M20K foreflight performance profile

[jclemens]

I figured with this many Mooney drivers in one place, there must be a M20K pilot that wants to share his performance numbers for Foreflight aircraft setup.  I left the POH in the plane at the hangar so I pulled these settings out of my, er, umm, off the internet   Love to hear what others have found works for them.

Taxi/Takeoff Fuel Use: blank

Climb TAS: 100

Climb GPH: 22

Climb FPM: 800

Cruise TAS: 175

Cruise GPH: 12.5

Descent TAS: 200

Descent GPH: 9.5

Descent FPM: 800

[kmyfm20s]

 If you keep playing with that plane your going to end up keeping it!

[jclemens]

I get bored with them all eventually and move on to something else.  Besides, my Bonanzas still faster....

[cnoe]

Flown an Acclaim lately?

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[jclemens]

Sadly I have not had the opportunity to fly in an Acclaim.  I have worked on several though and I am sure they are great aircraft.

[Shadrach]

1 hour ago, jclemens said:

I figured with this many Mooney drivers in one place, there must be a M20K pilot that wants to share his performance numbers for Foreflight aircraft setup.  I left the POH in the plane at the hangar so I pulled these settings out of my, er, umm, off the internet   Love to hear what others have found works for them.

Taxi/Takeoff Fuel Use: blank

Climb TAS: 100

Climb GPH: 22

Climb FPM: 800

Cruise TAS: 175

Cruise GPH: 12.5

Descent TAS: 200

Descent GPH: 9.5

Descent FPM: 800

175kts seems lousy for where that thing was designed to fly.  I would think it would be a 185kt bird 16,000ft and 200+ above 20,000.  What type and how fast is your Bo?

Edited January 15, 2016 by Shadrach

[cnoe]

Sadly I have not had the opportunity to fly in an Acclaim.  I have worked on several though and I am sure they are great aircraft.

Also sadly, me neither. Some day...

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[jclemens]

I used 175 because I set my default altitude at 14500.  POH shows 176 Kts @ 75% power at 14k.  It goes to 182 @ 18K.  That's about as high as I intend to be for now.  Until I get some time on this bird and gain some confidence in it I am not going to venture into the flight levels.  I haven't even used the O2 system in flight yet.  Plan on getting it up into the high teens this weekend though, if everything works out.  The Bo is a highly modified 520 powered N35, its 185 knot airplane at 7000 feet if you want to burn the gas.  This Mooney will be faster above 18K.  Actually with the intercoolr and the wastegate you could go a lot faster, as long as temps stay in check.  That is yet to be determined.  We completely rebuilt the baffle system, CHT's were fantastic on the first flight.  I only made it up to 8500 feet though.  

[wpbarnar]

I use somewhat similar performance numbers in ForeFlight.   This is what works for me when my K is flown in the mid teens.  

Climb TAS: 100

Climb GPH: 25

Climb FPM: 850

Cruise TAS: 175

Cruise GPH: 12.8

Descent TAS: 190

Descent GPH: 10

Descent FPM: 700

[stormflyer]

Any other ForeFlight Performance numbers for 81 M20K that owners care to share?

Thank you!

[carusoam]

Storm, the pic in your avatar looks more like a modern M20D for some reason... 

I think there may be a more modern discussion regarding FF numbers...

Don’t know if an M20K is in there, but worth checking... how many places the data may exist...

Best regards,

-a-

[jlunseth]

My comments:

Climb TAS: 100

Climb GPH: 22

Climb FPM: 800

Cruise TAS: 175

Cruise GPH: 12.5

Descent TAS: 200

Descent GPH: 9.5

Descent FPM: 800

I climb at at TAS of 120 and a rate of 500 fpm, easier on the engine for cooling and on passengers' ears. The plane can climb at 800 but it is working hard to do that for a sustained, long climb, such as a climb into the flight levels and you probably could not keep that rate going, esp. during the summer. At some point the CHTs would be getting too high and you would need to reduce the climb rate and increase speed to compensate.

Cruise TAS is ok but it varies a great deal with altitude and the day. Roughly speaking, 150 kts at 6000 MSL or below, 155 up to around ten to twelve, 160 at twelve, 165 in the teens, 170 up to about 14-16 and 175 above that. Your fuel flow is right in the red box though, at or slightly rich of peak. The POH may say to operate there, but that is not easy on the engine. I choose between two, a LOP setting of 11.0 (I use 11.5 for fuel calculations, and I get the same or greater speeds than ROP up to somewhere in the mid-teens where there is too much heat, and a ROP setting of 13.3 (I use 13.5 for fuel calculations). Descent TAS is about right, varies quite a bit with altitude. I use 500 fpm on descent. That one is important for passengers' ears. I am a diver, I can clear my ears under just about any conditions, but passengers not so much. I fly Angel Flights and those passengers in particular I protect.

My LOP setting is 34" MP, 2450 RPM, 11.1 fuel flow. I watch the fuel flow and the TIT, and reduce or increase fuel flow just a few tenths as the TIT allows. If TIT goes over 1600 I reduce fuel flow. When reducing fuel flow no longer keeps TIT under 1600, as at higher altitudes, then it is time to fly ROP. (I probably have some baffling leaks).

My plane is a 231, a 252 with its better cooling, or an Encore with 10 more HP, would do a little better.