I have an 1967 M20E that I’ve owned for several years. Same motor non turbo with power boost gives me another 1.5inches of MP. My TAS at 8000ft 100 ROP is 167-168KTAS on 11.5/hr. Without power boost I’m 163ktas on 10.8/hr. Usually I run LOP 143KTAS on 6.8 to 7.5gph at 10,000ft
It is important to brief flight instructors on the POH supplement settings. Turbo bootstrapping will occur if you are not careful with engaging the wastegate during high density altitude takeoffs. I shot a video of it at big bear and will get it up soon.
@@ZentRose Sweet, thanks! Anything I should look for when inspecting the aircraft? Obviously will have a Mooney A&P do the pre-buy, but if there's anything I can call out initially, it could save the hassle. :) Also... in one of your Mooney videos (I watched all of them last night) you mentioned a govt. subsidy for aircraft storage? Where can I learn more about that?
With Mooneys specifically, the tank reseal is expensive if the tanks are leaking. Then look at when landing discs were last replaced and also look at the prop hub ( the recurring AD can get expensive and many Mooneys have already upgraded the hub). There is also a corrosion issue for the cockpit cage (I think the service bulletin is 208b)@@NimblyJimbly
Ya, interesting on the flaps. I would be concerned that I might end up sliding down the runway with full flaps and no gear. I like to get my gear down before entering the pattern. Also, especially in IFR on approach, ATC will request to keep the speed up before the FAF. This can be a challenge to ever get the gear down without speed brakes. The trick is to #1 advise your passengers that you are going to lift the nose and not to panic. #2 have the throttle all the way to idle. #3 get to the lowest part of the glideslope. #4 pull back smoothly pitch up and watch the airspeed fall as the increased angle of attack creates excessive drag. #5 once you reach Vle throw the Johnson Bar. Now that you are at idle and the gear is down. You can lower the nose, add some power, and get back on glideslope. You usually won't climb more than a couple hundred feet and you still have plenty of time to get back on glideslope. I have done this coming in at even 150 knots and it really helps the controllers. Nothing sucks more than them breaking off your approach because a jet is closing in on you.
I assume you have a later model like a M20K with a proper gear speed. In this plane, gear cannot be extended beyond 105 knots without damage (The gear doors bend).
I couldn't rent a turbocharged airplane for a reasonable rate and I consider it a mandatory safety item for flying on the west coast. I also use the hangar as shop space for my cars now.
There is no intercooler. You could add one but I don't think it would be legal since the original STC did not have one. It would definitely improve the performance of the plane and add more detonation margin.
Not to be a nit picker but as someone very familiar with F models, I will say that Vge is higher than Vfe…so I am surprised to see you drop flaps ahead of the gear.
Why full rich with the turbo? I would think you'd still want to lean the mixture so that the air/fuel ratio isn't sending un-combusted fuel out the exhaust. And also, have fun with the instrument rating. It's really really different. And it's a *LOT* of new information, but instrument flying is incredibly cool! You get to see things that - in the history of humanity - very very few people have seen.
Thanks man. It's in the Rajay POH supplement without explanation. The reasoning is probably because the power level is over 75% at the max climb settings and you'd likely damage the engine leaning at the 80 to 85% power level. When in cruise up high I will lean it out. I like to cruise up high staying under 65% power with about 7gph fuel burn. The air is nice and smooth and the plane has an incredible range at those settings.
Doesn’t a turbo normalized engine have an automatic wastegate that keeps it at sea level manifold until you reach the critical altitude? Seems like your plane is turbocharged but not normalized. And yes I am jealous of your turbo.
Man having been a pilot since 1967 you yank the gear WAY TO SOON!!!! when you can no longer land on the runway in an emergency GEAR UP. you take off and call wheels off, gear up you're going to find sooner or later you'll be landing gear up
Yeah there is about 1000ft left when I pull the bar here. Maybe the wide camera angle makes the runway look bigger. (In other words I am out of runway) cheers
Great stuff Zent! The effort put into filming different angles is appreciated. Fly safe!
Thanks, I appreciate it
I have an 1967 M20E that I’ve owned for several years. Same motor non turbo with power boost gives me another 1.5inches of MP. My TAS at 8000ft 100 ROP is 167-168KTAS on 11.5/hr. Without power boost I’m 163ktas on 10.8/hr.
Usually I run LOP 143KTAS on 6.8 to 7.5gph at 10,000ft
Many years ago (~40) I owned an M20F. What a plane.
Super cool video man! Makes me want to get my pilot's license!
Thanks. You should do it!
great videos for a newbie to the RJ turbos like me
Who are you insured through?
Subbed for Mooney content! I’m currently looking at a ‘68 M20F with the turbo normalizer STC. Any pro tips or gotchas?
It is important to brief flight instructors on the POH supplement settings. Turbo bootstrapping will occur if you are not careful with engaging the wastegate during high density altitude takeoffs. I shot a video of it at big bear and will get it up soon.
@@ZentRose Sweet, thanks! Anything I should look for when inspecting the aircraft? Obviously will have a Mooney A&P do the pre-buy, but if there's anything I can call out initially, it could save the hassle. :)
Also... in one of your Mooney videos (I watched all of them last night) you mentioned a govt. subsidy for aircraft storage? Where can I learn more about that?
With Mooneys specifically, the tank reseal is expensive if the tanks are leaking. Then look at when landing discs were last replaced and also look at the prop hub ( the recurring AD can get expensive and many Mooneys have already upgraded the hub). There is also a corrosion issue for the cockpit cage (I think the service bulletin is 208b)@@NimblyJimbly
@@ZentRose thanks! Great info. 🙏🏼
make sure your RayJay AD's are complied with , basically hoses changed every 5 years unless you have the hose kit from RJ , on the website n
Ya, interesting on the flaps. I would be concerned that I might end up sliding down the runway with full flaps and no gear. I like to get my gear down before entering the pattern.
Also, especially in IFR on approach, ATC will request to keep the speed up before the FAF. This can be a challenge to ever get the gear down without speed brakes.
The trick is to #1 advise your passengers that you are going to lift the nose and not to panic. #2 have the throttle all the way to idle. #3 get to the lowest part of the glideslope. #4 pull back smoothly pitch up and watch the airspeed fall as the increased angle of attack creates excessive drag. #5 once you reach Vle throw the Johnson Bar. Now that you are at idle and the gear is down. You can lower the nose, add some power, and get back on glideslope. You usually won't climb more than a couple hundred feet and you still have plenty of time to get back on glideslope.
I have done this coming in at even 150 knots and it really helps the controllers. Nothing sucks more than them breaking off your approach because a jet is closing in on you.
I assume you have a later model like a M20K with a proper gear speed. In this plane, gear cannot be extended beyond 105 knots without damage (The gear doors bend).
Pretty interesting video. How did you decide to get a plane? I don’t remember if you talked about it at the time when you got it
I couldn't rent a turbocharged airplane for a reasonable rate and I consider it a mandatory safety item for flying on the west coast. I also use the hangar as shop space for my cars now.
@@ZentRose That makes sense. Thanks!
Interesting video!
Question: what do you think of the Risen 915 experimental aircraft?
Thanks. I am not familiar with that airplane.
Wheels in the Sky have done a great video of it here in the States. @@ZentRose
great advice about insurance! didnt know that. does it have intercooler? or can you get one? Thanks great video
There is no intercooler. You could add one but I don't think it would be legal since the original STC did not have one. It would definitely improve the performance of the plane and add more detonation margin.
What company?
Not to be a nit picker but as someone very familiar with F models, I will say that Vge is higher than Vfe…so I am surprised to see you drop flaps ahead of the gear.
VFe is 125 and gear is 120 on this plane. Prior to 68 you are correct.
Why full rich with the turbo? I would think you'd still want to lean the mixture so that the air/fuel ratio isn't sending un-combusted fuel out the exhaust.
And also, have fun with the instrument rating. It's really really different. And it's a *LOT* of new information, but instrument flying is incredibly cool! You get to see things that - in the history of humanity - very very few people have seen.
Thanks man. It's in the Rajay POH supplement without explanation. The reasoning is probably because the power level is over 75% at the max climb settings and you'd likely damage the engine leaning at the 80 to 85% power level. When in cruise up high I will lean it out. I like to cruise up high staying under 65% power with about 7gph fuel burn. The air is nice and smooth and the plane has an incredible range at those settings.
The turbo makes the engine act like it’s at sea level where most takeoffs are done full rich. It’s where you need some cooling and detonation margin.
Doesn’t a turbo normalized engine have an automatic wastegate that keeps it at sea level manifold until you reach the critical altitude? Seems like your plane is turbocharged but not normalized. And yes I am jealous of your turbo.
This is just the Rajay Turbo Normalizer STC for Mooney. The turbocharged Mooneys are entirely different beasts (and much faster than my plane).
Please do not switch tanks after the run up. That's a good way to lose your engine in the upwind. Switch right after startup or don't bother at all
No, switch after taxi before run up
Man having been a pilot since 1967 you yank the gear WAY TO SOON!!!! when you can no longer land on the runway in an emergency
GEAR UP. you take off and call wheels off, gear up you're going to find sooner or later you'll be landing gear up
Yeah there is about 1000ft left when I pull the bar here. Maybe the wide camera angle makes the runway look bigger. (In other words I am out of runway) cheers
That landing gear can be extended and LOCKED in 1 second