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Everything posted by Bob_Belville

  1. David, yes indeed we'll be interested. On my most recent flight - 3 hours at 11,000', OAT -2C, CHTs averaged 338/313/354/313. It is normal for my starboard side cylinders (#1&3) to run 25 to 40 F hotter than the port side. Looking forward to what effect your baffling has on that imbalance. And on OilT. FWIW, Gami spread was 0.1 and EGTs avgs were 1429/1400/1423/1430. (A slight difference in EGT location would explain #2's slightly cooler temp I suppose. The EGT peaks were similar 1485/1450/1479/1483.)
  2. o-360 overhaul

    To each his own...
  3. Ned, I don't know how that happened. The avionics shop followed their protocol and set the Aspen up in miles. I guess I have a case of out of control hangar gremlins.
  4. I normally fly at 8 or 9000 but the winds were so strong I flight planned for 11 expecting a little more push. In hindsight I might have gone on to 13,000 just because we were breathing O2 and to see how the Mooney would do. TAS was awfully good at 11,000, making 66% before I leaned to 8.3 gph LOP. At 13 ATC would have let me go more direct around Washington and possibly New York's Bravos.
  5. Here's my reference base line from today's flight. 11,000', -2C, MAP 19.7 (RAM Air open), 2560 RPM, 8.3 gph, ~62% power, ~ 100# below gross, 153 ktas.
  6. Looking to Buy Mooney M20F or J

    I use Garmin Pilot. The downloads are automatic to a smart phone and tablet. When I start the engine and turn on the GTN the latest navdata, charts automatically load from the smart phone via the FS 510. Sweet.
  7. Pristine 1975 M20F Available

    · Agree (re. engine from .doc:) MID-TIME ENGINE (2000 HR TBO), GREAT COMPRESSIONS
  8. Looking to Buy Mooney M20F or J

    For the 5 peak years - 1964-68 the factory average just under 700 planes per year. 3482 by my quick count. By the end of next year all of those plus the ~1600 built before '64 will all be at least 50 years old. I don't know how many might still be flying. By comparison, the first two years of the M20J, ('77, '78) saw 377 and 380 produced. J production never hit 200 in any year after that, in fact from '83 until the last year it was offered (1998) the J never hit 100 and was usually under 50.
  9. Looking to Buy Mooney M20F or J

    Au contraire mon frère, they do update themselves. (My preteen daughter used to make $5 every other week filing Jepp chart updates in six 2" binders. She's now 44 and is the senior staff attorney for a court of appeals judge in Atlanta so I've lost my cheap labor.) I now have approach plates on 4, count 'em 4, devices connected via a FS 510 and updates are automatic from my smart phone or tablet to the GTN.
  10. Looking to Buy Mooney M20F or J

    Not so, closer to 50%. Production rates were the highest in the mid '60s. I count over 5000 M20s built through the 1968 model year.
  11. Looking to Buy Mooney M20F or J

    Approach plates? Sectionals? How 20th Century.
  12. Speaking of vacuum steps-

    I used to dread that little field, 2900' x 50', not well maintained, with lots of trees all around. Landing uphill to the East, taking off to the East helps.
  13. Speaking of vacuum steps-

    I am that old man though I could get by w/o the step if I had to but Nancy is kinda old herself with one knee replaced and the other one in need of replacement.
  14. Began the day VFR pilot, ended up Instrument Rated!

    Actual IMC is much easier that flying with a hood. But it is somewhat different. You'll be great at it.
  15. o-360 overhaul

    I'll speak to a couple of points. I have a short body 1966 M20E, (same cabin as the M20C with a 200 hp IO360). These 50 year old airframes are very salable. Mine, which has quite a few mods and decent avionics, will go on the market for north of $90k when I'm ready to retire from flying unless I get to keep it long enough to run out the engine. And contra Andy's hyperbole, unless the pilot is over 6' tall with a 36" inseam the back seat is at least as comfortable as an airline seat. The pics are not from "30 minute flights" in fact the one with 2 ladies in the back was to Jackson TN, over 3 hours each way. The one with @mooneygirl, and @AGL Aviation's Lynn Mace was from Kerrville to Longview. You'l note that Lynn, a full sized adult, is sitting in complete comfort behind me for a 2+ hours flight. (Al Mooney was tall, particularly for the time he lived. Mooneys are one of the tougher planes in its class to enter and exit but one of the more comfortable once you get in your seat.
  16. I may have posted this before, it's been nagging at me for a very long time. For my 1966 M20E: the bottom of the white arc on the ASI is 55 knots (63 mph). This agrees with the "FAA Approved Airplane Flight Manual" Issued Dec. 3, 1965. But there's a chart in the "Owners Manual" that is labeled "stall speed vs. bank angle" (gross weight, IAS, power off). That chart shows stall speed with zero bank and full flaps as 57 mph = 50 knots. What's the difference?
  17. The bank angle chart that is pasted on page three of this thread includes an example at the bottom which is essential an aid to reading the chart. It in fact lists "gear down" as one of the conditions. The speeds - IAS and CAS, match the chart.
  18. So much blather about bladders, and I thought Master Mooney CFIIs knew everything!
  19. Speaking of vacuum steps-

    Visible? I discovered that the step servo had failed when a friend posted this clip...
  20. Thanks for that! Lawyer, huh. Just like my JD kids... argue the law if it's on your side or argue the facts, logically of course, if that is where you need to come out. Facts: on one of the pages you didn't get to (page 3, about 1/3 down) is a chart pasted by@mooniac15u that shows, for a J I think, that CAS and IAS were only 0.5 knot difference at the bottom of the speed chart, with full flaps, gear down. Obviously 0.5 knots difference between CAS and IAS does not explain the question in my OP. I Do not believe CAS/IAS is anything more than a rabbit hole in trying to understand the difference that occurs, as it turns out, with several (most/all?) models. Law: perhaps I missed it, but I don't think that anyone has found an official (read legal) definition of the bottom of the white arc and it's relationship to Vso. Misdirection? You may well be right, but I'm not so sure the stall speed changes with gear position. I'd be interested in BCV. (The same question could be asked for speed brakes which logically might be expected to change the wing but I don't think they do.) Keep those cards and letters coming. There's an answer out there somewhere - even though Mikey Miles has retired and Bill Wheat has gone on to his reward. (I asked a PPP CFI friend. He really didn't have an answer. I don't know if @donkaye has seen he thread. @mike_elliottmay have weighed in, I don't recall. Other Master CFIs, DPEs?
  21. Electronic Fuel/boost Pump

    I'm not so sure that the "boost" pump is that fragile. We do use it to drain the tanks. And importantly it might have to run as a backup to the engine driven pump, see a previous post where someone described a failure of their primary pump. I am assured, though I can't confirm that on the Weldon site, that the electric fuel pump on my E is rated for continuous operation. I suspect someone here will know for sure. My notes are that I have a Weldon 8164. (The Weldon site lists an 8164-A but that's a 25 gph, 5.0 psi, for M20C, D, G. It list 18020-A as their M20E pump - 35 gph, 25 psi.) But, I routinely use the pump for pre-start and take off only, probably 2 minutes per flight.
  22. Began the day VFR pilot, ended up Instrument Rated!

    You'll be a great instrument pilot, thorough, serious, highly skilled, and always learning something new. I look forward hearing about your adventures in the clouds and your continued saga to CFI. Congratulations from Nancy and me young lady. See you in Madison!
  23. Strip & Seal Fuel Tanks

    That's true. STC covers all the vintage and Js... I'm not sure about Ks. @M20Doc, I suppose the reason is that those were the only models existing when the STC was obtained. I don't know if there would be enough market to justify extending the STC to later models... of course the long bodies have greater capacity, I don't know how much work that would be to certify.
  24. Strip & Seal Fuel Tanks

    Dreaded bladders? Dreaded bladders? I just received the kit from Griggs to extend my O&N bladders (installed 1997) to 64 gallons. (@kpaul Each 5 gallon bladder is labeled 2.5 pounds.) We'll be doing the install as well as the CiES level sensors right after Thanksgiving. I expect it to take a week. In my hangar while JPI is updating the EDM for the CiES. My point: the bladders will likely outlast the pilot and the airframe. Bladders can be installed by many shops, near home, in less time that reseal, and all in, including travel, price competitive.
  25. Insurance

    Low retract time will be an cost issue for a year or 2. You might want to contact some other brokers. Falcon in TX knows Mooneys. Avemco does not uses brokers and will give you an immediate quote. It would not usually be the lowest but it would give you a cross reference. Some underwriters stay away from segments of the market that others specialize in. Your obscene quote is probably a polite(?) way of saying go away kid.