with this all you want, for the sake of experiment. But you must have GAMI injectors, adding a possible a degree in Mechanical Engineering in engine technology and maybe even have worked for Lycoming for a while to learn their engines. I'll keep flying my bird the way she was engineered and built by some really smart guys in the late 60's (67 M20F). She has taken my family and myself in and out of goo weather and places for almost 11 years and I never worry about the airframe or the engine because I don't alter her fundamental dynamics as orginally designed. At each annual I get complimented on the cleanliness of the engine (internal and external), the cleanliness of the spark plugs, and the compression ratios are still strong. The engine has no leaks, is very strong, and gives me a very comforting feeling when I'm flying in the crap because I know she will deliver. Fly safe and stay within your and your aircraft's parameters... Carter 6460Q - '67 M20F ATP, CFII, MEI, CFI-H CW4 USARNG (Ret.)

My bird used to burn 1 quart every 3.5hrs. I keep the level between 6 and 7 quarts. Higher than that blows overboard. I reduced the oil consumption by making the the oil breather hose longer, putting an extra loop in it. A sharp A&P showed me that one. This prevents any oil from directly overflowing out the vent tube. The extra loop fits nicely on top of the other things. My oil consumption dropped to 2.5 every 3.5 hours, which is normal for my bird. Oil analysis from the lab shows normal range and compression ratios are still excellent, and plugs never foul (I lean on taxi and at long idle). Hope this helps.

Kewl. Don't mean to pry. Good luck. Here for help if you need it. Cheers. Carter

Jetdriven comments on everything. 3100 posts? Gawd.

Hmm. Also, I recommend that you have the developer export the data from the database to a flat file before any migration efforts in case something goes wrong. If something does go awry, the data will be preserved in an external file. The worst case scenario would be that the site is offline for a few days while you rebuild the database from the export. I would also recommend having the developer extract the email address, login name, first name, and last name of each member so that you can contact them outside of the site if the site is down longer than expected. A good bulk email address tool is Atomic Email Sender ($80). I use it and it is very good. Carter

Ok. No problem. You moved quickly. If it gets too expensive let me know. You can move it again if necessary. My server is LAMP based as well (Linux, Apache, MySql, PHP). My server will always exist and be available. Cheers. Carter

I can help you. I have a Linux server that I use for hosting my stuff and I'm an IT professional that could probably migrate your stuff as well. My server is hosted by a company in Boston since 2006. It has been running for three years between reboots. Very reliable company and a reasonably powered server. It cost me $1500 a year to keep it going. I can donate my time and the server but we would need to talk about the details of migration and future support. Looks like your site is a Cold Fusion BBS and would need to be converted to MySql. Do-able, but will require some coordination and thought. Any Paypal funds collected would be great to offset my effort, but with no minimum. We can try it out in Beta mode while leaving the original site running to see how it works. For you to validate me, the sites below are hosted on my server. There is plenty of processing power remaining to host this small site. www.cknowledge.com - my business site www.goairplane.com - my aircraft scheduling site www.theacousticburgoo.com - my daughter's band Let me know. Contact me personally at clw@cknowledge.com Carter Wright Oracle Database Engineer for a living 67 M20F - N6460Q ATP, CFII, MEI, CFI-H CW4 USARNG Ret.

Air Parts of Lock Haven rebuilt by original fuel gauges. Good shop. I will be sending my Fuel Senders from one of my fuel tanks to them soon for rebuild.

John, You still trying to sell parts of your 67F, including the RayJay?

Sweet! Most excellent commentary!

Works for me. Carter N6460Q 1967 M20F with every speed mod you can possibly buy ATP, MEI, CFII, CFI, CFI-H CW4 USARNG Ret. OH-58 AeroScout IP UH-1H IP C-26 Driver

Oh yeah, I forgot to mention, every one of my landings is always perfect. Not. I've got 1,000 hours on my Mooney, and 3,000 in other stuff and every landing is new one. And as we used to say in my Military flying days when things got tough "if takeoffs equal landings, you're good-to-go".

I won't be too critical. Can't tell a whole lot from a YouTube flight. Although speculation could abound. First attempt he was flaring over 90kts and enjoyed ground effect. Second attempt was a good save since you can see he was above Vle until established on Base (by the fact that he didn't drop the gear until then) and was able to slow it down by the time he got over the numbers, which explains the touchdown further down the runway.

Looks like he made the right decisions. He didn't prang it and executed a go-around. In my Mooney, I'm over the numbers are ~85 and go from there. If I have 7000ft. of runway, I may extend my float down further to get near the taxiway to pull off instead of taxiing a long way and tying up the runway.

True math, but pretty cool still. Reminds me of the Mooney Mustang, very cool airplane but had some limitations. Besides, if you weren't a fat ass weighing 240 you could put more stuff in it too! Hah!

220kts * 3 hours = 660nm, tight cabins in a Mooney? Yes. Anyone know what the weight overhead is for the water cooling? I think 50-60lbs. over a standard IO-550?

It is considered Experimental? I think it is very cool too. Most people have no more than a 3 hour backside.

Anyone know about this aircraft? http://www.aircraftmerchants.com/cf/acDetail.cfm?AircraftId=AF4ED3BD-EB93-4D07-A7B1-108F46178B90

Visual every time. Fuel Sample every time. As we say, there are Old Pilots and Bold Pilots, but there are no "Old, Bold Pilots". Also, never rely on fuel gauges, always rely on your calculated fuel burn rate and time of flight. Gauges may fail in flight, but if you visualized that you had 5 hours of fuel before you took off, and you started your clock at takeoff, with a two hour flight, you know you are good-to-go. Still flying. Carter ATP, CFII, MEI, CFI-H U.S. Army Aviation (retired and still flying)