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.
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.
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!
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.
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.
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 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 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!
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 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.
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.
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.
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!
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.
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!
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.
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.
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
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.
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.
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)!
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 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?
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?
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.
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)
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!
