Power settings

[markazzarito]

Im wondering if anyone has experience flying an M20C or E IFR and has come up with an optimal power setting for the approach

[Hank]

Hey, Mark.

My power settings are altitude dependent. Most of my approaches being fairly low (< 4000 msl), I generally level off from descent and set 23" / 2300. Then about 2 miles before the FAF or expected glideslope intercept, I reduce throttle to my 90-knot setting and set Takeoff Flaps. Crossing FAF or when the glideslope is 1-1/2 dots high, I drop the gear and the plane starts down.

This works well for me in my C (Vf = 125 mph; Vg = 120 mph).

[carusoam]

Great question…

And great answer from Hank!

 

There is an interesting document that everyone should have…

Sort of a Mooney flying handbook…

It contains power settings and configurations and procedures… all the good IFR stuff….

It gets handed out at the MAPA PPP training classes…

It is written and updated by Mooney CFIIs…

 

Of course it is hard to obtain without going to the class….

Also… without context, the document isn’t as valuable…

 

See if there is a MAPA PPP scheduled nearby…

PP thoughts only not a CFII…

Best regards,

-a-

[Shiny moose]

Build your own power setting chart for your airplane , if your working on your IR just do all except enroute at 90 knots. Climb,  decents, missed, holds, level, gear down at FAF, you choose approach flaps or not. Remeber DA and winds changing your GS will need small power adjustments

[McMooney]

1974 m20e

Initial approach area 2300/20  - slows the plane to something reasonable, generally about 120 to 130

approach 2300/18  - def in gear/flap range, add takeoff flaps and configure plane between if and faf

right before FAF,  gear, undercarriage, mixture, prop full, flaps takeoff(verify), power 2700/16-15  to mins.

 

 

[McMooney]

1 minute ago, Ragsf15e said:

Nothing wrong with your method, but “most” people will fly approaches from the faf inbound with T/O flaps and gear vs full flaps.  Generally it will make the missed easier if required and the airplane seems more stable on an ils around 90kts with t/o flaps.  The way cirrus teaches it for the SRs is pretty good… use T/O flaps for approach, but if you breakout and landing is assured before 500’ agl, add full flaps if desired.  If those conditions aren’t met or you don’t want to, land with t/o flaps.

Again, your way isn’t wrong, just something to consider.

Most runways with an instrument approach are long enough where full vs t/o flaps is a non issue.

I meant prop full forward and just verify the flaps are at takeoff 8).  I generally try to keep the speed around 100kts

[Skates97]

This should be a good starting point for you, adjust as necessary. 

Approach Settings.xlsx

[DXB]

This table is what I developed for my C during my training - it works great!

[Skates97]

2 hours ago, DXB said:

This table is what I developed for my C during my training - it works great!

Ah, that's where I got it from. I downloaded a few of them and yours was the one I settled on and then tweaked for my plane.

[Ragsf15e]

6 hours ago, McMooney said:

I meant prop full forward and just verify the flaps are at takeoff 8).  I generally try to keep the speed around 100kts

I figured that out right after I posted… tried to delete mine but you were too quick for me!  Yeah, I do it just like that too.