I love seeing those kids in the backseat. The reason why I’m a pilot today is because I grew up in the backseat as well. No matter what they do in life, they’ll never forget the appreciation you give them for aviation, God bless!
Yep... Great to see a careful caring pilot... Yes, also Subscribed, and I like watching his SAFTY as his Key to flying...and making sure it all works before going cross-country... While demonstrating Mooney's efficiency.
For a naturally aspirated plane 8000' DA is the general rule for the fastest altitude. It's the sweet spot where drag is minimal but engine power hasn't tanked yet. Most efficient is higher, something like 10-12.
6:32 Your oldest girl is very observative, and you can see there's a lot going on in that young mind. You're a good Dad from what I can tell, and those kids will do well.
You’ve probably already heard it, but there is no better tool than a digital engine monitor when it comes to engine troubleshooting, trend monitoring, etc. I caught a sticking valve very early and diagnosed a mag issue after installing a JPI830. There’s a lot of value in the data it provides. In your case, you could see exactly what was happening to each CYL and EGT during the mag checks and there’d be no guessing on which plug it was. Glad to see it looks like you found the issue though!
I have heard it, but I still appreciate you writing it. If your comment doesn't help me, it will help somebody else eventually. We absolutely need to get an engine monitor installed, along with shoulder harnesses, and a TON of other stuff!
It’s only Aviation Monetary Units, it’s not like it’s real money ;) Definitely the most expensive hobby I’ve ever been involved in and all the really cool stuff cost multiple AMUs. Totally understand the idea of operating within a budget and focusing on safety first. Looks like you’ve got the right ideas moving forward. Now that you have it running smooth again, go find some adventure!
AMU’s…too funny! It’s like it’s own little world where cost doesn’t matter. I told some guys at work how much my “cheap” spark plugs cost, they about fell on the floor. Then I told them about the fine wire plugs, and they walked out of the room!
I once keyed the radio as I was getting onto my son. XXXX stop kicking the seat and listen to Mommy... release the button realizing what I did and I hear from ATC... Unknown caller say again (hearing them trying not to laugh)... LOL I was already leaving the airspace so I just let it be. Good info on the real numbers on the plane.
Your girls playing in the back is just so precious! I am a girl dad as well and I hope to get to experience that one day with my daughter. Love the flight videos man.
Great video and as others mentioned, it is great that your daughters enjoy flying with you. I remember in a previous video, when you found the Mag issue, they were disappointed they didn't get to fly. I usually fly my 65 C between 8 - 14 based on the winds mainly, but also the mountains out west drives some of the decision. I haven't done a speed test, but I have just about all of the speed mods on the plane, so maybe I should perform the same test. I was also under the impression to get an accurate reading you would want to go all four cardinal directions to account for the winds.
It would be awesome to see a comparison video! I’m not about the cardinal directions point, it seems it shouldn’t matter when we aren’t measuring speed across the ground.
By the way, because of your video about propeller shaft causing oil on the windscreen I was enlightened to look there too. The change solved my issue as well. Thanks!
That’s awesome that the girls go along with the flying. They even look interested at what you are saying. My 21 yo has never flown in my plane and the 25 yo loves it and they borrow the warrior as the boyfriend is a pilot. That is a fast plane as I’ve read. I’m lucky if I get 120mph on 9gph on my warrior.
I'm truly a lucky guy, they are pretty good little flyers. I'm also luck I have an isolation switch on my audio panel...they get a little loud after a while.
I know that many folks spend lots of money to upgrade their panels, but personally, having only flown 'steam gauge' equipped aircraft, they're familiar and they 'do the job' well. Add an iPad and it's all good. Your panel is set up quite nicely.
Thanks for sharing W P. Are you keeping the RPMs down just to conserve fuel? I think many people keep the RPMs down so they aren't running "over square". I hear that "over square" is mostly a myth and won't cause any problems.
@@MyTimeToFly I think you have the over square thing backwards.. the over square thing is when the MP is higher than the RPM. And yes, you are allowed to go over square, you do on every takeoff from sea level!
I have only ever flown cessna, 172 175 and now a 182tc skylane. I have always wanted to get some seat time in a mooney to feel the difference in the aircraft. I think mooneys are beautiful aircraft.
8000ft ASL seems to be the most efficient in the normally aspirated Mooneys (thin air less drag, too thin air too little power). 7500 Easterly heading, 8500 West works great if the winds are in favour for your longer flights. I used to use the built in calculator (true airspeed indicator) in my father's '66 "C" model. I see your plane has one too. My current Mooney is more efficient (2mph/Hp) but slower with less useful load than the M20 models.
I don't own a mooney, however I do like them for their efficiency. That being said, I would recommend an electronic ignition. I would do a compression check on cylinders. As you well know, MP, and perefofrmance drops with altitude, for normal aspirated engine. Iam not sure, if you're instrument rated or not? But, it will be good to have. I personally prefer a turbo normalized engine myself, for margin of safety. I believe altitude is pilots best freind. 2nd, it is always good, when ever, you take your plane out of the shop, to test fly it alone, or with an A&P that did the work. I wish you, and your family safe flying, where ever you go, or what ever you do.
Thank you kindly Cyrous. She’s fresh out of annual, so the compression checks out good. I don’t have my instrument rating, but intend to work toward that. I appreciate all of your thoughts!
I don't have a lot of data for my J, but I once calculated my TAS at 9500' at 160 kts on 8.5 gph. I need to do it more often though because that seems to be a little too fast for the fuel flow. Next month I'm putting Gami injectors on so I need a good benchmark to compare the before/after.
@@MyTimeToFly It started a few months ago, when I had only 10 hours on the plane and 75 TT, so I was and I'm still green and learning! First my cylinder #1 was getting high EGTs during run-up and idling. I checked the plugs, everything was nice so the next thing to check was the injector and it was indeed partially obstructed. We cleaned it with an ultrasound bath and it corrected the issue. I was also noticing a pretty big difference between my left and right CHTs (30-40 F) and I thought it was due to not properly balanced injectors, so that's when I ordered the Gamis. I learned a couple weeks later that I could adjust my right cowl flap to be more opened when closed to improve air flow over that bank of cylinders. The third thing is that I can't seem to run LOP cleanly, so I hope I'll be able to achieve that now. I still need to measure my Gami spread before so I can see if the new injectors changed anything.
Nice video, really enjoyed that, great fuel burn for that alt, and speed, bears my PA28 hands down. Be interested to see a video on short field performance, and how the mooney gets on with that. Thanks for sharing
Thanks a bunch Tim, I'll do my best to demonstrate some short field ops...although I'm not very practiced up on them. I guess it's a good excuse to go flying!
Were you receiving flight following from ATC? Otherwise not too wise to be flying at non VFR altitudes. As an Air Traffic Controller, one of the biggest hazards i see are pilots flying wrong altitudes.
Regarding the ears - “Valsalva”. Normally aspirated airplanes give best range at ~7500msl, no wind. They just don’t have enough horsepower at very high altitudes. You could put a Rayjay turbocharcher on there and fly to the heavens.
Need a three way average (3 different directions on the compass) at each altitude to account for wind speed & direction when you're ckg airspeed & efficiency.
You should run at full throttle, helps reduce pumping losses, if you can get your hand on the lycoming engine manual you see how much over square you can operate as well.
Love your channel… thinking of buying 1/2 share in a 1977 M20C ranger… concerned about the fuel burn due to here in Canada it’s almost $3 a litre. Can you tell me what your average hourly fuel burn . I am used to my 172 at 6.3 g / hr average.
My burn is a little higher than that. I plan 10 gph during cross countries, but only really burn around 9 (140 knots). BUT, if I was just sightseeing without a big need for speed, the fuel burn can be pulled way back.
I wish I could learn again. My flight school was a nightmare and I had an incident. Scared me effectively then they stole $5000 dollars and I had to threaten to sue to get some back.
@@MyTimeToFly I solo'd a few times! Happy I at least have that memory. It's been a few months now and I'm trepidatiously thinking of getting back into it with a proper school and seasoned CFA. Anyway, on the positive side, love your videos man!
i fly a 182 RG and was wondering why you cleaned the flaps so quickly after take off? i like to retract flaps 500AGL so that i can get the most lift and be higher up in case of engine failure. also, is flying in VNO sppeds normal in a mooney? those speeds are insane. ive dpne 150KTAS at 75% Power. great video and great landing.
I can't speak for this guy but in my 67 m20f I'm hitting the end of my flap arc (approx 100) almost directly after take off. My VX is 94 and VY of 110ish and that'll overspeed the flaps.
Where and what type of app are you using for calculating the TAS? Nice Mooney. Trying to finish up my 65 Mooney and burn some avgas. I liked the calculator and would like to install it so I can do the same thing. Thanks
Installed a turbo charger on a C model it doubled the airspeed at 11,000 feet agl …. Normal aspirated was 110 mph ground speed. After installing the turbo plus kit. We we’re getting 220 mph ground speed at 11,000 feet
Looks like it was a nice ride, thanks for sharing! I must say that was the cleanest I've ever seen your plane look, did you wash it? I enjoyed watching the kids in the backseat you know wrestling fighting playing!
Thanks William…they are crazy and I love them for it! I pulled the Mooney out in the rain last week to test run it after I installed new spark plugs. I wiped it down when I got it back in the hanger…does that count for a wash?
You can pick up another 5 knots if you spend 75k on upgrades.... don't ask me how I know. Site seeing down low I do 2000 rpm/7gph/130kt. Cross country at 2200/8gph/142kt pulled back for endurance above 10000. I'll max at 8000 if it's less than an hour.
Sounds like some great strategies! I'll save the upgrades from somebody else, although I would like to get the "cowl enclosure fairing". But mostly I'm looking for the improved cooling.
@@MyTimeToFly Interesting thing about the cowl enclosures and 'cooling drag'. Racers try to get the cowl internal air pressure down to around 1.5 psi, I have no idea what it is in an old Mooney. Too large an opening slows the plane in ways that are not intuitive. The oil cooler setup doesn't help our problem on carb models which again increases 'cooling drag;, there's a relocation kit for the injected ones.
Good video, looked like a nice flight! At the beginning when you were testing the magnetos and spark plugs, can you add on that… So on the ground doing that test if I’m correct you were testing using just the one magneto only then just the other one only? That correct? Then in the air I can only assume the engine is running with both magnetos online and all 8 spark plugs firing?
I also watch ground speed carefully, especially as it relates to total travel time / fuel consumption. But, it’s not really the true measure of efficiency.
You're correct, my Mooney is essentially bone stock. Here's as close of a comparison as I can make. The altitude and power setting aren't perfect. It's pretty close with the exception of the middle altitude. Book 2,500' / 24" MP / 2,400 rpm - 166 mph (actual - 166 mph) 7,500' / 22.5' MP / 2400 rpm - 178 mph (actual - 168 mph) 10,000' / 19" MP / 2400 rpm - 164 mph (actual - 161 mph)
Certainly some models are. My specific Mooney is pretty low powered (180 hp) and doesn't have any speed mods. I'm sure there could be more in her, but it's not worth the cost of the upgrades.
You may need to get the carb checked. Your idle system should not let the engine die. When your throttle valve is closed that's when the idle system kicks in. Basically it's a hole above the throttle valve and that hole has a vain that goes back into the float chamber. So the vain going to the hole has fuel in it The suction from the piston causes a low air pressure enough to pull the fuel from the holl and vaporize the fuel to enter the plant. If it is clogged the powerplant will not idle. This is part reason we do a cylinder pressure check to see where the numbers are on them. If too weak it MAY NOT produce a proper suction to cause the low pressure and fuel vaporization above the throttle valve. Anyways loving vids I am restoring a Mooney m20 G 1968. Been taking a lot of pics and video. I'll be putting them up once it's complete. I been restoring it for about 3 years now and it's just about ready to put it together and paint. This things is going to be new when I'm done. .ive re-made lots of airframe parts and reinstalled them. But like I said love the channel.
Thanks so much for being here, along with all of the insight. I mentioned the engine dying at idle, that was only when I was over aggressive with my leaning on the ground. It’s never died with the mixture set properly. Does that seem right?
Also, what a labor of love to restore the Mooney! It’s definitely something I would like to take on as time allows in my life (maybe once the kids are out of the house)!
The answer to your question is you should be getting only 120 HP out of 180 HP combustion engine at 11,000 feet so that s the reason your airplane is slow at 11,000 feet and you’re not benefiting from any tail winds at altitude.
Wind speed is only a factor if I’m trying to understand ground speed. Today I was just trying learn the airplanes efficiency better. Said a different way, winds aloft could change my altitude selection for an actual trip. But wind speed doesn’t change the True Airspeed calculation of an airplane.
I do understand your perspective, but also realize there is not a "yes" or "no" answer. In this case, I changed 3 spark plugs. I did all the work myself and test ran the airplane twice. Those kids, and their mom are the most important thing in the world to me. I would not put them in a situation that I felt was unsafe. It's my opinion I was being far from "careless".
@@MyTimeToFly I can see the argument but there are still lots of things that can go wrong. There could have been a wrench left in there that got dislodged only after flying and then hit something and damaged it. You also mentioned having worked on the mags. I work in safety critical system design, so I am quite aware that my standards are higher than normal, but I still don't think any pilot should be taking passengers on the first flight after any kind of maintenance.
Thanks Daniel, I completely understand where you’re coming from. Again I think there is a spectrum of options here. I could have forgotten to tighten up bolt that took 3 flight hours to loosen, giving me a false sense of security on flight #1 and presenting the problem later down the road. In this case, the only work that was done was spark plugs and I felt I took the necessary precautions to be safe. As an example that I believe in what you’ve said, after every annual (when major work is completed by someone other than me) the first flight is always by myself. It’s mostly so I can have 100% focus, being attentive to potential problems without distractions. Thanks again, I really do value your thoughts!
How is this airplane flying? This was my father's airplane. He crashed this airplane in New York in 1978, after the carburator deice stopped working at around 3500 ft. One of the wings was pretty much destroyed Seriously... how is this airplane flying?
![5 Common Landing Mistakes [+] How To Fix Them | Flight Training](/img/n.gif)
I love seeing those kids in the backseat. The reason why I’m a pilot today is because I grew up in the backseat as well. No matter what they do in life, they’ll never forget the appreciation you give them for aviation, God bless!
Thank you so much! I'm a lucky guy!
Not a Mooney guy, but you're very worth watching because of your presentation and editing. Great dad too. Subscribed.
You’re too kind! Thanks so much for being here!!!
Yep... Great to see a careful caring pilot... Yes, also Subscribed, and I like watching his SAFTY as his Key to flying...and making sure it all works before going cross-country... While demonstrating Mooney's efficiency.
That’s so much Terrance!
For a naturally aspirated plane 8000' DA is the general rule for the fastest altitude. It's the sweet spot where drag is minimal but engine power hasn't tanked yet. Most efficient is higher, something like 10-12.
Well like I said in the video, I didn’t get the Mooney to go slow. Sounds like I’ll be flying a bit lower from now on!
@@MyTimeToFly Being a little lower, you'll feel a lot better at the end of the flight too
Yes! A little more O2 never hurt!
One of the best parts of the videos is watching the girls play with their DC headsets making funny faces! LOL
Thanks Paul, they are something else. I'm VERY thankful to have an isolation switch on my audio panel.
Good info. Fun to see the kids behind you.
Thanks Nick, it's always fun having them with me. I wish my wife was there as well, but unfortunately she had another commitment.
6:32 Your oldest girl is very observative, and you can see there's a lot going on in that young mind. You're a good Dad from what I can tell, and those kids will do well.
That means the world to me, I appreciate you say it!
You’ve probably already heard it, but there is no better tool than a digital engine monitor when it comes to engine troubleshooting, trend monitoring, etc. I caught a sticking valve very early and diagnosed a mag issue after installing a JPI830. There’s a lot of value in the data it provides. In your case, you could see exactly what was happening to each CYL and EGT during the mag checks and there’d be no guessing on which plug it was. Glad to see it looks like you found the issue though!
I have heard it, but I still appreciate you writing it. If your comment doesn't help me, it will help somebody else eventually. We absolutely need to get an engine monitor installed, along with shoulder harnesses, and a TON of other stuff!
It’s only Aviation Monetary Units, it’s not like it’s real money ;)
Definitely the most expensive hobby I’ve ever been involved in and all the really cool stuff cost multiple AMUs. Totally understand the idea of operating within a budget and focusing on safety first. Looks like you’ve got the right ideas moving forward.
Now that you have it running smooth again, go find some adventure!
AMU’s…too funny! It’s like it’s own little world where cost doesn’t matter.
I told some guys at work how much my “cheap” spark plugs cost, they about fell on the floor. Then I told them about the fine wire plugs, and they walked out of the room!
@@MyTimeToFly 😂
Now they think I make too much money…what are you gonna do?
I once keyed the radio as I was getting onto my son. XXXX stop kicking the seat and listen to Mommy... release the button realizing what I did and I hear from ATC... Unknown caller say again (hearing them trying not to laugh)... LOL I was already leaving the airspace so I just let it be. Good info on the real numbers on the plane.
That is freaking awesome! Thanks for sharing.
Your girls playing in the back is just so precious! I am a girl dad as well and I hope to get to experience that one day with my daughter. Love the flight videos man.
Thanks so much Sam, they are certainly a riot.
Happy day!!!!! Mooney driver too. Two daughters as well. One big regret is that I didn't get into flying back when my girls were young.
Keep it up!!!
Thank you! What model do you fly?
@@MyTimeToFly Hi there. I fly an M20K 252TSE. I live in Colorado Springs, CO. It's a must during a few summer months.
6-8k is our sweet spot in our 63 C. Anything above 9 and it falls off quick. I like flying higher only for the winds.
Makes perfect sense to me, I've probably flown too high before for no real savings.
Love your videos. Thanks for sharing.
You’re too kind! Thanks for being a part of the channel!
For long cross-country flight, I find the 7500/8500 is the sweet spot for speed and performance. Wonderful video!
Thanks so much for the kind words and the input!
Flying a Mooney in a TEKTON T-shirt.. I already like this guy!
Thanks man. I even work at Tekton!
Great video and as others mentioned, it is great that your daughters enjoy flying with you. I remember in a previous video, when you found the Mag issue, they were disappointed they didn't get to fly.
I usually fly my 65 C between 8 - 14 based on the winds mainly, but also the mountains out west drives some of the decision. I haven't done a speed test, but I have just about all of the speed mods on the plane, so maybe I should perform the same test. I was also under the impression to get an accurate reading you would want to go all four cardinal directions to account for the winds.
It would be awesome to see a comparison video! I’m not about the cardinal directions point, it seems it shouldn’t matter when we aren’t measuring speed across the ground.
I agree. 6000 feet to 8000 feet in my 66E seems to be the sweet spot. I’ll go to 11,000 if the eastbound tailwinds are good.
By the way, because of your video about propeller shaft causing oil on the windscreen I was enlightened to look there too. The change solved my issue as well. Thanks!
I didn't talk about winds here, but they are an incredible determining factor. I guess that's for another video. Thanks for being here!
That's so awesome, I'm glad it helped you.
Great video and info!!
Thanks so much!!!
That’s awesome that the girls go along with the flying. They even look interested at what you are saying. My 21 yo has never flown in my plane and the 25 yo loves it and they borrow the warrior as the boyfriend is a pilot. That is a fast plane as I’ve read. I’m lucky if I get 120mph on 9gph on my warrior.
I'm truly a lucky guy, they are pretty good little flyers. I'm also luck I have an isolation switch on my audio panel...they get a little loud after a while.
@@MyTimeToFly 😆
I know that many folks spend lots of money to upgrade their panels, but personally, having only flown 'steam gauge' equipped aircraft, they're familiar and they 'do the job' well. Add an iPad and it's all good. Your panel is set up quite nicely.
Thanks so much Fred. A couple small updates and I would certainly be happy with our panel!
I like to fly my Mooney high, 9-12K. My power is WOT and 2100-2000 RPM (3 Bladed prop no RPM restriction) Average 6.7-7GPH 140 knots.
Thanks for sharing W P. Are you keeping the RPMs down just to conserve fuel? I think many people keep the RPMs down so they aren't running "over square". I hear that "over square" is mostly a myth and won't cause any problems.
@@MyTimeToFly RPM down save fuel, less stress on engine, only loosing 7ish knots. Plus my engine is 1950 hours. But operating on condition.
Makes good sense to me! I really like the “on condition” mentality.
@@MyTimeToFly I think you have the over square thing backwards.. the over square thing is when the MP is higher than the RPM. And yes, you are allowed to go over square, you do on every takeoff from sea level!
You’re right, I’m not sure what I was thinking. Thanks for setting me straight!
I have only ever flown cessna, 172 175 and now a 182tc skylane. I have always wanted to get some seat time in a mooney to feel the difference in the aircraft. I think mooneys are beautiful aircraft.
"Biased", but I do think you'll like it!
We fly our ‘65 E model at about 10k and 11k in x-countries granted we’re surrounded by mountains. Our average TAS is about 145kts burning 8.2 gph
Pretty awesome! Those mountains do get in the way, don't they. Thanks for sharing.
6:55 Watching the young lady pay attention to everything you did was cool.
Thanks for noticing, she is a very special young lady. I'm not sure she wants to be a pilot, but I'll keep working on spiking her interest!
8000ft ASL seems to be the most efficient in the normally aspirated Mooneys (thin air less drag, too thin air too little power). 7500 Easterly heading, 8500 West works great if the winds are in favour for your longer flights. I used to use the built in calculator (true airspeed indicator) in my father's '66 "C" model. I see your plane has one too. My current Mooney is more efficient (2mph/Hp) but slower with less useful load than the M20 models.
Thanks so much for the input, it seems your spot on with your analysis!
I don't own a mooney, however I do like them for their efficiency. That being said, I would recommend an electronic ignition. I would do a compression check on cylinders. As you well know, MP, and perefofrmance drops with altitude, for normal aspirated engine. Iam not sure, if you're instrument rated or not? But, it will be good to have. I personally prefer a turbo normalized engine myself, for margin of safety. I believe altitude is pilots best freind. 2nd, it is always good, when ever, you take your plane out of the shop, to test fly it alone, or with an A&P that did the work.
I wish you, and your family safe flying, where ever you go, or what ever you do.
Thank you kindly Cyrous. She’s fresh out of annual, so the compression checks out good. I don’t have my instrument rating, but intend to work toward that. I appreciate all of your thoughts!
I have similar speeds in my M20B. On x-country flights I flight plan on something between 7k and 9k.
Roger that, makes perfect sense to me now.
I don't have a lot of data for my J, but I once calculated my TAS at 9500' at 160 kts on 8.5 gph. I need to do it more often though because that seems to be a little too fast for the fuel flow. Next month I'm putting Gami injectors on so I need a good benchmark to compare the before/after.
Oh wow, those are good numbers. I’ve heard great things about Gami’s, I hope they go great for you!
@@MyTimeToFly Yes me too. I hear they aren't such a great improvement over the stock ones on Lycos compared to Continentals, but worth a try!
Is there a specific problem your trying to solve? Just curious on your motivation.
@@MyTimeToFly It started a few months ago, when I had only 10 hours on the plane and 75 TT, so I was and I'm still green and learning! First my cylinder #1 was getting high EGTs during run-up and idling. I checked the plugs, everything was nice so the next thing to check was the injector and it was indeed partially obstructed. We cleaned it with an ultrasound bath and it corrected the issue. I was also noticing a pretty big difference between my left and right CHTs (30-40 F) and I thought it was due to not properly balanced injectors, so that's when I ordered the Gamis. I learned a couple weeks later that I could adjust my right cowl flap to be more opened when closed to improve air flow over that bank of cylinders. The third thing is that I can't seem to run LOP cleanly, so I hope I'll be able to achieve that now. I still need to measure my Gami spread before so I can see if the new injectors changed anything.
Thanks for all of the details, I love the analysis you’re able to do with an engine analyzer. Thanks a bunch for sharing, and good luck again!
Nice video, really enjoyed that, great fuel burn for that alt, and speed, bears my PA28 hands down. Be interested to see a video on short field performance, and how the mooney gets on with that. Thanks for sharing
Thanks a bunch Tim, I'll do my best to demonstrate some short field ops...although I'm not very practiced up on them. I guess it's a good excuse to go flying!
@@MyTimeToFly absolutely, although we dont need an excuse....:))
Truth!
In another YT vid the pilot found the sweet spot for his M20 super 21 at 7500'
Seems like 7,500 is just right for the Mooney! Thanks for being here.
Were you receiving flight following from ATC? Otherwise not too wise to be flying at non VFR altitudes. As an Air Traffic Controller, one of the biggest hazards i see are pilots flying wrong altitudes.
Roger that, I did not have flight following...thanks for calling out my dumb move, it will make me better.
Regarding the ears - “Valsalva”.
Normally aspirated airplanes give best range at ~7500msl, no wind. They just don’t have enough horsepower at very high altitudes. You could put a Rayjay turbocharcher on there and fly to the heavens.
I would love to put a Rayjay on, but it’s definitely not the priority at the moment.
Awesome 👍🏼💪🏼👏🏼🛩️🇺🇸ty brother 🙌🏻
Much appreciated!
Need a three way average (3 different directions on the compass) at each altitude to account for wind speed & direction when you're ckg airspeed & efficiency.
Roger that, I guess I didn’t realize wind speed would have an impact to anything other than ground speed. Time for Cory (me) to do some reading!
The one area the POH is usually wrong is telling people to go full mixture and no mention of leaning for taxi or just sitting at idle.
Agreed. I now aggressively lean at idle!
You should run at full throttle, helps reduce pumping losses, if you can get your hand on the lycoming engine manual you see how much over square you can operate as well.
Roger that. I do run full throttle unless I’m at low altitudes. If I know I’m climbing to a higher cruising altitude, I’m WOT the whole way!
I fly a Light Sport with Dynon avionics. Winds and TAS are calculated. Don’t think I could go back to steam gauges.
Sounds pretty sweet to me!
Love your channel… thinking of buying 1/2 share in a 1977 M20C ranger… concerned about the fuel burn due to here in Canada it’s almost $3 a litre. Can you tell me what your average hourly fuel burn . I am used to my 172 at 6.3 g / hr average.
My burn is a little higher than that. I plan 10 gph during cross countries, but only really burn around 9 (140 knots). BUT, if I was just sightseeing without a big need for speed, the fuel burn can be pulled way back.
I wish I could learn again. My flight school was a nightmare and I had an incident. Scared me effectively then they stole $5000 dollars and I had to threaten to sue to get some back.
I’m very sorry to hear that. How far into training did you get?
@@MyTimeToFly I solo'd a few times! Happy I at least have that memory. It's been a few months now and I'm trepidatiously thinking of getting back into it with a proper school and seasoned CFA. Anyway, on the positive side, love your videos man!
Thanks so much! I hope you’re able to get back after it. The right situation can make all the difference…you’ve got this!
Would you expect an IO-360 in a mooney to perform about the same?
Slightly better. 20 hp more, and more likely to run well lean of peak.
i fly a 182 RG and was wondering why you cleaned the flaps so quickly after take off? i like to retract flaps 500AGL so that i can get the most lift and be higher up in case of engine failure. also, is flying in VNO sppeds normal in a mooney? those speeds are insane. ive dpne 150KTAS at 75% Power. great video and great landing.
I can't speak for this guy but in my 67 m20f I'm hitting the end of my flap arc (approx 100) almost directly after take off. My VX is 94 and VY of 110ish and that'll overspeed the flaps.
@@jacobellis6150 wow what a bird
Exactly what jacobellis said, I have to retract them quick to not overspeed. I do believe that max flap speed was increased in later models.
I like to fly high. 10-11K. Too many mountains out here. I also pull the prop back to 2300 and leave the throttle forward.
I’ve ram 2,300 quite a bit, I like it! I’m just a simple flat lander,maybe sometime I’ll get around some big hills, I hear they can be challenging!
Where and what type of app are you using for calculating the TAS? Nice Mooney. Trying to finish up my 65 Mooney and burn some avgas. I liked the calculator and would like to install it so I can do the same thing. Thanks
It was just a web based TAS calculator. E6BX .com has one or the one I used was on Indoavis. They’re both just a quick google search away.
Installed a turbo charger on a C model it doubled the airspeed at 11,000 feet agl …. Normal aspirated was 110 mph ground speed. After installing the turbo plus kit. We we’re getting 220 mph ground speed at 11,000 feet
Doubled the airspeed? I'm a little confused by that statement...tell me more.
I think he meant doubled the maintenance costs 😄
Hahaha, now that seems more accurate!
@@jwaviator and operating cost.
In all seriousness Glenn, what do the performance numbers look like? Is it a rayjay turbo?
Also, it looks like your running a mode c transponder. In the 48 states without “certified”ADS-B, you are limited to below 10,000msl.
I do have ADS-B on board by way of a tail beacon.
Looks like it was a nice ride, thanks for sharing! I must say that was the cleanest I've ever seen your plane look, did you wash it? I enjoyed watching the kids in the backseat you know wrestling fighting playing!
Thanks William…they are crazy and I love them for it! I pulled the Mooney out in the rain last week to test run it after I installed new spark plugs. I wiped it down when I got it back in the hanger…does that count for a wash?
@@MyTimeToFly Nooo .... Let's hope you don't do your laundry the same way! 👻
Anything to save a buck!
@@MyTimeToFly ua-cam.com/video/8e9LPOKd2NM/v-deo.html
@@MyTimeToFly ua-cam.com/video/wLpn4CsFOu8/v-deo.html
You can pick up another 5 knots if you spend 75k on upgrades.... don't ask me how I know. Site seeing down low I do 2000 rpm/7gph/130kt. Cross country at 2200/8gph/142kt pulled back for endurance above 10000. I'll max at 8000 if it's less than an hour.
Sounds like some great strategies! I'll save the upgrades from somebody else, although I would like to get the "cowl enclosure fairing". But mostly I'm looking for the improved cooling.
@@MyTimeToFly Interesting thing about the cowl enclosures and 'cooling drag'. Racers try to get the cowl internal air pressure down to around 1.5 psi, I have no idea what it is in an old Mooney. Too large an opening slows the plane in ways that are not intuitive. The oil cooler setup doesn't help our problem on carb models which again increases 'cooling drag;, there's a relocation kit for the injected ones.
That is interesting, I definitely don’t claim to know the science, I just want cooler CHTs.
@@MyTimeToFly what are your CHT’s?
I only have a single probe, so it’s hard for me to paint the whole picture. But, it hangs around 400 on my old analog gauge.
The best part of the vid: was the girls playing in the back.
For sure, they are a riot!
Good video, looked like a nice flight! At the beginning when you were testing the magnetos and spark plugs, can you add on that… So on the ground doing that test if I’m correct you were testing using just the one magneto only then just the other one only? That correct? Then in the air I can only assume the engine is running with both magnetos online and all 8 spark plugs firing?
That's 100% correct Eddie. On the ground we check to ensure both mags are working properly, but always use them both when airborne.
Now a days, the only thing I monitor during cruise is my GPS ground speed!
I also watch ground speed carefully, especially as it relates to total travel time / fuel consumption. But, it’s not really the true measure of efficiency.
How do your numbers compare to the book numbers at 3,7,& 11? You look like you have a relatively stock M20C.
You're correct, my Mooney is essentially bone stock. Here's as close of a comparison as I can make. The altitude and power setting aren't perfect. It's pretty close with the exception of the middle altitude.
Book
2,500' / 24" MP / 2,400 rpm - 166 mph (actual - 166 mph)
7,500' / 22.5' MP / 2400 rpm - 178 mph (actual - 168 mph)
10,000' / 19" MP / 2400 rpm - 164 mph (actual - 161 mph)
I was surprised. I always thought that Mooneys were faster.
Certainly some models are. My specific Mooney is pretty low powered (180 hp) and doesn't have any speed mods. I'm sure there could be more in her, but it's not worth the cost of the upgrades.
You may need to get the carb checked. Your idle system should not let the engine die. When your throttle valve is closed that's when the idle system kicks in. Basically it's a hole above the throttle valve and that hole has a vain that goes back into the float chamber. So the vain going to the hole has fuel in it The suction from the piston causes a low air pressure enough to pull the fuel from the holl and vaporize the fuel to enter the plant. If it is clogged the powerplant will not idle. This is part reason we do a cylinder pressure check to see where the numbers are on them. If too weak it MAY NOT produce a proper suction to cause the low pressure and fuel vaporization above the throttle valve. Anyways loving vids I am restoring a Mooney m20 G 1968. Been taking a lot of pics and video. I'll be putting them up once it's complete. I been restoring it for about 3 years now and it's just about ready to put it together and paint. This things is going to be new when I'm done. .ive re-made lots of airframe parts and reinstalled them. But like I said love the channel.
Thanks so much for being here, along with all of the insight.
I mentioned the engine dying at idle, that was only when I was over aggressive with my leaning on the ground. It’s never died with the mixture set properly. Does that seem right?
Also, what a labor of love to restore the Mooney! It’s definitely something I would like to take on as time allows in my life (maybe once the kids are out of the house)!
I hope you build a BD4c
It would certainly make me the "odd man out", but perhaps that's the way it should be.
The answer to your question is you should be getting only 120 HP out of 180 HP combustion engine at 11,000 feet so that s the reason your airplane is slow at 11,000 feet and you’re not benefiting from any tail winds at altitude.
Makes sense. Need that darn turbo!
7000 vfr?
Yea, I'm dumb. I have no clue why I didn't go to 7,500'. No excuses.
go past alt by 100ft and push over speed up trim up and your at cruise faster😂
Seems reasonable, but I've never tried it.
You’ve got a lot less power at 11000ft than 7000.
Very true, and you can certainly feel it! Need that turbo!
As the girls get older, the plane will go faster (more aft CG).
I like the way you think!!!
Dont trust anybody hiding behind a beard 🥳
Haha, nice! I’d shave it off, but I’m afraid my wife would run away!
@@MyTimeToFly have fun!
I owned a 201 for 23 years ☀️🥂
So awesome, my next step up will be a M20J, if I don’t go experimental!
@@MyTimeToFly me in my Mooney over the Swiss glaciers on UA-cam ua-cam.com/video/q0lW0AoaGtQ/v-deo.html
My homebase with 10-15 Mooneys located has 1500ft long runway. You get used to that!
Maybe I missed the winds aloft? That's got to be a factor.
Wind speed is only a factor if I’m trying to understand ground speed. Today I was just trying learn the airplanes efficiency better.
Said a different way, winds aloft could change my altitude selection for an actual trip. But wind speed doesn’t change the True Airspeed calculation of an airplane.
Hi
Hey there!
You're taking your kid on the first flight after service? Uh what? Even if that was legal, it would still be effing careless...
I do understand your perspective, but also realize there is not a "yes" or "no" answer. In this case, I changed 3 spark plugs. I did all the work myself and test ran the airplane twice. Those kids, and their mom are the most important thing in the world to me. I would not put them in a situation that I felt was unsafe. It's my opinion I was being far from "careless".
@@MyTimeToFly I can see the argument but there are still lots of things that can go wrong. There could have been a wrench left in there that got dislodged only after flying and then hit something and damaged it. You also mentioned having worked on the mags. I work in safety critical system design, so I am quite aware that my standards are higher than normal, but I still don't think any pilot should be taking passengers on the first flight after any kind of maintenance.
Thanks Daniel, I completely understand where you’re coming from. Again I think there is a spectrum of options here. I could have forgotten to tighten up bolt that took 3 flight hours to loosen, giving me a false sense of security on flight #1 and presenting the problem later down the road. In this case, the only work that was done was spark plugs and I felt I took the necessary precautions to be safe. As an example that I believe in what you’ve said, after every annual (when major work is completed by someone other than me) the first flight is always by myself. It’s mostly so I can have 100% focus, being attentive to potential problems without distractions. Thanks again, I really do value your thoughts!
How is this airplane flying?
This was my father's airplane. He crashed this airplane in New York in 1978, after the carburator deice stopped working at around 3500 ft.
One of the wings was pretty much destroyed
Seriously... how is this airplane flying?
It's been airworthy since something like 1981!