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Showing results for tags 'M20R'.
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Hello Everyone!! I have owned several Mooneys, starting with a 1984 201, followed by two 252's, two "M" Models and finally my current Ovation and have logged close around 2.300 hours in all of them and flown them everywhere in the U.S and also to see Angel Falls in Venezuela. I found that I could "roll on" practically all my landings in every Mooney except for my current Ovation. I would throttle back approaching or crossing the threshold and then just run the trim in ground effect and they would roll on all the time. This 1995 Ovation has taken me a while to master and I believe that it is because of the slick cowling without cowl flaps making it a bit more tricky to keep the final approach speed nailed as well as the nose not coming up completely after running the trim. Also, the somewhat limited view over the higher glare shield in the 1995 model change the landing "picture" compared to the other Mooneys. I do not use speed brakes on final since I prefer to master the "clean" technique with correct approach speed and believe it "rolls-on" better without them. I did this video on landing the Ovation and hope it helps those that may be interested. https://youtu.be/hnFt4vGmm7s
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Hi Everyone. I purchased a 2003 Mooney M20R last April and during the pre-buy, we noticed mushy left brake pedal on the pilot side. The issue was fixed by bleeding the brakes bottom-up and then at every fitting under the belly where small amounts of air bubbled out. Since then the problem slowly got worse and this annual we decided to figure out the root-cause. Here's a list of what we have performed: 1. Identified that Swagelok B-400-7-2 fitting that connects the plastic tubing coming from the reservoir to the T that feeds to the low side of the Pilot master cylinders. Replaced the fitting and the leak stopped. Flushed caliper up and problem persisted. This probably was a problem but not the root-cause. 2. Removed all 4 master cylinders (pilot and co-pilot) and re-sealed them. Although some seals were worn out the inspection before and after revealed no external or internal leaks. We re-sealed anyway. Flushed the system caliper up both sides but the problem persisted. 3. Checked the calipers, lines, fittings and flushed the system reservoir down, caliper up, applied vacuum at the reservoir many-many times. Problem remained. 4. We noticed that the maintenance manual has different bleeding instructions for a/c with pedals on both sides. We blocked the reservoir, pushed fluid up the calipers with a high-flow fitting and cracked open the fittings at the parking brake manifold to see minimal amount of bubbles. I heard from a hangar buddy that when he replaced his a/c's tire, the two parts of the rim didn't fit perfectly because the valve stem could only fit in 1 of 3 positions. This caused the caliper to be pushed back enough during taxi that the first pump pushed the pads close to the disk and the second press held perfectly, unless he was taxiing faster. There are no visible leaks at all and we're kind of lost here. Any help is greatly appreciated. Thanks
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2000 Ovation Pitot Heat Question Flying in light icing conditions near Rock Springs WY yesterday with OAT -1C I had pitot heat switched on. And the TKS in operation. Everything going fine, the protected areas were clear and ASI normal. But after a few minutes I for some reason happened to touch the area under the panel lower edge just above my left leg. I felt a metal box or bracket that was quite warm, too warm to touch for more than a few seconds, so I guess it was at least 50-60C. I aimed some air from the left vent at the hot spot. A few minutes later and out of the clouds I turned off the pitot heat. The metal cooled off rapidly. i took a picture of the area. It is an aluminum bracket with some electrical component bolted on the top, non-visible side. Anyone know what this is, or have a schematic for the pitot heat? Is it a thermal switch or current sensor? And should it be so hot in normal operations? The part is marked 802338-501 but that is just the metal bracket number.
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Who would imagine that Thursday of Airventure 2023 would be an immensely busy departure day??? I was leaving Oshkosh to go to Oasis Aero in Willmar, MN to get the annual done on my Ovation. ATC was using Runway 27 that morning for all departures and some arrivals while using Rwy 36 for arrivals only. There were more planes coming from the South side of 27 than from the North. A twin Cessna on the South said on the radio that he had been taxiing for 2-1/2 hours and his engines were getting "warm". Shortly after that ATC noted he was having trouble taxiing onto the runway and it was because the twin had a "dead engine". Ughhh!!! It took me 1 hr and 40 min since engine start on the North side to takeoff. Fortunately CHT's were OK but oil temp was slowly creeping up .... ATC managed the volume of traffic superbly always being jovial and professional at the same time. Quite a few rapid fire instructions along the way. Enjoy the rapid fire ATC!! Chris
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I just did a non-stop flight in my Ovation from KBDH in Minnesota to KFHB in Florida in 5 hrs and 47 min. Flew at 15,000 feet blessed by a nice tailwind and running Lean of Peak. TAS was 163 kts, Fuel Flow 10.2 GPH at wide open throttle (16.9" MP) and 2400 RPM. Ended up using 65.7 gallon for the whole trip. Mooneys are fantastic travel machines!! Without winds flight would have been around 1 hour longer: ~6:50. I have done a few other non-stop flights with a crosswind (negligible head or tailwind) as well in 6:50. Running lean of peak allows for quite long legs at altitude! Here are a few panel pictures taken at the same time during the flight. Video coming sometime soon....
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Flew to Oshkosh from Northeast Florida with a fuel stop in South Wisconsin for lowest priced fuel in the area and close to 1 hr flight from there to Oshkosh. Total time from takeoff in FL to landing at Oshkosh was 6 hrs 50 min and around 84 total gallons of fuel having run the engine lean of peak. Had headwind all the way and some convective Sigmets to thread through. The weather in Wisconsin was close to MVFR due to significant haze from Canadian fires so controllers had Fisk approach set up with 2 NM in trail rather than the published 0.5 in the NOTAM. Great flight with awesome controllers!!!
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Had filed IFR for flight between Lake City and Fernandina due to bad weather with thunderstorms along the way. Turns out I ended up in a valley of VFR where it was quite smooth. Had a really nice surprise when I heard a friend who is a controller with Jax Center on the air who then gave me my clearance. Upon arrival at destination found myself a bit fast and a touch high turning base to final so decided to use a slip to lose altitude rather than speed brakes. Fun flight!
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I had an unexpected pitch up command by my GFC500 autopilot as I was about to cross the intermediate fix to an RNAV approach. Was it an autopilot or a pilot error? Watch the flight and slow motion replay for the answer. Corrected unexpected pitch up and completed approach landing in strong gusty winds.
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I went to Sun n Fun a couple of weeks ago during the middle of the week. On the way there I had hoped to be able to arrive in IFR conditions for a first time to either Oshkosh or Sun n Fun with an IFR approach. But…. Ceilings lifted to MVFR and had to find a hole to get below clouds and then end up going to hold at Lake Parker due to a T6 (?) having a gear collapse on landing closing the airport for one hour. This is the departure video where we end up with our heads on a swivel watching for busy traffic after takeoff. My buddy is an experienced pilot and he was definitely watching for traffic. Great guy!! Enjoy! Chris VERY BUSY Sun n Fun 2023 Fly-Out!! Head on a swivel!!
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I was on an "escape" mission from a major front chainsawing across North and Northeast FL to get back to home base. In the process ended up flying through a band of extreme rain (but thankfully not a thunderstorm) and then had an intermittent stuck mike for the rest of the flight while dodging weather, etc. A lot of you might wonder why I did not use a handheld. I actually always carry one in my flight bag. It's an older version of an iCom and I have adapters to connect with my BOSE LEMO plug as well as an antenna connector to plug into a jack below the panel that connects to COM 2 antenna. I started to assemble the spaghetti but found myself interrupted by further weaving and dodging as well as responding to ATC. A bit too long to put together for a relatively short flight (less than 45 min). I just kept on flying.... A bit of a stressful flight When you watch the video you will be just as annoyed as I was by the constant intermittent stuck mike!!! Chris
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LIFR conditions on the coast with conditions deteriorating due to sea fog to roll in a few hrs. Unlimited ceilings some 20 nm inland and VFR at destination. Runway looked clear from the air, but on the landing roll-out saw some deer running along the left side of the runway. You should increase the brightness of your screen and then you should be able to briefly see the deer as well as the whole video better. Enjoy!
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It was a perfect day to do practice approaches in actual IMC since ceilings were between 800 ft and 1500 ft around the area. Filed for a "round robin" flight noting in the remarks that I wanted to do practice approaches into KBQK and KJAX. Well..... you can't always get what you want! The Jax approach controller was superb handling all the traffic. Non-stop coms! Enjoy! Chris
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This is my first night flight after having installed a GTN750 Xi to replace 530W, GFC500 to replace KFC150 and GI275 EIS to replace Insight G4 and all other engine gauges. Also changed glare shield lights to green LED's. I had done a couple of previous flights in daylight to work out some bugs and it was ready for a night flight! It was a perfect night to fly: smooth air and stunning sunset that I "chased" flying West. Also had a really nice night landing with the new LED runway lights at 15FL. Enjoy!!
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I have an out of town friend who is deep into Microsoft Flight Simulator with the latest and most powerful Nvidia graphic cards, processors, dual big screens and even VR. In it he flies big iron and also has installed the Mooney Ovation sim into it since he has been inside my plane on the ground and really likes it. His last flight in the Ovation Sim was a trip around Chilean airports. Has flown commercial but not in a small plane and never had the opportunity to actually handle the controls in any type of plane. So.... I took him flying when we could coordinate our schedules. Unfortunately it was a very windy and gusty day. Even at 5,500 ft it was fairly bumpy. I handed him the controls at that altitude and he did very well. Of course it was not the same experience as in the sim!! Landing was "interesting" Chris
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Hello everyone! I am posting the video of a really nice flight I did with my daughter and her boyfriend over the Hudson, across Manhattan over N. Central Park, and back down the East River using the Skyline Route in Class B airspace. It was a first for all three of us as well as the first time for Chris flying in a small plane. NY ATC was just amazing as well. I also had Chris fly for a bit to get him enthused. Flew out of Lakewood, NJ which was a great airport as well. Quirky winds though which almost always seem to be crosswinds from every possible direction... Enjoy!! Chris
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Who is worried about the future of general aviation internal combustion engine aircraft? I have concerns about what the future holds with regard to avgas burning light craft. The two biggest concerns are what will the future valuations look like if fuel prices rise dramatically and also the cost of operation. Car manufactures are pivoting to electric at a rapid pace with HUGE agendas for close to total electrification by 2030 for many. Both GM and Ford (among the other big guys ) are really rolling out the agenda. Will governments push their populations into car electrification by huge gasoline fuel prices increases with knock on effects for light aircraft? Will existing internal combustion light aircraft give way to newer electric aircraft, with an off the cliff dive of light aircraft prices as demand dries up? Interested in any informed predictions and timelines...
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I have always “felt” that speed brakes might increase the stall speed in a Mooney. However, never really read anything specific nor does the POH publish any stall speeds with the speed brakes deployed. So, thought I would take to the skies and do a “test” flight. I was a bit surprised and now believe I understand their effect better. Stalls in a Mooney Ovation - effect of weight and speed brakes.
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After loss of pitot input the IAS "red-x'd" on my dual GI 275 installation. I had the opportunity to test various failure considerations I had been thinking about to evaluate how the AHRS (attitude indicator) would perform. Would it "red-x", tumble or drift? The failures were equivalent of having lost alternator and battery and therefore shutting down the panel as well as causing the pitot tube to freeze in IMC. Would the GI 275 AI survive? Chris
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Since my Mooney is going for an annual by the end of this month I flew up to 11,500 feet to perform "in-flight engine diagnostic tests" as recommended by Mike Busch and SavvyAviation. The tests I did were the GAMI sweep to confirm my GAMIjectors were performing as expected and also a LOP mag check to evaluate the ignition system. In the video I show part of the "sweep" and the LOP mag check and then go on to show how SavvyAviation displays the data collected by the engine analyzer. On their site one can toggle through GAMI sweep views as well as Mag check views. If you subscribe to their service they will also give you a detailed report of the findings. I also show what the report looks like. CK
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I was asked in a PM whether the active leg of a hold was displayed in the GI 275 while also displaying it on the GNS 530W and if it was flown correctly by the autopilot.My setup is a GI 275 ADAHRS+AP as primary ADI and a GI 275 ADAHRS configured as MFD/Standby ADI. They are connected to the GNS 530W and the ADAHRS+AP unit drives the KFC 150 autopilot. They work perfectly together and will fly a hold and course reversal without any issues.This video shows them in action. Regards, Chris Koppel
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This video shows how the dual Garmin GI-275’s perform superbly in an RNAV approach into KFHB in low IFR conditions getting me down to minimums. The scan is easy and clear. Horizontal and vertical deviation indicators on both the ADI and HSI are clear and easy to fly with. The KFC 150 autopilot is driven perfectly by the top GI-275 (ADAHRS+AP). Just remember to put autopilot in APR mode once the Navigator (in my case a 530W) shows an approach mode such as LPV!!
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