M20C long range preferred settings

[Bob_Belville]

I suppose my IO360 has some advantages over the O360 re endurance and range but our vintage Mooneys are very capable long range transport.

I came home from KGGG last Sunday at 9000’. 5.7 hours tach time. 700 nm. Used 44.9 gallons. At cruise I was set up 8.0 gph lop, 2350 rpm at 140-145 ktas.

With 64 gallon bladders, I landed with over 2 hours reserves.


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[steingar]

4 hours ago, Hank said:

My Go-Slow power is 2300 and whatever MP gives the desired slowness. ~17" yields 90 KIAS (105mph) clean, if hanging back with Skyhawks.

Just pulled that out of my POH.  Might try it next time I do a Young Eagles flight with a pack of Skyhawks.

[Janat83]

3 hours ago, TTaylor said:

The longest flight I did in a 63C with 48 gallon tanks was 528 NM. It was comfortable and there was plenty of reserve.   My standard procedure was to run 2500 rpm and lean until rough and then just enrich until smooth.  That was usually about 9.5 gph at 8500 feet average fuel flow.   I would run on one tank for an hour, then switch tanks and run that tank until dry.  You would have a pretty good idea how long you had left on the first tank from the second tank time minus one hour.  

With my F, I have a Fuel Scan 450 which make me much more confident of how much fuel I have on board.  With 54 gallons I have closer to 5:45 minutes fuel or about 695 nm range with reserve.   A 52 gallon C at average of 9.5 gph and 135 knots with 45 minute reserve should be good for a no wind 640 nm flight of 4:45 minutes.  The flight you planned should take 4:00 hours, so you should have 1:30 reserve. 

Looks very doable, but as always have alternates planed and make sure your reserve can reach an airport with fuel and good weather.  

One last thought, why not fuel up at the closest airport rather than plan from Seattle area?  I assume you can get closer to 510 nm from some of the airports near the boarder.

Thank's for your reply ,it was very helpful, I'm getting my fuel flow sensor installed today  and I have an alternate plan as well, the flight to Seattle from SoCal should be  good to know how accurate the fuel flow as my mechanic is supposed to join me on that trip, I'm going to start mostly from Bellingham International Airport KBLI to Ketchikan International Airport PAKT, the direct distance is 519nm , but I might need to go around Restricted Airspace so I'm planning for 550nm , my longest flight in my Mooney was 394nm and it took  3 hrs 20 min with 17 knots headwinds at 12500ft @2500rpm and 17" MP , it consumed 31.7 gallons only, I just wanted to see what other members thoughts, my only concern if i can't get to that altitude for headwinds or icing, then I'm planning for a stop in CBBC.

[Hank]

@Janat83, that sounds like a good plan. In my C, flying 7500-10,000 with WOT-/2500, I've gone 4:45 twice, landing with 11-12 gal. One flight was low due to high winds and three sides of the rectangle to avoid icing:  KFAY-KGSP-KTYS-KLEX-KHTW. The other one was a couple of legs,  with malfunctioning pump at my fuel stop:  KECP-41A (no fuel)-KALX (even FBO couldn't make the fuel pump work)-KHTW. Ran one tank dry just a couple of  minutes before beginning descent, and only added 41 gal after landing, leaving me with 1:15 fuel in the tank. Total time was over 4-1/2 hours, including a couple days on the ground at my no-fuel base and flying to KALX at 3000 msl in search of fuel.

The weather was beautiful headed north to WV, and fuel stops abounded. I had even discussed two possibilities with my wife, but they were not needed. I change tanks every hour; having flown home from the beach on L, I went to ALX on R, then continued on for an hour total on R, switched back to L for 90 minutes, then started watching closely. Being only my second dry tank, I was surprised when there was no cough or surge, just sudden quiet and pitch down. Changing to R brought it right back, and I began descent about 5 minutes later.

As I said before, distance doesn't matter to your plane, only time. Winds aloft can greatly stretch or shrink the distance you can cover on your fuel. But I don't routinely plan legs over 4 hours simply due to my own physical comfort--it's nice to stand up and walk around more often than that. Also, watch your fluid intake before a flight of long duration . . . .     And for God's sake, discuss the possibility / planning for brief engine out with your passenger(s) first! Mynwife didn't appreciate the airborne mag check to confirm a dead magneto without warning!