Len Lanetti
Cleared for Takeoff
I flew the Mooney with the new engine yesterday.
The day started off normally for a school day as the kids got on the yellow bus...sufficient fuel in their bodies, contents of backpacks double checked and kisses good bye.
Dad calls Flight Service for only the second time in about 6 months. Generally clear below 12,000 is the current weather in the area but a low pressure system is moving in bringing lowering clouds and bumpy weather between 10am and 2pm. Not what I want to hear for full power operation that is surely going to result in speeds at the top of the yellow arc. Hmmm, maybe I can get a few hours in before the bumps arrive. So off I drove to the airport.
Through preflight including a personal look see into the engine compartment sans cowling. It looks great in there...the wide deck version of the O360 required modification of the cooling baffling...the jugs are noticeably bigger, actually I think the cooling fins are what is bigger...the new location for the alternator due to different mounting bracket holes required changes to the baffling as well. Prop governor had to be relocated as I also went with a spin on oil filter version of the O360 instead of one with a screen.
Discussion on break in procedure ensued with mechanics. We all agree fly it hard for at least an hour. Be on the look out for oil on the windscreen. There may be a faint paint burning smell this is normal. Fuel consumption will be high, on the order of 17 GPH (versus the normal 9.5 to 11.5 I typically get in cruise). This was not news as the mechanic had mentioned this before along with an anecdotal story from years ago when a Bonanza driver ran out of fuel short of the runway during an engine break in flight. I review my fuel usage plan and jot it down on my scratch pad. I double check that the fuel selector turns easily and that I'm still able to perform the gymnastics required to change tanks in flight.
So now I'm in the cockpit. The power controls are now in the modern order but the handle on the prop control is black versus blue. The lock mechanism on the throttle is different. During the actual flight I only reduced throttle during the flight in preparation for landing...not enough time to unlearn my muscle memory from the old throttle lock mechanism. I also did not get the chance to fly at reduced power to check the gear unsafe warning horn setting...that will have to wait for later. Other than cycling the prop during the run up I did not move the prop control at all during the flight. Mixture control was pushed in for start up and pulled out for shutdown, otherwise I did not actuate this control for testing nor to get a feel for the verner mechanism.
Went through pre-start check lists through. Did as many items from the after start and run up check lists as possible to minimize ground run time.
Using my starting procedure from the old engine it took me 3 or 4 attempts to get the engine started. Mechanics said we would have to review starting procedure as it started more easily for them when they did the ground runs.
Did a quick mag check with only about 25 to 50 RPM drop on each mag and hardly any difference between the two. Prop cycle was quick and smooth...mechanics had cycled prop on previous ground runs. Oil pressure was right in the middle of the green at 75 PSI according to the 42 year old gauge.
Checked that the pattern was clear, announced that I was rolling on unicom and I used soft field technique of keeping the aircraft rolling from the behind the hold short line to lift off. As I rolled a quick glance at the engine monitor (all cylinders getting hot), tach (close to but not exceeding redline, I figure 2,650 RPM during the initial part of the roll), manifold pressure (pointer above 25 inches, from the angle you can't see the exact number but my rule of thumb is the pointer has to be above 25 inches for my typical density altitudes) and oil pressure (steady, middle of the green which is 75 PSI) showed everything "in the green".
The wind was about 5 knots right down the runway. Tempurture was cool, not over 50 degrees F. With just me and my flight bag the aircraft was light. It felt that the aircraft was ready to fly by the time I had glanced at the right side of the panel for the takeoff roll engine instrument check. I was in the air in about 500 feet. My technique was a bit rusty and the aircraft hopped on the mains once or twice before climbing away.
I held 80 mph and retracted the manual gear. Muscle memory served me well, gear retraction was smooth both from a mechanical standpoint and an ergonomic standpoint. Note that this was the first time the aircraft had flown since the annual inspection where components from the gear system were replaced.
Once the gear was up I lowered the nose and climbed at 110 MPH which is about 10 MPH over my normal climb speed. In that attitude I saw 1,100 FPM climb on the VSI. That rate of climb I held until I reached my initial altitude of 2,800 feet.
After flying the Brandywine noise abatement procedure I turned crosswind and continued to climb. Once level at 2,800 I started flying a rectangle around the Brandywine airport. I was showing 2,650 RPM on the tach and was pulling 27 inches of manifold pressure as I turned to a high and wide downwind. I was indicating 170 MPH within a moment or two of leveling off. Once the speed built I was showing 180 MPH, only 9 MPH below the redline for my M20C (Note that I think that other years and serial number ranges have a different redline). I'm thinking that at this speed turbulence, bank angle and attitude are something to be mindful of.
After calling Flight Service on the telephone for a weather briefing that morning I gave Philadelphia Approach a call to give them a heads up that I would be circling in the vicinity of Brandywine Airport. It is also close to the Modena VOR which approach uses for departures and arrivals. I figured a call in advance would be better than trying to explain it on frequency. I mentioned that I may be circling in the area for as much as three hours. It appeared to work as when I called them on frequency they recognized my tail number and gave me a squawk code.
I flew the rectangular pattern around the airport for about 15 or 20 minutes but the geography underneath was producing some bumps. I figure I was getting uneven heat rising as I flew over housing developments, water and fields. At that point I climbed to 3,200 and moved east of the airport to fly over open fields as much as possible.
A standard rate turn at the "MACH number" (well it is a fraction of a MACH number) I was traveling is pretty wide. :<)
Went through 3 or 4 air traffic controllers during the time I flew. I flew with all the lights on as an additional security blanket. One controller was very interested in what I was doing and helpful directing traffic in the area so I wouldn't have to change altitudes. Only one controller was testy to me and others. A survey aircraft was in the area, an Aztec, was only a few hundred feet below my altitude. He continued to have me in sight while nearby but I never did see him. One aircraft crossed above me by a few hundred feet but I never had him in sight either. I've determined that acquiring aircraft visually is something that has to be practiced to maintain proficency.
I only flew for about an hour and a half. I did want to try to fly about 2.5 hours on that first flight but it was getting more turbulant as time went on and the system that was approaching got closer. As I was flying pretty close to redline on the ASI I figured it was about time to take it in.
I turned toward the airport and started reducing power and heading down. Power reductions made in 2 inch increments every two minutes and 500 FPM down on the VSI. It worked out pretty well and I turned and leveled to a high downwind for Brandywine with 18 inches of manifold pressure doing about 150 MPH. Speed bled off to the gear extension speed of 120 MPH as I held altitude and I was able to drop the gear at about 3/4ths down the runway. With the gear out I pull the power back to 16 inches and it only takes a few moments to reach my personal flap extension speed of 95 MPH (100 MPH is the start of the white arc on my Mooney). I put in two pumps on the hydraulic flap handle just before turning base. I scan and there is no traffic for the straight in. I concentrate on keeping some power on and managing airspeed with pitch and flaps. I establish and hold 80 MPH about halfway down final and start watching the numbers in the windshield instead of the ASI.
The wind has picked up and I need right rudder and opposite aileron to control the horizontal movement of the numbers in the window. Left right control is good but I round out too high. The stall warning buzzes as I flare, one small "skip" of the mains with the nose high and I'm down. Not my best landing and not my worst. I turn off the runway stop, identify and raise the flaps followed by a quick taxi back to the maintenance hanger with a normal shut down.
Mechanics are surprised to see me back so soon and want to know if everything is OK. I tell them mechanically everything is just great.
So, I still have a few hours of break in and a few more things to check but so far so good.
Len
The day started off normally for a school day as the kids got on the yellow bus...sufficient fuel in their bodies, contents of backpacks double checked and kisses good bye.
Dad calls Flight Service for only the second time in about 6 months. Generally clear below 12,000 is the current weather in the area but a low pressure system is moving in bringing lowering clouds and bumpy weather between 10am and 2pm. Not what I want to hear for full power operation that is surely going to result in speeds at the top of the yellow arc. Hmmm, maybe I can get a few hours in before the bumps arrive. So off I drove to the airport.
Through preflight including a personal look see into the engine compartment sans cowling. It looks great in there...the wide deck version of the O360 required modification of the cooling baffling...the jugs are noticeably bigger, actually I think the cooling fins are what is bigger...the new location for the alternator due to different mounting bracket holes required changes to the baffling as well. Prop governor had to be relocated as I also went with a spin on oil filter version of the O360 instead of one with a screen.
Discussion on break in procedure ensued with mechanics. We all agree fly it hard for at least an hour. Be on the look out for oil on the windscreen. There may be a faint paint burning smell this is normal. Fuel consumption will be high, on the order of 17 GPH (versus the normal 9.5 to 11.5 I typically get in cruise). This was not news as the mechanic had mentioned this before along with an anecdotal story from years ago when a Bonanza driver ran out of fuel short of the runway during an engine break in flight. I review my fuel usage plan and jot it down on my scratch pad. I double check that the fuel selector turns easily and that I'm still able to perform the gymnastics required to change tanks in flight.
So now I'm in the cockpit. The power controls are now in the modern order but the handle on the prop control is black versus blue. The lock mechanism on the throttle is different. During the actual flight I only reduced throttle during the flight in preparation for landing...not enough time to unlearn my muscle memory from the old throttle lock mechanism. I also did not get the chance to fly at reduced power to check the gear unsafe warning horn setting...that will have to wait for later. Other than cycling the prop during the run up I did not move the prop control at all during the flight. Mixture control was pushed in for start up and pulled out for shutdown, otherwise I did not actuate this control for testing nor to get a feel for the verner mechanism.
Went through pre-start check lists through. Did as many items from the after start and run up check lists as possible to minimize ground run time.
Using my starting procedure from the old engine it took me 3 or 4 attempts to get the engine started. Mechanics said we would have to review starting procedure as it started more easily for them when they did the ground runs.
Did a quick mag check with only about 25 to 50 RPM drop on each mag and hardly any difference between the two. Prop cycle was quick and smooth...mechanics had cycled prop on previous ground runs. Oil pressure was right in the middle of the green at 75 PSI according to the 42 year old gauge.
Checked that the pattern was clear, announced that I was rolling on unicom and I used soft field technique of keeping the aircraft rolling from the behind the hold short line to lift off. As I rolled a quick glance at the engine monitor (all cylinders getting hot), tach (close to but not exceeding redline, I figure 2,650 RPM during the initial part of the roll), manifold pressure (pointer above 25 inches, from the angle you can't see the exact number but my rule of thumb is the pointer has to be above 25 inches for my typical density altitudes) and oil pressure (steady, middle of the green which is 75 PSI) showed everything "in the green".
The wind was about 5 knots right down the runway. Tempurture was cool, not over 50 degrees F. With just me and my flight bag the aircraft was light. It felt that the aircraft was ready to fly by the time I had glanced at the right side of the panel for the takeoff roll engine instrument check. I was in the air in about 500 feet. My technique was a bit rusty and the aircraft hopped on the mains once or twice before climbing away.
I held 80 mph and retracted the manual gear. Muscle memory served me well, gear retraction was smooth both from a mechanical standpoint and an ergonomic standpoint. Note that this was the first time the aircraft had flown since the annual inspection where components from the gear system were replaced.
Once the gear was up I lowered the nose and climbed at 110 MPH which is about 10 MPH over my normal climb speed. In that attitude I saw 1,100 FPM climb on the VSI. That rate of climb I held until I reached my initial altitude of 2,800 feet.
After flying the Brandywine noise abatement procedure I turned crosswind and continued to climb. Once level at 2,800 I started flying a rectangle around the Brandywine airport. I was showing 2,650 RPM on the tach and was pulling 27 inches of manifold pressure as I turned to a high and wide downwind. I was indicating 170 MPH within a moment or two of leveling off. Once the speed built I was showing 180 MPH, only 9 MPH below the redline for my M20C (Note that I think that other years and serial number ranges have a different redline). I'm thinking that at this speed turbulence, bank angle and attitude are something to be mindful of.
After calling Flight Service on the telephone for a weather briefing that morning I gave Philadelphia Approach a call to give them a heads up that I would be circling in the vicinity of Brandywine Airport. It is also close to the Modena VOR which approach uses for departures and arrivals. I figured a call in advance would be better than trying to explain it on frequency. I mentioned that I may be circling in the area for as much as three hours. It appeared to work as when I called them on frequency they recognized my tail number and gave me a squawk code.
I flew the rectangular pattern around the airport for about 15 or 20 minutes but the geography underneath was producing some bumps. I figure I was getting uneven heat rising as I flew over housing developments, water and fields. At that point I climbed to 3,200 and moved east of the airport to fly over open fields as much as possible.
A standard rate turn at the "MACH number" (well it is a fraction of a MACH number) I was traveling is pretty wide. :<)
Went through 3 or 4 air traffic controllers during the time I flew. I flew with all the lights on as an additional security blanket. One controller was very interested in what I was doing and helpful directing traffic in the area so I wouldn't have to change altitudes. Only one controller was testy to me and others. A survey aircraft was in the area, an Aztec, was only a few hundred feet below my altitude. He continued to have me in sight while nearby but I never did see him. One aircraft crossed above me by a few hundred feet but I never had him in sight either. I've determined that acquiring aircraft visually is something that has to be practiced to maintain proficency.
I only flew for about an hour and a half. I did want to try to fly about 2.5 hours on that first flight but it was getting more turbulant as time went on and the system that was approaching got closer. As I was flying pretty close to redline on the ASI I figured it was about time to take it in.
I turned toward the airport and started reducing power and heading down. Power reductions made in 2 inch increments every two minutes and 500 FPM down on the VSI. It worked out pretty well and I turned and leveled to a high downwind for Brandywine with 18 inches of manifold pressure doing about 150 MPH. Speed bled off to the gear extension speed of 120 MPH as I held altitude and I was able to drop the gear at about 3/4ths down the runway. With the gear out I pull the power back to 16 inches and it only takes a few moments to reach my personal flap extension speed of 95 MPH (100 MPH is the start of the white arc on my Mooney). I put in two pumps on the hydraulic flap handle just before turning base. I scan and there is no traffic for the straight in. I concentrate on keeping some power on and managing airspeed with pitch and flaps. I establish and hold 80 MPH about halfway down final and start watching the numbers in the windshield instead of the ASI.
The wind has picked up and I need right rudder and opposite aileron to control the horizontal movement of the numbers in the window. Left right control is good but I round out too high. The stall warning buzzes as I flare, one small "skip" of the mains with the nose high and I'm down. Not my best landing and not my worst. I turn off the runway stop, identify and raise the flaps followed by a quick taxi back to the maintenance hanger with a normal shut down.
Mechanics are surprised to see me back so soon and want to know if everything is OK. I tell them mechanically everything is just great.
So, I still have a few hours of break in and a few more things to check but so far so good.
Len
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