Candy man

Great post! I was also taught that Mooney’s aren’t susceptible to carb ice. Well… I was at 11,000 feet in imc over Pennsylvania, autopilot was on, and I was monitoring everything as usual. I notice that my airspeed had come way down into the white arc. It was the autopilot trying to maintain altitude (and willing to kill me in the process) I immediately disengaged the autopilot and started descending to increase the airspeed. It took me a good minute or 2 to come up with carb ice. Once your told its not a problem it seems to go further down on the mental things to check. I trained in a Cessna and always used carb heat in low power settings. Anyway I added carb heat got a k-chunk k-chunk and a vroom. The other thing that I don’t like is in my 1970 c with vernier controls the carb heat is totally out of sight, and it’s kind of out of mind. I really wish there was a way to show pilots while trying what carb ice is really like. I’ve never had the problem again and have since added the jpi 900 with carb temp, but I know it can really happen in a mooney. Lawrence

What should have been covered during PPL training was seeing light gun signals for purpose of demonstration. It would be great to know what they look like when you have an instructor and a radio. In 30 years of flying and BFR’s it should have come up on training. Lawrence

I do know about the emergency gear extension, i really didn’t want to use it. Also concerning the manual extension, last year during annual with the plane on Jack’s I had the opportunity to cycle the gear manually, I had never done that before, it was “A GREAT LEARNING EXPERIENCE” I understood better how to do it, what’s involved , and about how long it takes. I encourage anybody with that opportunity to take it, yesterday part of my calmness was not worrying a lot if I had to cycle the gear. It would have been my first time at altitude, but not my first time. Lawrence

My master isn’t split, it’s a toggle switch and I’ve been looking for a red toggle switch to replace it with. One more piece on cycling the master is I have the Surefly ignition, probably would have been fine, but one more piece of the puzzle

Thanks for the positive responses, my knee board has emergency squawk codes and light gun signals on it, in 30 years of flying I’ve never actually seen a light gun light, and I was worried about losing radio and transponder. Maybe next time I’m with and instructor and they’re not busy I’ll have them do a light gun demo. Funny how much stuff you learn in training and never see.

Yesterday I flew round trip from Ohio State KOSU to Elkhart Indiana KEKM Both are towered airports. I was dropping a friend off to pickup a car that was repaired after he hit a deer on the way to Chicago. It was a really cold morning, about 14 degrees but the visibility was 35 miles, about as good as it ever gets around here. The flight there was totally uneventful, I dropped my passenger, spent 15 minutes or so on the ground and started a still warm airplane for the trip back. Not long after take off I heard a beeping sound, it was coming from the phone charger, it apparently warns you below 12 volts. One other time a few months back I had negative amps on my jpi on a short trip, but never had that problem again. I was an hour from home on a beautiful day with either a bad alternator or a bad regulator. My concerns was the radio and the gear. My options were attempt to complete the trip, cancel my IFR flight plan and head VFR to Delaware Ohio KDLZ an uncontrolled field 15 miles north of Columbus. Or land as soon as “practicable”. I knew the airplane would fly without the battery so I decided to head to KOSU, and monitor how quickly my battery was losing volts. I also decided I would inform ATC once I was closer to home. The thought process for this one was crazy. If something went really wrong I didn’t want the postmortem discussion to be “ how many suitable airports I passed on my way home” insane but that’s what I thought. I really didn’t think I was in danger of having a major problem outside of communication. I shut off all extra electrical equipment that I didn’t need, the second radio, as well as all lights and the autopilot. I had also considering canceling IFR at that time and shutting off the avionics master and turning back on when closer to home. I also considered turning off the master because unplugging something and plugging it back in seems to fix 90% of the things that don’t work in my world, but I was scared to do that as I’ve never turned off a master in flight. I started watching the volts very closely on the jpi and was loosing .1 volts every 23 mins, I knew this rate may speed up so I decided no matter where I was I was dropping the gear at 11 volts. When I was about 35 miles fro Ohio State on with Columbus approach I requested the phone number for the OSU tower in case I lost comm because I was having an alternator issue. They asked “ if I’d like to declare an emergency” I responded not at this time, the plane and I are fine it’s only precautionary in case I lose my radio. They replied “ stand by” returned a minute later and said they “we’re declaring an emergency for me” Really? I didn’t want to bother anybody and thought having the phone number for the tower as well as them informed of my possible situation I’d be able to call them through my headset and land with cellular communication. ATC also offered me an airport 4 miles away and I declined again saying I was fine and this was precautionary. I was cleared to land about 13 miles out they were not allowing another plane to do a practice ILS and holding traffic from departing for longer than normal. I could hear them refer to the “emergency aircraft” during the rest of my flight. I landed uneventfully with 11.5 volts left on the battery, and only after I landed did I notice fire EMS and other flashing lights by the FBO. Did I do everything correctly? I’m on the ground unharmed, the plane is undamaged, and I was never scared or worried. I will be purchasing a handheld, and was wondering do I need to fill out paperwork or inform the FAA? Love the community and thought I’d share my story. By the way, recommendations on handhelds? Lawrence

First off thoughts and prayers to all involved and affected by this horrible event. All accidents in the aviation community hit close to home, and in the Mooney community it feels like it’s next door. I’m not hear to question how it happened or second guess the pilot, I hate when we do that. I do have 2 questions, the first I ask out of ignorance. I thought carbon monoxide issues where a winter thing when using cabin heat? I know it’s Minnesota, but I fly to northern Michigan all summer and don’t use heat even at 11,000. Second question; the second picture with the bent wings, is it possible that moment was captured after a bounce? I have no idea I’ve never heard of both wings, or either wing in a Mooney doing that, and I can’t imagine power lines caused that. Again, prayers to all involved. Lawrence

I’ve used Turo before In Florida. My son and I are driving and he said what if we’re pulled over? I never thought about that. We start looking around, no registration, no proof of insurance., and I don’t look like I could be Hector Martinez. That being said I’ve got a car reserved on turo but the closest one that wasn’t a Maserati was in Danbury an hour away. I’m calling budget at new haven directly this morning. Any other ideas would be welcome. I love this group, always good ideas. And yes She’s a hockey goalie. Lawrence

She’s a goalie might be the best option.

My daughter has a goalie camp in New Haven Ct , and I’m arriving on Saturday July 10 between 4 and 5. Leaving on Wednesday the 14th. I’d like to fly into Meriden MMK, but would be willing to fly into any airport close as long as I can rent a car ( I’d like to avoid $7 avgas). Enterprise wants$1000 for an economy rental for 4 days. Budget has better rates but at the Amtrak station, and not at 5pm I would fly into New haven but can’t figure out the car thing there either. Looking for advice. Any help would be appreciated. Lawrence

I was trying to do the correct thing. In another thread on Mooneyspace it claims that mooney uses 1 hr of flight at 2500 rpm to generate an hour of time. If someone can clarify this I’d like to know the correct answer and set the tach up properly.

Need some advice We just installed a JPI 900 in our 1970 Mooney C. We recalibrated the tach to read an hour of flight equals an hour of time at 2500 rpm vs the factory setting of 2400 rpm. What we ant to do and can’t find anywhere is how to set the tach to match the total time on the airplane. Any ideas? Thanks in advance. Lawrence

Well not only have I turned 50 and then some. Well so has my 1970 m20c and many of its components. This is the top of the instrument panel. Do I have it recovered? buy new? Send it out? Find a local vinyl guy? I’m in Columbus Ohio. Any and all advice accepted. Lawrence

I used the search and couldn’t find the answer ( I didn’t look that hard) so I thought I’d ask the question. I really want to add the jpi 900 to my 1970 C, but I have a few questions. Everybody that posts about there’s says it’s the best thing they’ve added to the plane. 900vs 930? what happens if you lose the display or the whole instrument during flight, assuming you’ve removed the old instruments? And has this happened? I also thought there was someone on MS who offered a discount. what question am I not asking that I should? thanks in advance Lawrence

I would really like to upgrade the panel after this summer. And based on what I’ve read an seen I think the G3x is the way to go. But I’d like to not spend 50 amu’s on this project. So if I go with the G3x with the G5 backup, find a used gtn 750 ( they seem to be out there now) can I still use the s tec 50 autopilot. It seems I would save a fortune not upgrading to the GFC 500? help me spend my money, just not all of it. Lawrence