Thanks for posting! I've always liked Mooney aircraft. Never owned one, but have flown several. Flying Club, Friends, Rentals, etc. If you (the Pilot!) know what your doing, and handle everything right, their a fine and safe plane.
Lycoming will allow you to reduce the RPM but keep the manifold pressure up that will give you even better fuel economy. Mike Bush at savvy aviation has done a number of presentations at Oshkosh operating engines in accordance with lycoming's approved lower RPM settings.
I use the POH in how I run the engine. I think that prop has an efficient rpm around 2500, but becomes less efficient at 2000. However, if i just want to hang on the prop and get the most time per gallon, I can dial the prop back to 2100 and about 90kts and burn less than 6gph.
@@planefun2962 I'm pretty sure that POH is outdated Mike is kind of the expert when it comes to what combination of power and propeller RPM works best. A good example is how slow turboprop propellers turn, that doesn't mean that the engine is turning slower or producing less power it's just that the propeller is taking a bigger bite out of the air available. Again Mike Bush of savvy aviation is the expert on this I recommend that you look at some of his EAA sponsored videos they're free they don't cost anything and has lots of good information for owner operators.
@@christophergagliano2051 do you know how many thousands of hours cruising in a model j this guy Mike has? I have about 1500 of cross country in this model.
@@planefun2962 Mike Bush is a subject matter expert in aircraft engines. No one in this country or in this world knows more about reciprocating engines than Mike Bush, he has literally rewrote the book on engine operations. He's getting over 3,000 hours out of his engines installed on a Cessna 310. There is a flying club that he advises that has gotten over 5,000 hours out of their Lycoming O-360. This really just comes down to logic, on a direct drive engine, the faster you're turning the propeller the more friction that you're creating with regards to the internals, more friction means more heat, more heat means faster oil breakdown and more overall wear on the engine.
@@planefun2962i care about ground speed a lot more during cruise, if not that then mostly true airspeed. I could care less what my indicated airspeed is in cruise. I'm in love with the new Mooney acclaim ultra. Fk that thing gets 270mph ground speed WITHOUT winds. At high altitude you can go 300mph in a SINGLE ENGINE PLANE. If only it didn't cost a million dollars. Literally los angeles to san Francisco in an hour, it even makes it possible to travel internationally cheaply and quickly. It can get from LA to Vancouver in about 3.5 hours. That's amazing. Although here you're hitting about 185mph which means you can do la to san Francisco in about 1.5 hours not bad.
"This isn't bad?" Sir, there is no other certified plane that comes close to that efficiency.
I wish I had a turbo and that choice of "do i want more power or not" vs "that's all she's got"
There are Bo’s that can travel faster with slightly more burn…… calculating the MPG and not just GPH tosses a couple other aircraft into the mix.
Thanks for posting! I've always liked Mooney aircraft. Never owned one, but have flown several. Flying Club, Friends, Rentals, etc.
If you (the Pilot!) know what your doing, and handle everything right, their a fine and safe plane.
Lycoming will allow you to reduce the RPM but keep the manifold pressure up that will give you even better fuel economy.
Mike Bush at savvy aviation has done a number of presentations at Oshkosh operating engines in accordance with lycoming's approved lower RPM settings.
I use the POH in how I run the engine. I think that prop has an efficient rpm around 2500, but becomes less efficient at 2000. However, if i just want to hang on the prop and get the most time per gallon, I can dial the prop back to 2100 and about 90kts and burn less than 6gph.
@@planefun2962 I'm pretty sure that POH is outdated Mike is kind of the expert when it comes to what combination of power and propeller RPM works best.
A good example is how slow turboprop propellers turn, that doesn't mean that the engine is turning slower or producing less power it's just that the propeller is taking a bigger bite out of the air available.
Again Mike Bush of savvy aviation is the expert on this I recommend that you look at some of his EAA sponsored videos they're free they don't cost anything and has lots of good information for owner operators.
@@christophergagliano2051 do you know how many thousands of hours cruising in a model j this guy Mike has? I have about 1500 of cross country in this model.
@@planefun2962 Mike Bush is a subject matter expert in aircraft engines. No one in this country or in this world knows more about reciprocating engines than Mike Bush, he has literally rewrote the book on engine operations.
He's getting over 3,000 hours out of his engines installed on a Cessna 310. There is a flying club that he advises that has gotten over 5,000 hours out of their Lycoming O-360.
This really just comes down to logic, on a direct drive engine, the faster you're turning the propeller the more friction that you're creating with regards to the internals, more friction means more heat, more heat means faster oil breakdown and more overall wear on the engine.
@@christophergagliano2051 that makes perfect sense. I could run it low and slow like Lindbergh across the pacific, but my time is also worth money.
Amazing! I love my J!
I love this aircraft
Go Mooney! 😀
Wow interesting information 😃💯👍
Awesome
Very nice airplanes IMO
Why does everyone insist on quoting GS when talking about airplane performance?
because they're not pilots and cannot picture things moving in a moving space... it's foreign to them
@@planefun2962 Ok, that’s fair. I wasn’t thinking about it from the pov of a non-pilot.
@@planefun2962i care about ground speed a lot more during cruise, if not that then mostly true airspeed. I could care less what my indicated airspeed is in cruise. I'm in love with the new Mooney acclaim ultra. Fk that thing gets 270mph ground speed WITHOUT winds. At high altitude you can go 300mph in a SINGLE ENGINE PLANE. If only it didn't cost a million dollars. Literally los angeles to san Francisco in an hour, it even makes it possible to travel internationally cheaply and quickly. It can get from LA to Vancouver in about 3.5 hours. That's amazing. Although here you're hitting about 185mph which means you can do la to san Francisco in about 1.5 hours not bad.
do the gauges again
I need one
Whatcha waiting for? They ain't making no more J's... all the ones now are uber expesive chinese crap.
Rich of peak lean of peak....the engine will tell you if you listen
I have an instrument which tells me those things... and if i lean it too much the engine dies, but it's not too obvious in the descent.
@@planefun2962I have essentially the same setup in my 75 M20F. What's your lean procedure with that insight gem?
Looks like 13,440 feet 😂.