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My wife and just got back from a trip to the Sacramento area and back in our relatively new to us Mooney. Flew from Butte, Mt. to Lincoln, Ca. Friday last and returned Sunday. What a great experience. The environmental catastrophe of the forest fires is very evident. We were in essentially IMC conditions a majority of the way; worse on the return on Sunday. It makes you wonder how many millions of trees had to burn to fill the air for hundreds of miles from ground level to 15,000 MSL with enough smoke and particulate to create essentially IMC conditions over this area. Nonetheless the trip and flight in our Mooney was great. The Lincoln airport was superb. There were new hangars to rent for very reasonable prices per night. We were treated quite well by both Dave at the FBO and the airport manager. Flights both ways were instrument; all controllers, Salt Lake Center, NorCal Approach, Oakland Center as well as Twin Falls Approach could not have been nicer (no horror stories here). To a person all were appropriate, pleasant and very helpful. This was my first trip of any distance therefore I had no prior experience with controllers outside of Salt Lake; I will have no reluctance to repeat this trip or make any similar one in the future. Best regards, Jonathan Bodine

Hey folks, I had some interesting flights in my Mooney to and from Springfield Illinois that I wanted to share with you. The trip down to Springfield was pretty uneventful. Just an IFR departure off 9 at Linden (across EWR departures). Ceilings were about 800 overcast, tops 5,000ft. Once on top, stayed on top the whole way there and got vectored down for a visual into Springfield. We saw a B-17 flying around the field and inquired about it to find out that EAA was doing rides in it. We signed up for a flight on Saturday right before our departure since we'd be at the airport anyway. Springfield is a nice city with more to see than you might expect. A lot of Abraham Lincoln history obviously. The B-17 rides were running a bit behind schedule and thunderstorms were already developing on the route with convective watches across the entire northeast! I went ahead and taxieed my Mooney from the distant FBO where I parked to Landmark which was hosting the B17 so we could depart immediately after the ride. The B-17 flight was unbelievable and everything you'd expect from a Flying Fortress! I'll let the video do the talking because I can't even begin to convey how awesome it was. Now onto the topic of the day, thunderstorms. This was a particularly interesting flight because there were a lot of thunderstorms, they were detectable and visible, and with a few deviations, we were able to make it through just fine. Originally I filed direct but I figured deviations would be necessary in the span of the 5 hour non-stop flight. Luckily I've had my ipad and ads-b weather a few months now and would be able to track the progress of thunderstorms as we moved on. Shortly after takeoff from Springfield, departure advised me of a convective sigmet south of Fort Wayne and basically on my direct route. I waited a minute to get picture on the ipad do download from ads-b and determined that a deviation via Cincinnati would keep me clear of that storm and put me back on route to Linden. For a while it seemed like I planned a deviation too far south of the storm and could cut back in. But along with the massive tailwind that was driving me south, the thunderstorms were moving that direction as well. It turned out prudent that I continued the deviation because it had me pass at a modest but visible distance from the thunderstorm. At the same time as passing the massive thunderstorm to the north, I was also passing a thunderstorm further south that I was less concerned with as it wasn't on the way. However, looking both left and right I could see thunderstorms on either side as I passed through the comfortably wide 70+ mile gap. A few hours later I noted the weather radar and saw that the gap had closed and was unpassable so we made it through in time. Left thunderstorm to the north, middle adsb ipad view, right thunderstorm to the south We continued on to Pittsburgh without any run ins with major weather but then passed a trio of thunderstorms about 50 miles away. These did not play a role in my flight but it was a very clear illustration of what a thunderstorm looks like on radar, stormscope, and out the window! Check out this photo of the three distinct thunderstorms, adsb radar, and wx500 stormscope view of the convection activity. Finally the last thunderstorm of the day required yet another deviation as it was right on course. I was monitoring it on radar for a while but not changing course. While we were hours out, there was no point in changing course as the storm could move or dissipate by then. But it only grew stronger while remaining mostly stagnant. So one more time I amended my IFR and added SEG as a waypoint to take me around the storm. This one was pretty small but very distinct. The adsb weather radar picture and visual concurred on location, shape, and strength. Interestingly, the stormscope did not distinguish this thunderstorm. This is probably because it was already in the mature stage with severe precipitation but not convection. The stormscope as littered with loads of other activity far away that I was already familiar with. Flight ended with a GPS approach and visual landing into Linden. Because of good tailwinds, even with deviations I ended up arriving ahead of time. A nice conclusion to a very nice trip. I am definitely liking this combination of adsb radar + stormscope. But nothing beats having a visual on the storms and using the technology only for awareness and planning. Still not comfortable flying in IMC with embedded thunderstorms but this was a great comparison and educational experience. And that's why I want to share it with you and open this for further discussion of thunderstorm avoidance.

Bought my Mooney this summer and insurance wanted me to do 25h with a CFII, 10h under the hood. I finished it up this morning and got my complex sign off. Pretty awesome that I was having coffee and beignets in New Orleans this morning, and now seeing patients in my office 5h car ride away at my office.

I can not contribute any useful knowledge to your request but I would be very interested in knowing what they learn.. I would say Prayers of Thanks are in order!!

There are two things you never do in a Mooney ; Land before it is ready to stop flying. Take off before its ready to fly. Sounds like another Yogism. Common sence usually does. Holding one off till it wants to land and holding it down till it insists on flying both work better that forcing it down or up.

Looks like you need a module: http://mooneyspace.com/topic/5761-gpss-steering-with-kap-100/

Flying above 12500 in the required O2 levels really puts you above almost all the traffic. Of course - eventually you need to come down and mix it up with the traffic.

The very first mod we did to our machine was install shoulder harnesses. It was expensive, around 700$ laid in, but the peace of mind was worth it.

The Hemispherical rule keeps you safe from 50% of the airplanes aloft... The Mooney rule, staying above 10,000' keeps you away from 90% of the lower powered brand C and P. Combining the two rules improves the result. Fly high, fast and safe, fly a Mooney at altitude! -a-

I used to be based at Freeway and dropped of my airplane there today for service. Yes - Freeway had an accident 10 days ago - A rented 172 crashed on landing. There were three or four on board. He was landing Runway 36 departed the runway to the left side (a few bounces according to witnesses) and then ended up near the few hangers on that side. They all walked away. As for the Mooney crash: I landed today at W00 about 30-45 minutes after the crash not knowing about the crash (my phone lit up big time with texts and calls as a few family members and my fiance knew I was trasnfering the plane over to Freeway for some work). On final I noticed the emergency equipment in the highway and figured another car had crashed watching the planes takeoff or land. I taxied off, parked at the maintenance hanger, and walked over to the group of people to find out it was a Mooney that had failed to takeoff. According to the pilots on the field who watched this unfold, it was a density altitude issue and improper technique. Obviously we won't know the official cause until later after the NTSB investigation as there could have been other contributing factors, but from a pilot on the field who has owend over a dozen airplanes and is a tailwheel intructor who watched it happen, this is the picture he put togther: 3 people were on board (pilot plus two passengers). I agree that it was a hot and humid day, and high density altitude was in effect. He said during the takeoff the pilot pulled back out of ground effect and was pulling back to get altitude as opposed to flying in ground effect, getting speed, up, and then pulling back. Freeway has trees and powerlines on the North Side (along with route 50). Many pilots try to climb quickly to get altitude. As soon as you cross route 50 while taking off on 36 (to the North) you immediatly bank right about 25-35 degrees to avoid the power lines as you climb. Evidently the Mooney climbed through ground effect and started hanging on it's prop in a high angle of attack attitude while "mushing along" just cleared the traffice and ended up on the other side (North side) of Route 50 hitting trees. Who knows if it was developing full power or if the engine had an issue, or what the fuel load was, but with three adults, and with potentially a full fuel load (speculation), that's a lot for a 2400 food strip if this was a 180 HP Mooney on a hot day. It is doable with proper technique, and a strong engine, but evidently, technique was off accroding to the instructor who watched the whole thing. He told me just before he left that you have to remember in that situation to push forward, get your airspeed up in ground effect, then allow the plane willl climb vs pulling back on the wrong side of the power curve. Some passengers were medivaced, some by ambulance. Two were in critidcal condition, one serious. I also spoke with the owner of the airport. If you know Freeway, you know the owners and tailwheel instructor I'm talking about. PM me and I'll give you names. The top of the plane was cut off to get the people out (kind of like some cars after a bad car accident). The impact speed was probably between 55 and 70 MPH but that's still a heck of an impact. The cabin was intact and should the three individuals pull through, we can chalk up another three lives saved by the strength of the Mooney. The media really angered me, as did the public. I had just tied my plane down at the hanger as two vehicles pulled throught the gate to get a "closer look." I asked them what they were doing on private property and if they had an airplane on the field - they did not so I told them they could not be in this area unauthrized and made them turn around until we got some staff keeping people out. A local pilot parked his truck in front of the gate (you could get around it but it was obivous to people who didn't read signs to stay out. The ABC crew was already there and after I landed walked out onto the ACTIVE RUNWAY for pictures and video - we had a pilot yell at them to get off the runway as it was active (with airplanes taxing). I thought it was under control but on the news tonight I saw a "live report" literally 10 feet from my airplane and I'm going to conduct an even more thourough pre-flight check upon pickup to ensure the tail was not dented by a news truck or an idiot who is not used to being around airplanes and was "curious." I'm sure it's okay but I don't like the news people being that close to my aircraft. On second thought, I should have started the plane back up and flown away as now there are NTSB, FAA, and non-airplane people around my airplane. It's probably fine, just my mind stirring. Most importantly, thoughts are with our fellow Mooney pilot and his passengers. -Seth

It's hard (if not impossible) to find a 40-50 year old aircraft that has flown regularly for a 1/2 century and not have some damage history. For me, if they said there's not been any damage, that would be a red flag and cause me to dig deeper.

VFR flying is the real joy of why I got into flying in the very first place to view the gorgeous scenery we have in northern California. Everytime I fly over the coast, it is peaceful and amazing.

Welcome to the real world of private pilot flying. Not many have the time and money to constantly train for the check ride forever. Professional pilots get paid to hone their skills all the time. Recreational pilots... well, not so much. It's a fact of flying that if you're flying once a week and only logging an hour, or two at a time, your skills are not going to be on par with yourself when you were training and practicing for the check ride. This is why they invented the auto pilot. Single pilot IMC flying in busy airspace is a serious work load. Hand flying in IMC is bull crap. If you have it, use the A/P. Think about it, airline pilots have an auto pilot and a whole other certificated, qualified pilot to help with the chores. No shame in using your resources. IMO, if your are hand flying in IMC and you do bust your altitude, or heading, there is no shame in that either per say, it is the reaction and the time that elapses before action that really matters.

I'm off to the airport today for more detailed photos of the tow bar and mower conversion connections/extension frame. I'll post them on my gallery and PM the details to anyone interested. It works great and the price was right since l already had an old working mower. Ray

Steve, are you sure you have enough GPS receivers

What else are you going to do with your money? Waste it on food, clothing, shelter? Leave it to your heirs? Get your priorities in order!

REGARDING HIGH OIL TEMP: Make sure temp gauge is reading correctly. Prob. not your issue due to hot cowling. Check baffeling. (Happens) Make sure cowl flaps are not mis-rigged. (Happens) Check for birds nest or other debri behind oil cooler. (Happens) Check for hot gas ring blow by, thereby heating up the crankcase oil. (Compression check on each cylinder) (Uh-oh) Check to make sure Vernatherm is opening correctly to allow oil to circulate through oil cooler. (Your probable cause) (Microwave, hot water and micrometer to measure movement of vernatherm.) Make sure vernatherm has been ADJUSTED and is seating CORRECTLY.. Easy to eyeball vernatherm seat with mirror and flashlight. (Always check seating) Check for varnish and sludge deposits in the cooler which will cut down on heat transfer. (Seen em full of sludge before) And always remember ancient Chinese proverb: "Oil temp. rise, oil pressure fall, Mooney land in field." I would not push throttle forward again until issue resolved. Good luck.

A 172RG or Arrow does not descend like a Mooney. Even an M20J is 165 KIAS and takes 4 miles to lost 1000'. An Arrow descends much slower and steeper all things considered. 172 RG even slower. Don't rely on "routines" to save your bacon. Checklist, visual confirmation, and even in the 747 over the fence I look, flaps down, gear down, carb heat on......

If the mixture is at ICO then you are not priming the engine, you are circulating cool fuel through the fuel system under the cowling. I saw some CAP pilots in a 172SP forget and leave the mixture at full rich, and ran the boost pump for 30 seconds while reading each item in the checklist (they were not familiar with FI engines). They are big on procedures there. Not a problem in a carbureted 172. Fuel was pouring out the cowling. They hit the starter and it caught on fire. 3 guys in green nomex flight suits running away. One black outline of a burned up 172 on the concrete.

A three blade prop is generally a sign of a previous gear up. I can only speak of a C model that had a three blade prop........the vibration caused me to sell the plane. The new owner of that same C model had the prop dynamically ballanced twice.....and then sold the airplane.