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Quote: Jeff_S Maneuvering speed is a function of the current weight of the aircraft; the lighter the aircraft, the lower the indicated maneuvering speed. The whole point of Va is to keep the aircraft at a speed that will prevent major turbulence from exceeding the structural integrity of the frame...in other words, at the correct maneuvering speed, any major turbulence that causes aircraft upset will stall the wing before it rips it off. Heavier planes are less impacted by turbulence which is why the Va starts higher and goes down as you burn off fuel. Now, Mooney's are exceptionally strong airframes as everyone knows, so in practicality you could say "just keep it in the green" and unless you are caught in a T-Storm you might be okay. But I generally bring it back to at least the middle of the green arc if I'm in anything more than light turbulence, which has the added benefit of smoothing out the ride a bit.

Does anyone know of an FBO or Flight School renting Mooneys? I did an internet search and was surprised at the lack of returns. I came up with only a couple in California.

If two things are directly related, it means that changing one will also change the other. If they change in the same direction, they are proportionaly related [yoke position to elevator position]; if they change in opposite direction, they are inversely proportional [altitude to blood oxygen level]. If changing one will make some sort of undefined change in the other, then it is an indirect relationship. This is my take after too much Engineering Math in college and years of non-academic experience. It may be "not fully true" in the way that drives my Math Professor cousin crazy, but that's her problem. As for flying through turbulence, I once read a good description of the various amounts. From memory: -light turbulence will make you spill your coffee -moderate turbulence will make the stewardess spill your coffee -severe turbulence will spill the stewardess Applied to my Mooney, if it's much rougher than driving my car down a dirt road, I'll slow down some. If things are shifting around inside, if my wife is bouncing off the ceiling, if the wings are flexing an amount that I don't like, I'll pull back below Va [for my C, 132 mph at gross, going down an undefined amount with weight reduction]. So far, I've managed to avoid turbulence severe enough that reading the gages or GPS is difficult, and I've not bounced the wife very many times. For scale, 60 mph = 88 feet per second = 5280 feet per minute [fpm on your VSI] 500 fpm = 5.7 mph [approx. 100 fpm = 1 mph vertically] But speed alone won't bump you into the ceiling, that takes acceleration. How fast is your speed changing by 30 or 50 fps? Zero to 30 fps in ½ second is quite a different feeling than level flight to 1500+ fpm in two seconds inside a cloud. "Acceleration" is a measure of how fast your speed is changing, conveniently measured in g's, while 30 feet per second is just a speed. Happy flying, and try to avoid clear air turbulence. For what it's worth, I descend with MP and EGT at cruise values all the way down unless it gets rough; then I level off to bleed speed, reduce throttle and descend at a lower IAS so the bumps aren't as harsh.

I can tolerate the AU decals. If you show up with gator stickers, I'll have to burn your plane.

Bob The JPI manual is correct. My K factor is also 30.86... what a coincidence...

See the image I posted. That seems like an acceptable place to puts ads. One thing I hate on other forums is when the ads force the post text to be lower and you have to see them and scroll past them every time. If you sneak the ads into already existing nooks and crannies, it's fine by me. However, making space specifically for them is unbearably annoying. I really hope to see support from actual mooney vendors rather than generic viagra ads and whatever other garbage plagues the web.

B.S. If I disregard multiple safety lifelines and auger in with those I love RIP me a new one and spit on my grave... No excuse for this incident. I read I learned. I judge. The end.

No one will buy ad space unless it is basically shoved down our throats , That is a reality , Use Beechtalk as a template and you will do great......As the factory slowly dies , you may want to get the big MSCs and Lasar and the like to become corporate sponsers......Also you might want to have a resource page that has parts suppliers , insurance agents, aviation attorneys and the like to sell ad space in , on top of the banners in the threads......... If this takes off maybe we could even have fly in maintence clinics and training seminars like the Beech boys do......

I I bought Bogert's tow bar, about a year ago, and it is very well built and solid. These days, $94.50 at Spruce! http://www.aircraftspruce.com/catalog/pspages/bogibars2.php

I always slow down to 120kts IAS in turbulence or when penetraing cumulus. 110kts is my minimum otherwise the stall alarm will start beeping at times. When starting a descent (in clear air) I throttle back and keep speed to 140kts IAS. Turbulence is more prevalent at the lower altitudes thus avoid high speed on descent or you may get unexpected jolts. Although the airframe will tolerate turbulence very well such is not the case for the gyros. Flying routinely through turbulence accelerates the wear on the gyros and possible other components. To avoid turbulence fly early in the morning and above 3000ft AGL. Make sure all passengers have the their seat belt tight to avoid head bumping. Some will suggest to disconnect the autopilot to alleviate airframe loading but I found that most autopilots handle turbulence better than me. Keep it smooth. José