Check ride

[N5756v]

Passed on Saturday , moony cfi will be here on Tuesday night and we start training in the 231k on wedsday morning for as many days / hours as it takes . I am so happy 

[Oscar Avalle]

Gary,

Congratulations!!! 

[N5756v]

Thanks , it's been an adventure !!!

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[carusoam]

Congrats.

Where are you doing the K training?

Best regards,

-a-

[N5756v]

My instructor from a part 61 school is flying up and we will be doing it out of KLBL in Kansas

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[jlunseth]

You will love the 231, it is a sweet plane to fly.  My PPL instructor taught me a "GUMPS" acronym when we flew Warriors and the acronym works perfectly for thew 231.  LCB GUMPS, which is Landing Light, Cowl Flaps (closed) Boost Pumps (Check Off, they are never on in flight except for an emergency) and the rest you probably know, except now there will actuallly be an Undercarriage to deploy, a Mixture to adjust and a Prop to put at max.

On the mixture, you will figure out how it works eventually, but I find I have to kieep the mixture lean on landing or the engine "burbles."  It is set up rich to cool the engine when you climb, and generally runs rich at idle also unless you lean it out.

Oh, and don't ever make the mistake of leaning for takeoff or climb.  full rich only.  If you have b een flying an NA trainer you were probably taught to lean as you climb.

[Samurai Husky]

Excellent job! was it harder or easier than you were expecting? 

[N5756v]

NA trainer ? I used a 172 for my training so far , I hope I love it I have owned it a year and have only ridden in it 5-6 times .

The annual is do at the end of this month hoping for a good one . I have to call Don Maxwell and see what his waiting list looks like . Last year I think was the first year he did not do the annual in like 14 years I think . Looking forward to learning LCB GUMPS .

Going to be studying the POH for the next couple of days until the instructor get here .

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[N5756v]

Well I had busted one before so I was probably over prepared this time if that's possible, I think from my limited exp I think it's easier because they can't ask you all that you learned , seems like they just want to touch on enough to make sure you do have it all in your head . A ppl is only a license to learn even more seems like it

[salty]

Congrats!

[jlunseth]

8 hours ago, N5756v said:

NA trainer ? I used a 172 for my training so far , I hope I love it I have owned it a year and have only ridden in it 5-6 times .

The annual is do at the end of this month hoping for a good one . I have to call Don Maxwell and see what his waiting list looks like . Last year I think was the first year he did not do the annual in like 14 years I think . Looking forward to learning LCB GUMPS .

Going to be studying the POH for the next couple of days until the instructor get here .

Sent from my iPad using Tapatalk

Normally Aspirated.  Your 231 can make 100% HP all the way to critical altitude, which will be 14,500 - 22,500 depending on your engine configuration (Merlyn wastegate creates a higher CA).  Since you are making 100% HP, there is no need to lean during the climb and just the opposite, the CHT's will get very hot very quickly.  The engine needs full rich to stay cool.  One of the first mistakes I learned not to make in my 231.

Also, you don't firewall the throttle on takeoff like you did with the 172.  The engine will overboost.  You put in about half throttle, let the turbo kick in (you can feel it), then advance the throttle to make your needed takeoff MP.

Best of luck.

[kris_adams]

Way to go!  Love these stories!

[carusoam]

JL is a plethora of knowledge for the operation of his plane's TC'd engine.

He has written about it often.  You can find his writing saved in his archives.... (Or just search for it)

Best regards,

-a-

[Samurai Husky]

14 hours ago, N5756v said:

NA trainer ? I used a 172 for my training so far , I hope I love it I have owned it a year and have only ridden in it 5-6 times .

The annual is do at the end of this month hoping for a good one . I have to call Don Maxwell and see what his waiting list looks like . Last year I think was the first year he did not do the annual in like 14 years I think . Looking forward to learning LCB GUMPS .

Going to be studying the POH for the next couple of days until the instructor get here .

Sent from my iPad using Tapatalk

Wait, You owned your 231 for a year and just PPL'ed?  or am i misreading that? 

Also; keep me updated on your conversion process. I plan on going through the same thing eventually and it would be good to hear the progress while its still fresh. 

[chrisk]

Congratulations! 

The 231 is a great plane and very capable.  The very first thing you will learn is you can't push the throttle in all the way on take off.  Then you will need to learn about descent planning.   16,000 feet to sea level takes 32 minutes at 500 feet per minute.  And you want the engine running producing power to keep it at operating temperature.    You might need to start a descent 80 or 100 miles from your destinations.  I will also encourage you to look at the performance charts in the POH.  Don't expect to operate the pane at 100% power, except at take off.    Notice most of the charts stop at 75% power.   You can also get large variation in the range, depending on the power settings.

And just remember a few things from ground school.  To go above 18,000 you need a clearance.   Above 12,500 you need O2 (and this is nothing to fool with).  

[N5756v]

8 hours ago, N5756v said: NA trainer ? I used a 172 for my training so far , I hope I love it I have owned it a year and have only ridden in it 5-6 times .

The annual is do at the end of this month hoping for a good one . I have to call Don Maxwell and see what his waiting list looks like . Last year I think was the first year he did not do the annual in like 14 years I think . Looking forward to learning LCB GUMPS .

Going to be studying the POH for the next couple of days until the instructor get here .

Sent from my iPad using Tapatalk

Normally Aspirated.  Your 231 can make 100% HP all the way to critical altitude, which will be 14,500 - 22,500 depending on your engine configuration (Merlyn wastegate creates a higher CA).  Since you are making 100% HP, there is no need to lean during the climb and just the opposite, the CHT's will get very hot very quickly.  The engine needs full rich to stay cool.  One of the first mistakes I learned not to make in my 231.

Also, you don't firewall the throttle on takeoff like you did with the 172.  The engine will overboost.  You put in about half throttle, let the turbo kick in (you can feel it), then advance the throttle to make your needed takeoff MP.

Best of luck.

Yea no Merlin waste gate , lots to learn for sure . I am sure it's going to be a long week for me but I have the instructor until I get it so that's a good thing

[N5756v]

14 hours ago, N5756v said: NA trainer ? I used a 172 for my training so far , I hope I love it I have owned it a year and have only ridden in it 5-6 times .

The annual is do at the end of this month hoping for a good one . I have to call Don Maxwell and see what his waiting list looks like . Last year I think was the first year he did not do the annual in like 14 years I think . Looking forward to learning LCB GUMPS .

Going to be studying the POH for the next couple of days until the instructor get here .

Sent from my iPad using Tapatalk

Wait, You owned your 231 for a year and just PPL'ed?  or am i misreading that? 

Also; keep me updated on your conversion process. I plan on going through the same thing eventually and it would be good to hear the progress while its still fresh. 

Yep just under a year , I bought when the right mooney came along then got sidetracked a few times

[N5756v]

Congratulations! 

The 231 is a great plane and very capable.  The very first thing you will learn is you can't push the throttle in all the way on take off.  Then you will need to learn about descent planning.   16,000 feet to sea level takes 32 minutes at 500 feet per minute.  And you want the engine running producing power to keep it at operating temperature.    You might need to start a descent 80 or 100 miles from your destinations.  I will also encourage you to look at the performance charts in the POH.  Don't expect to operate the pane at 100% power, except at take off.    Notice most of the charts stop at 75% power.   You can also get large variation in the range, depending on the power settings.

And just remember a few things from ground school.  To go above 18,000 you need a clearance.   Above 12,500 you need O2 (and this is nothing to fool with).  

Yea the o2 scares me a little but my o2 bottle was inspected last annual , but I think I have a leak somewhere going to have Don look at that when he has it for annual , made the appt for the 26 th of May . Hopefully he won't have it to long

[rbridges]

11 hours ago, jlunseth said:

Normally Aspirated.  Your 231 can make 100% HP all the way to critical altitude, which will be 14,500 - 22,500 depending on your engine configuration (Merlyn wastegate creates a higher CA).  Since you are making 100% HP, there is no need to lean during the climb and just the opposite, the CHT's will get very hot very quickly.  The engine needs full rich to stay cool.  One of the first mistakes I learned not to make in my 231.

Also, you don't firewall the throttle on takeoff like you did with the 172.  The engine will overboost.  You put in about half throttle, let the turbo kick in (you can feel it), then advance the throttle to make your needed takeoff MP.

Best of luck.

that's interesting.  it almost seems sinful not to push the throttle in 100%.

[jlunseth]

1 hour ago, rbridges said:

that's interesting.  it almost seems sinful not to push the throttle in 100%.

The 231 does not need a firewalled throttle to produce 100% HP.  The rest is there so the pilot can increase the boost as the plane goes up in the air column and the air get thinner.

5756-find out if you have an intercooler.  Merlyn or no Merlyn just affects critical altitude and smooths out bootstrapping.  But if you have an intercooler you want to use no more than 36" on takeoff, and if you don't have an intercooler the max MP on takeoff will be 40".  The intercooler was also an aftermarket item, if you don't have a Merlyn you likely don't have an intercooler, but not necessarily so.

Hope you have a Mooney CFI who has experience in the 231.  It is a bit of a different bird from any other model.  Not hard to fly, just different, and it is possible to hurt the engine if you use techniques you would use with an automatic wastegate aircraft (252 or better), or an NA.

Last but not least, check your fuel flow at full throttle your first time up.  It needs to be 22-24.5 gal.  The engine will probably be ok if it is at least 19 or 20, but I would still get it checked and adjusted, and if it is less than that get it adjusted before you fly it.  

Lots of A&P's who don't know the bird, and even some who do, don't understand the fuel flow issues and you can hurt the engine with low fuel flow and high power.

Best of luck.  You will love it!

[Hank]

6 hours ago, chrisk said:

Congratulations! 

The 231 is a great plane and very capable.  The very first thing you will learn is you can't push the throttle in all the way on take off.  Then you will need to learn about descent planning.   16,000 feet to sea level takes 32 minutes at 500 feet per minute.  And you want the engine running producing power to keep it at operating temperature.    You might need to start a descent 80 or 100 miles from your destinations.

Learning descents all over again when I bought my comparatively low-powered C model was interesting. Even coming down from 9500 msl to pattern altitude of 1600 msl, I often start down 50-55 nm out, push for 500 fpm and trim for hands off. That took some getting used to . . . Double that would be really strange!

But we're all cheering you on!

[N5756v]

1 hour ago, rbridges said: that's interesting.  it almost seems sinful not to push the throttle in 100%.

The 231 does not need a firewalled throttle to produce 100% HP.  The rest is there so the pilot can increase the boost as the plane goes up in the air column and the air get thinner.

5756-find out if you have an intercooler.  Merlyn or no Merlyn just affects critical altitude and smooths out bootstrapping.  But if you have an intercooler you want to use no more than 36" on takeoff, and if you don't have an intercooler the max MP on takeoff will be 40".  The intercooler was also an aftermarket item, if you don't have a Merlyn you likely don't have an intercooler, but not necessarily so.

Hope you have a Mooney CFI who has experience in the 231.  It is a bit of a different bird from any other model.  Not hard to fly, just different, and it is possible to hurt the engine if you use techniques you would use with an automatic wastegate aircraft (252 or better), or an NA.

Last but not least, check your fuel flow at full throttle your first time up.  It needs to be 22-24.5 gal.  The engine will probably be ok if it is at least 19 or 20, but I would still get it checked and adjusted, and if it is less than that get it adjusted before you fly it.  

Lots of A&P's who don't know the bird, and even some who do, don't understand the fuel flow issues and you can hurt the engine with low fuel flow and high power.

Best of luck.  You will love it!

Are those procedures in the POH ?

I will look in my POH and see if it has an Intercooler tomarrow

[jlunseth]

32 minutes ago, N5756v said:

Are those procedures in the POH ?

I will look in my POH and see if it has an Intercooler tomarrow

The intercooler will not be in the POH.  It is an aftermarket installation, so it would need an STC, or I suppose a 337, but the intercoolers came with an STC.  If you have an intercooler, it should have come with a table to adjust MP based on the amount of cooling of the induction air being provided by the Intercooler.  If you got logs and documents it will be in with those.  There are a couple of clues without taking the cowling off.  There should be an intake scoop in the right side of the lower cowling, above the turbo.  You would probably also have a differential temp. gauge somewhere on the panel.  It is a digital readout.  The best way, of course, is to take the cowling off and look.  

The POH will tell you that the fuel flow should be 22-24.5 at max power.  It will also tell you that 40" is max MP.  It won't tell you how to adjust to get there though.  As I said, don't firewall the throttle at takeoff or you will see more than 40".

[Pritch]

Lots of fun going up and fast coming down. Hit the pattern at 130 k drop the gear and you are down to 100 k, grab the first flaps and start down 80 on final and no more than 70 across the fence or she will float all the way down the runway.  Enjoy the K model is a blast to fly.

Pritch

 

 

[mike_elliott]

15 hours ago, jlunseth said:

Hope you have a Mooney CFI who has experience in the 231.  It is a bit of a different bird from any other model.  Not hard to fly, just different, and it is possible to hurt the engine if you use techniques you would use with an automatic wastegate aircraft

+1 Probably the highest workload Mooney, maybe the highest workload prod. single. Engine management is a biggie your CFI needs to be well versed in, not just how to land a backwards tail plane correctly