Mooney Faceoff with Marauder

[Bob_Belville]

That flight was at 6500' and my power settings were firewall forward on throttle and 2400 rpm, best power ROP.

 

The reason my plane is in knots is because my POH is in both knots and mph. Everything is listed in both units including my airspeed indicator. I had the ASI converted from mph on the outer ring to knots. It made keeping the units consistent, especially in the IFR system. Is your manual in both units?

Yeah, the reason Robbie said we had to use mph was that the "Owners Manual" is in mph. My ASI has both scales with knots being the primary. The previous owner thought that was factory original but I have not confirmed that. I think most '66 era Mooneys were set up mph.

[John Pleisse]

Great thing about a 201 is you can firewall the throttle and prop and get an honest 165 ktas (if you don't go deaf). I am not sure one could do that with an E or F. Also, Mike has a 201 within only a few serial numbers of mine. These 78-79 201's are lighter and faster. But then again, Chris (and Bob).....it's all in how you fly it.

[201er]

That's what Halo's are for

[Bob_Belville]

Of course my old E is much lighter than Js, either older ones or newer. And @ 2575 lighter than Fs (2740) with the same HP. My E has all 201 mods so it should be pretty fast. However my cowling must be a disadvantage because I run hotter that most of you guys report. 100 ROP, 65% power, in the summer I have to open cowl flaps to keep oil temp below 200. 75% would be unacceptably hot. The plane is down for annual this week and I've shipped oil cooler and vernatherm valve to POC for overhaul. Maybe that will help.

[carusoam]

Bob,

Consider getting a POH from 1976... For the M20E of course...

It has a ton more info that is specific to your plane, than the AFM from the year your plane was born...

The POH uses both mph and kts...

This was the advice I got in 2000 from the factory regarding my 65C.

Best regards,

-a-

[rbridges]

Of course my old E is much lighter than Js, either older ones or newer. And @ 2575 lighter than Fs (2740) with the same HP. My E has all 201 mods so it should be pretty fast. However my cowling must be a disadvantage because I run hotter that most of you guys report. 100 ROP, 65% power, in the summer I have to open cowl flaps to keep oil temp below 200. 75% would be unacceptably hot. The plane is down for annual this week and I've shipped oil cooler and vernatherm valve to POC for overhaul. Maybe that will help.

 

my engine monitor has the alarm set for 210.  I don't know if I could keep mine under 200 all the time.

[Marauder]

Of course my old E is much lighter than Js, either older ones or newer. And @ 2575 lighter than Fs (2740) with the same HP. My E has all 201 mods so it should be pretty fast. However my cowling must be a disadvantage because I run hotter that most of you guys report. 100 ROP, 65% power, in the summer I have to open cowl flaps to keep oil temp below 200. 75% would be unacceptably hot. The plane is down for annual this week and I've shipped oil cooler and vernatherm valve to POC for overhaul. Maybe that will help. my engine monitor has the alarm set for 210. I don't know if I could keep mine under 200 all the time.

I'm due to download all of my current JPI data to see what I find. My oil temp does goes over 200 and I think my redline is much higher.

[Bob_Belville]

Bob,

Consider getting a POH from 1976... For the M20E of course...

It has a ton more info that is specific to your plane, than the AFM from the year your plane was born...

The POH uses both mph and kts...

This was the advice I got in 2000 from the factory regarding my 65C.

Best regards,

-a-

Good idea. I don't suppose that would help me with the legal issue that the avionics shop came up against. I pressed them hard to find a way to set up Aspen in mph. (The GTN750, GPS696 and JPI EDM930 are all in knots.)

[Bob_Belville]

I'm due to download all of my current JPI data to see what I find. My oil temp does goes over 200 and I think my redline is much higher.

Redline for my E is 245F. see bar graph on the EDM930 attached. I'm thinking the top of the green, 225F, is the alarm.

 

FYI, the owner select-able parameters for my 930 are currently: 

autoscan rate 4    trip use no    egt disp   1s    OAT F   HP constant 125   MAP adj +0.0   k factor 30.86   carb? n   gps format #1 shadin   record time 6

 

While I was chasing the MP jumpiness I set the record time to 1 = save data every second to get a really fine graph. 

 

You'll note that on this flight my temps look great. But I'm running 60%, LOP. Got passed by a Super Cub pulling a banner. see Aspen pic - 168 mph = 146k tas @ 9000.

[MB65E]

Hi Bob, Only 3amps? Pretty low for all the bells and whistles? Looks nice. Once our engine is broke in ill see where it stacks up. Nice to see some other Good looking E's.

Fly safe,

Matt

[Marauder]

Redline for my E is 245F. see bar graph on the EDM930 attached. I'm thinking the top of the green, 225F, is the alarm.

 

FYI, the owner select-able parameters for my 930 are currently: 

autoscan rate 4    trip use no    egt disp   1s    OAT F   HP constant 125   MAP adj +0.0   k factor 30.86   carb? n   gps format #1 shadin   record time 6

 

While I was chasing the MP jumpiness I set the record time to 1 = save data every second to get a really fine graph. 

 

You'll note that on this flight my temps look great. But I'm running 60%, LOP. Got passed by a Super Cub pulling a banner. see Aspen pic - 168 mph = 146k tas @ 9000.

 

Bob -- quick questions. I just did a closer look at your photo. On your Aspen you don't have a valid VLOC1 signal but it looks like you have the GPSS engaged and the HDG linked to it. Were you hand flying in this photo? Looks like you have it setup for GPS navigation but do not have it engaged as your primary in the Aspen.

 

Second question. What is the jack on the JPI 930 for?

[Bob_Belville]

Hi Bob, Only 3amps? Pretty low for all the bells and whistles? Looks nice. Once our engine is broke in ill see where it stacks up. Nice to see some other Good looking E's.

Fly safe,

Matt

Thanks! The E is my favorite model. Yeah, 2-4 amp is pretty typical after the battery is up to full charge which might take 5 minutes from startup. (New PlanePower 70A alternator.) I'm thinking the new avionics are pretty low draw (except for the color TV screens.)

[Alan Fox]

Marauder Vs 201er...spells only thing...... GIRLFIGHT!!!!!

[Bob_Belville]

Bob -- quick questions. I just did a closer look at your photo. On your Aspen you don't have a valid VLOC1 signal but it looks like you have the GPSS engaged and the HDG linked to it. Were you hand flying in this photo? Looks like you have it setup for GPS navigation but do not have it engaged as your primary in the Aspen.

 

Second question. What is the jack on the JPI 930 for?

I thought I typed an answer to your questions but I do not see it. The jack is labeled a RS 232 in the installation manual. I don't see any reference to it in the owners manual.

I had not noticed the VLOC flag. I guess the 750 had switched from GPS to CLOC when I shot the ILS into KPDK. It must have remained in that mode on startup for the return flight. BUT I was using the GPSS and the 750/Aspen/STEC50 seemed to be forgiving my failure to catch the flag and select GPS. Wow, I guess..  

[Marauder]

Marauder Vs 201er...spells only thing...... GIRLFIGHT!!!!!

Well, I'm here, where is the other girl? Got here early because my Mooney is SO FAST!

[Marauder]

Bob -- quick questions. I just did a closer look at your photo. On your Aspen you don't have a valid VLOC1 signal but it looks like you have the GPSS engaged and the HDG linked to it. Were you hand flying in this photo? Looks like you have it setup for GPS navigation but do not have it engaged as your primary in the Aspen. Second question. What is the jack on the JPI 930 for? I thought I typed an answer to your questions but I do not see it. The jack is labeled a RS 232 in the installation manual. I don't see any reference to it in the owners manual. I had not noticed the VLOC flag. I guess the 750 had switched from GPS to CLOC when I shot the ILS into KPDK. It must have remained in that mode on startup for the return flight. BUT I was using the GPSS and the 750/Aspen/STEC50 seemed to be forgiving my failure to catch the flag and select GPS. Wow, I guess..

I'm going to try to duplicate your setup with VLOC and see what I get. I didn't think the Aspen was smart enough to disregard the CDI position. But apparently it is. Another I learned recently too. I had a buddy of mine give me an IPC. He tried failing the Aspens. What a comedy act that turned out to be. He told me to power off the Aspens and they both went to battery mode. He had me just off the avionics switch and the Aspens came up and said they were running in GPS backup mode. He had me turn off the master and they both were still laughing at him. But it has me reading the manual to figure out how to really shut them down.

[Bob_Belville]

I'm going to try to duplicate your setup with VLOC and see what I get. I didn't think the Aspen was smart enough to disregard the CDI position. But apparently it is. Another I learned recently too. I had a buddy of mine give me an IPC. He tried failing the Aspens. What a comedy act that turned out to be. He told me to power off the Aspens and they both went to battery mode. He had me just off the avionics switch and the Aspens came up and said they were running in GPS backup mode. He had me turn off the master and they both were still laughing at him. But it has me reading the manual to figure out how to really shut them down.

That's interesting. I've read the manual a couple of times but I'll need to check again. Apparently it knows to run on battery rather than shut down... perhaps if in flight? It certainly has plenty of info to decide, e.g. airspeed. 

 

I'm still in the shop doing annual waiting for oil cooler being overhauled @ Pacific. 

[Bob_Belville]

I'm going to try to duplicate your setup with VLOC and see what I get. I didn't think the Aspen was smart enough to disregard the CDI position. But apparently it is. Another I learned recently too. I had a buddy of mine give me an IPC. He tried failing the Aspens. What a comedy act that turned out to be. He told me to power off the Aspens and they both went to battery mode. He had me just off the avionics switch and the Aspens came up and said they were running in GPS backup mode. He had me turn off the master and they both were still laughing at him. But it has me reading the manual to figure out how to really shut them down.

B26, I found the Aspen Abnormal Shutdown Procedure. 6.4 in my manual. (Chapter 6 covers expanded emergencies and abnormal procedures)

Shutdown PFD (on ground)

1. PFD Master switch OFF

2. Press and hold REV Button until the display turns off.

 

Or

1. Press the MENU button.

2. Rotate the Right Knob to the POWER SETTINGS Menu page.

3. Press the SHUT DOWN Menu key. 

 

Also to Power on Manually

Press and hold the REV button until the PFD powers on.

[Bob_Belville]

B26, on the VLOC question, the Aspen manual 4.4.5 CDI Navigation Source has a green box Note thatexplains that for integrated systems if thee (GPS) is not reporting its operating mode the Aspen will display VLOC. The attached pic of the 750 shows VLOC as CDI source but the flight plan is activated.

[Marauder]

I'm going to try to duplicate your setup with VLOC and see what I get. I didn't think the Aspen was smart enough to disregard the CDI position. But apparently it is. Another I learned recently too. I had a buddy of mine give me an IPC. He tried failing the Aspens. What a comedy act that turned out to be. He told me to power off the Aspens and they both went to battery mode. He had me just off the avionics switch and the Aspens came up and said they were running in GPS backup mode. He had me turn off the master and they both were still laughing at him. But it has me reading the manual to figure out how to really shut them down. B26, I found the Aspen Abnormal Shutdown Procedure. 6.4 in my manual. (Chapter 6 covers expanded emergencies and abnormal procedures) Shutdown PFD (on ground) 1. PFD Master switch OFF 2. Press and hold REV Button until the display turns off. Or 1. Press the MENU button. 2. Rotate the Right Knob to the POWER SETTINGS Menu page. 3. Press the SHUT DOWN Menu key. Also to Power on Manually Press and hold the REV button until the PFD powers on.

Thanks for letting me know the procedure. Now COMPLETELY erase everything you just wrote so no CFII can EVER use it against us on an IPC!