Long Range options on the Vintage Mooneys

[Urs_Wildermuth]

Thanks all for participating here. Very interesting stuff. I see that I really need to experiment more with different power settings and once I get my Aspen, I should be able to read off TAS much easier. One thing I have noticed already from your experiences is that one of the major problems in Europe is that flying high in VFR is not really possible in most areas. My usual cruising level due to restrictions is 5000 ft or below. That in all likelyhood will punch a big hole into the fuel consumption, also looking at the tables.

M20F, yes, I have seen this flight and even posted on this thread. Also seen the power settings for ultral long haul in the POH, but actually, other than Jonathan, has anyone ever tried them and what are your experiences? Talking about the 1800 RPM 17" and 6 gph scenario. Book sais 115 kts TAS for this.

Somehow I think the payoff is not that great in terms of time/distance, yes, you can do 700 NM non stop but it takes much longer to do it.

[Hank]

Quote: jetdriven

 

[jetdriven]

I was just nothing that "critical number" thing. I dont know where that started, but it doesnt make sense.  

  I have found that we typically get ~17 NMPG at 65% power (2400 RPM).  Pulling it back to 2100 or so, can raise it to the 18.5 or 19 range.  But flying 115 KTAS the fixed cost starts to take over, and your cost per trip isnt much less.

[Hank]

Byron--

Found my notebook last night. The terminology is "KEY number," and it's 46 for my O-360, and 47 for your IO-360. It's part of the easy-to-learn ROP scheme developed in the days before GAMI and whiz-bang multi-probe engine monitors, so you can feel free to ignore it. It made for interesting reading last night, especially seeing how much of it I now ignore. Times change, technology changes, and our procedures change, too. "Adapt, improvise, and overcome."

But it helped me learn how to manage things as a newbie [i bought my Mooney with 62 hrs in my logbook], and since my Marvel-Schleiber carb doesn't do LOP very well, and I don't have a fancy monitor to work with my Carb Temp gage to figure it out, it's a decent enough method. MP + RPM = 46 gives 65% power and lean away! Keeps me from having to flip through my kneeboard to get power settings during step-down approaches, as I can't keep WOT/2500 all the way to 1000' msl when running ROP. My first descent recently was 1½ hours out from my destination, along with a re-route; two re-routes later, another descent at 30 ETE, then more step downs. And I started at only 8000' msl! "Add to 46" is easy to remember.

Thought you would like knowing where it came from, and now you can go happily back to LOP.

[fullforward]

Hallo Urs, I bought my fully converted E model N30EG (was HB-DEG before) including Monroy long range tanks. The weight is 1769 pounds and I fly her usually at 65% power with 9-9.5 gal and 145-150 kts. With that I calculate for 8 hrs safe endurance fully fueled....

[Chessieretriever]

Our '62 "C" can do 5.5 hours up there with legal IFR reserves (See http://flightaware.com/live/flight/N92AV/history/20111209/1601Z/KHUM/KMPO). We have the 'old style' tanks with 48 usable plus a 12 gallon tank in the baggage compartment (STC'd back in the day) and have done 1100nm with the help of some headwind. A note from our other Mooney (Rocket 351) if you have Monroe's you don't have to fill them to capacity but can to W&B limits wich would give you variable range based on your payload for the trip. The weight penalty due to Monroe's is minimal.

[Urs_Wildermuth]

Hi, thanks for your posts. Chessireretriever what exactly is that 12 USG tank? What STC and who offers it? Would probably be just what I need to get the additional hour I need.

Fullforward, thanks, so the former HB-DEG has the Monroys. I also know of HB-DVN, unfortunately have been trying to contact it's owner for months but no reply. 8 hours is great, 1200 NM I'd say?