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Hi, and thank you for all of the well wishes, analysis / commentary. I am the owner / pilot sitting here in my hospital bed at 11:30 pm on a Friday night (highly medicated) thanking my lucky stars and the fact that I was in my Mooney. The steel cage did its job ( and I was able to see and kiss my 18 mo daughter today). I will share whatver I recall over time from this experience. First thing that was done to the plane when I bought it two years ago was the addition of shoulder harnesses. Did not leave the ground with me in it until that was done. Without getting into all of the details now I will cover the basics (again, I'm on strong pain meds and in a lot of pain / discomfort at the moment dictating to an iPad ). My main / obvious injuries are as stated by someone else in the thread, fractured l1,l2, pretty nasty cut on left eyelid and black eye / bruising of left eye. Bruised ribs, sprained right hand, cuts, scrapes and bruises on both arms, also wearing neck-brace full time as prescribed for soft tissue and ligament trauma in neck area. No injury to lower legs but bruising on thighs. Again this steel cage of the Mooney and the shoulder harness saved my life. As for the initial reports, I did not exit the plane on my own. Someone helped me out of the plane. My last memory before impact was " I'm coming in a bit steep .. It's gonna hurt...." I ended up putting it down in a pretty clear area with some small brush. I was told that the initial indication of touchdown and where the plane came to rest was about 250 feet apart. What I can tell you is that this was a post annual test flight / flight home to my home base. After a normal preflight and extensive run up multiple times, I decided I would depart 28 and then head home. The engine sounded great and ran strong on rollout through several hundred feet. I typically pull the gear soon after while I am still within a speed that allows me to lift it without excessive force. Once gear was up, and climb established, I pulled flaps, leveled wings got to about 350 agl and the engine went silent with no sputter or warning. At that moment I first pumped the throttle then verified fuel was on and electric pump was on with mixture full rich. After that I picked the grassy area north of the runway as my target, I initiated a very shallow right turn knowing it was down wind but feeling it was my best and only option at that moment. It was the only place I felt I would not hit power lines, cars on a busy road or trees. I held that shallow turn all the way down to my target and leveled the wings at the very end. At that point I was headed downwind and was very low. I pulled back to slow down and flare but headed down wind (gusting 19), I was out of time and altitude so I don't think the flare helped much.... From what I remember it was a pretty flat hit with slight nose down ( reminded me of the visual perspective of being on final aiming for the numbers but never having the opportunity to pull up and transition to a rollout and without flaps and gear for drag) by the time I pulled back and held back pressure I was on the ground. I am falling asleep as I write this and will try to add to the conversation in the near future. Have a good night. And let me know if you have any questions.

It is a cycle. Everyone doesn't want to make decisions about part applicability and interchangeability. If whelen has a cross reference that says this 12V unit is replaced by this 12V LED I would interpret that to mean that it is a direct replacement part. But to each his own. Because everyone is hesitant to make decisions about parts (that's us owner operators by the way), A&Ps are hesitant and want a CYA, hesitancy is passed on to manufacturers who go to the expense of developing STCs, and that cost is passed directly back to owner / operators. That's why we have $500 flashlights on our wing tips, tails and bellies.

I was surprised how well the original unit from my 67 F was made. Everything in it was top quality right down to the tiny bearings bearings in the motor that were stamped "made in Germany". I ensure that it gets lubed pretty often. It needed a capacitor ($1.75) about 3 years ago. I would replace it, but it refuses to die.

Enrichment circuit... there are two fuel jets in a Mooney carb. The main jet is open all the time. The secondary jet is open at full throttle. Close the throttle slightly, closes the secondary jet. The cocked throttle plate increases turbulence in the carb. Turbulence helps distribute fuel amongst the four cylinders. Best regards, -a-

Today's flight was yesterday. With a narrow window in my Saturday schedule, and feeling the need to burn off some 100LL I departed Texas Gulf Coast Regional looking for 8,500 msl to do a couple of mixture sweeps to check the injectors for GAMI spread. I was also testing the new GoPro mount I'd gotten earlier in the week. It was scattered below but 8,500 put me in a wispy thin overcast so I climbed for 10,500 knowing there were clear areas all around. I was already headed down the coast so I decided to make a quick stop somewhere new and Mustang Island sounded like a fun place to check out. The flight down the coast was uneventful though the airfield (KRAS) was a bit difficult to spot heading into the sun, particularly with mix of sand and water below. As I dropped the gear turning downwind I could see that the beaches were crowded with Spring-breakers below. The base leg had me descending over the Intercoastal Waterway. Then the final approach takes you low over the salt-grass marshes with the runway starting right at the edge. (See pics from GoPro time-lapse) I only had about 15 minutes to chat with the mom-and-pop FBO attendants before I had to bug out but they were super nice. Apparently there's a new aviation-themed motel that's recently opened too. Once I've confirmed they're dog friendly I plan to head that way again with the Mrs. and pooch Eli. That's it!

Had a great time in Ocala yesterday! Snapped off a few photos I think was 19 mooneys in all? More importantly great folks, great conversations and pilot stories.

We are so glad you survived! Great call on the shoulder harness. Isn't the mind a funny thing how it blocks out that terrifying moment? Take your first responder out to a first class meal when you are able! [1] I hope your recovery is speedy, that you can get off the high powered pain meds soon, and that your ongoing road to complete recovery is smooth. Alert your medical team you will need complete notes, charts etc, as I have the feeling you will receive a letter from the FAA regarding their belief that your recent accident will preclude your ability to exercise your 3rd class privilege's and they will ask for them. I just reached out to you via a PM to offer assistance from the Mooney Summit. [1] Stan Breeden, one of the gents who pulled me from a plane in 2014 is being honored as "citizen of the year" this month for his heroism that day. Risking his life to approach a burning plane to pull me out made him citizen for life to me.

Your welcome, Dave. Flying WOT vs. pulled back enough to make the MP needle move saves mucho fuel. I went 2.2 hours to Hilton Head on 18.2 gals. Wish I could help here, but not having a monitor, I've not bothered looking closely at the graphs. I will say this about my 1970 C: per the book, fuel flow at sea level, WOT/2700 is 18.2 gph.

Make sure the ground wire to the unit is connected directly to the engine and not the airframe. The slick mags have 2 holes that the rpm sensor can be screwed into. It will only read correctly in one of them. Can you post a picture of the fuel flow transducer mounting?

Speaking of NO meaningful change.. I have to say I bet the Aeromedical "rewrite" is a worse than before situation. Now, just how many physicians, when asked to sign a form that states a patient is good to go as "pilot in command" are going to think , "Well, hum...maybe I need to call my attorney and then my insurance carrier, this a new one on me." Let's face it, any of you in the professions - architecture, engineering, etc..we all know where this is going. This is no solution at all. Now, instead of a structured FAA medical that protects the process, we have a "hey Dr. Dude, can you sign me off, please?" Our government at work for the tort lawyers, again. And, I believe it was all a last minute rewrite, as usual.

You know, you posed this question on Mooneyspace so there should be no surprise as to the answer. I'm guessing had you posed it on whatever forum those pretenders who own Cirruses post you'd have gotten a different answer. So maybe a Cessna 182? Nah. Just joking.

Mooney Caravan: Kansas Air Capital Formation Clinic 6-8 May 2016 Join us for a weekend of fun, flying, and fellowship in the Air Capital of the World! The primary goal of the formation practice session is to introduce the basic 2-ship formation procedures required for participation in the Mooney Caravan to Oshkosh 2016 formation mass arrival to AirVenture Oshkosh. For those pilots proficient in basic 2-ship formation they will have the opportunity to both refine their fundamentals and work on 4-ship procedures. Experienced formation pilots will be paired with new pilots to serve as safety pilots. Location: Newton City/County Municipal Airport, Newton, KS http://www.airnav.com/airport/KEWK Dates: May 6-8, 2016 Hosts: Dave Marten (Mooney Caravan) dandtmarten@hotmail.com (605) 390-8044 FBO: Metro North Flight Support (Main Terminal) http://www.newtonkansas.com/departments-services/airport Arrival parking is on the main ramp located immediately in front of the terminal. Ground School: Formation Academics will be held FRIDAY evening at 7:30 pm at the Confort Inn and Suites (host hotel) Initial Formation Academics: Introduction and review of fundamental 2- ship procedures focusing on training requirements for the Caravan mass arrivals. Mandatory for those who have not previously attended a Money Caravan clinic. Download and review the Mooney Caravan Formation Guide and watch the Ground School video on the Mooney Caravan website training page.http://www.mooneycaravan.com/training **Friday evening Ground School will maximize flying on Saturday. Hotel: We have a block of rooms at the Comfort Inn & Suites at a discount rate Call for reservations: (316) 804-4866 Group Rate: “Mooney Caravan” Double Queen Suite $79.00 Breakfast is included 6-9am. A block of rooms is reserved for us until April 22nd. After April 22nd the rooms will be open to other guests. Book early! Schedule: Friday 6 May: - 1600-1800: Arrival Social in airport terminal - 1600 thru 1800: Shuttle to host hotel - 1930: Newbies: Initial Formation Academics. Saturday 7 May: - 0730: Meet at hotel lobby for shuttle to airport - 0800: Mass brief – flight assignments (Mandatory for ALL pilots) - 0830-1030: Sortie 1 (brief, fly 45min, debrief) - 1030-1200: Sortie 2 - 1200-1330: Lunch at Airport - 1400-1530: Sortie 3 - 1600-1730: Sortie 4 ***Group Dinner/Social 1830 Sunday 8 May: - 0730: Meet at hotel lobby for shuttle to airport - 0800: Mass brief - 0830-1200: AM window fly for those interested Mooney Caravan: www.mooneycaravan.com Registration: David Marten dandtmarten@hotmail.com A $50 clinic fee will cover snacks/beverages, printing, and admin costs

I made a trip across the Great Basin this last week. As usual with almost every trip during the winter I get to hear the "VFR flight is not recommended" many times from FSS. If I didn't fly when VFR flight is not recommended, I would never fly from November through May most years. An interesting observation is I mostly hear Bonanza's and Mooney's on the radio this time of year, actually most of the year across the Great Basin. May be a function of the distances between much of anything. Approaching the Sierra Nevada mountains from the east at about 10,000 feet on Wednesday there was about a 30 knot headwind and a cloud cap on the top of the mountains and uncertain ceilings on the other side. I decided being high was the best plan of action. We turned on the Mountain High EDS oxygen system and I began looking to line up on several lines of lintecular clouds. Running parallel to the leading edges it was nice to see the VSI swing to 500 up. The secondary line about 20 miles behind the ridgeline took us to 15,000 feet. I lined up on the primary between Bridgeport and Lee Vining and watched the VSI climb from 500, 600, 700, 800, 900 and finally topping out at 1000 feet per minute while cruising at 140 knots over the ground. I topped out at 17,800 feet and could see clear skies in Central California so turned west along the south rim of Yosemite Valley. My wife got to enjoy one of the best views of Yosemite you can imagine. Nice to use the free lift of the Sierra wave to make the crossing much more comfortable. The return trip was much easier with a 20 knot tailwind. Was nice to cruise at nearly 160 knots at 9 gph. I still got the usual "VFR flight not recommended" from FSS as I opened my flight plan. Most of the return flight was in clear skies and 100 mile visabilty.

Jay owns the hotel, you'll find him on Pilots of America. Let us know how the hotel is! I think he has courtesy cars for pilots who stay at his hotel. Look for his red RV, too (plane, not a motor home . . .), I just don't remember which model.

Going into 2000, let alone grass, I'm with you. I'd be full flap, 70mph or so. I'm not afraid of my plane, but I do respect what can happen if things or condition don't go to plan. All I'm trying to say is that I hope folks fly according to context. If you're landing on 2000ft, go slow. If you're on a 2mile controlled field, going that slow when there is no reason to at 5 o'clock when commercial jets are lined up and everyone is waiting on you to land is not good for GA.

Again, 80-85MPH OVER THE NUMBERS is too fast. You all defend that all you want. You fly how YOU want. I said my piece. 79,78,77,76,75,74,73,72,71,70,69,68,67,66,65.....obstacles showmophsticles. Who said drag it in? Not me. TOO FAST.

Ha, I started with a cheap E in 2015 , There is a couple of different types of pilots , the one that wants to fly and do not work on the plane. And the one that enjoys working on the plane and like to fly every now and then . You state you found a cheap plane, then you should be in the enjoy working on planes group.

I just don't know , I checked the web site and found this Salomon Pilot Bindings for sale I think maybe they don't like pilots and tie them up. Especially if they are from the Salomons

My M20J may not have a parachute but it has a relief tube that I use more often than a parachute. An when the emergency comes I will have dry pants vs those in the Cirrus with wet pants. José

I fly an F and this suits me. I fly into runways between 3500 and 9000ft with unforgiving terrain all around. I do not want to come up short, low and slow ... There simply is no reaso to fly so slow and behind the power curve. Have you ever done a go around at 70mph gear out and full flaps? Yes, slow down to 1.2-1.3 for short grass strips, but sooner or later flying that slow in the pattern will bite you when you are hit with a down wind gust and full gross as you turn base. Be safe, there is no reason to fly that slow. 80-85 over the numbers means touching the wheels around 70. (take off flaps). A little slower full flaps. (F model, so take into account for slower flying models) But remember our wings quit flying abruptly. I fear that flying too slow is what got our late Canadian friend and his recovering son. I recall this is what also got the meridian at OSH last year. Guys, there is no reason to fly so slow as long as you don't let your wheels touch at over 75mph. (F). Just my humble opinion on how to keep yourself and pax safe.

Still lusting. Then again a TBM 900 would be great too... Sent from my iPhone using Tapatalk

Garmin just announced their new GTX335/345 series transponders. They are ADS-B out and dual band in with built in bluetooth. They can either accept a WAAS signal from existing equipment, or provide it's own. The will get you non-WAAS G1000 guys into ADS-B in/out for cheap!

Whelen model 7108055 is a 12V LED direct replacement for the grimes rotating beacon. Remove the old one, replace the connector, install with three screws, and your done except for the 337.

Nope, no primary non-commercial in there. Yep, right on schedule, this thing's DOA. Time to pack it up boys. I'm just gonna run out my Arrow and then sell it/salvage it/who cares. Then I'm getting on the ExAB bandwagon. Avionics upgrade and a more liberal approach to legally wrenching/modifying my airplane was sounding good, but in light of this blow to the hope of revitalizing the fleet, it's pretty clear these spam cans are going to the scrap yard. At least they released it only 3 years late, so I can finally make an informed decision on the future direction of my avocational flying. For now, steam gauges, fat chance on a paint job expense now, expired IFR database and a tablet is it, and IRAN on the mechanicals. I'm done spending any more money on this boutique priced dead-end crap. The expense just turned gratuitous; it's just not fun anymore. As much as I hate the RV-cult and some of the Jupiter sized tools that make up that demographic, it looks like that's where my future lies. It was a nice thought while it lasted. Primary N-C was indeed too good to be true.

I'm not sure why you're showing 6 cyl. Is the JPI the correct model and programmed correctly? Not that that ought to affect your issues but it make me wonder. That and the installer telling you what seems to be patty cake explanations. Someone with a C can tell us for sure but I do not believe what he's telling you about FF and carburetors. Fuel injection is more even cyl to cyl but the FF sensor is only measuring total flow. It's possible the sensor is not installed properly... the tubing must be straight near the sensor.

Thanks to all for the replies. Usairnet.com is nice even gives cloud bases. Bill

Yeah, that wasn't my best approach, but it's the one I have filmed. I had to raise my limit from 650 msl over the trees to 700 msl over the trees (field elevation is 567 msl). When done right, descent is smooth and uninterrupted. But no two are alike . . . The landing, on the other hand, once past the trees, is textbook. Three stripes is 600' of the 3000' runway, and the stall horn was buzzing just before the tires chirped.

I hear the stall horn maybe 1/5 of the time, and these are not necessarily my best (most controlled-feeling) landings - I suspect the reason is that I get behind on adding back pressure in the flare and add it too firmly to compensate right before the mains touch- thus stalling at faster than Vso and landing faster than necessary. It's good to hear the stall horn if back pressure is applied smoothly to offset the sink and pull off as much speed as possible. But I think hearing it should not be the primary focus, or be the hallmark of a good landing.

There is plenty of concern about stall spin on the base final turn as for me I prefer to carry more speed through this turn 90mph and never seem to have trouble getting my speed to be under 80 as I cross the threshold. I am sure it will draw some criticism but I don't land on the stall horn I just hold it off and it slides right onto the mains. When I was working on getting to the stall I made my worst landings.

I like USAirnet, it goes out 3 days and all the parameters are graphical so it only takes a quick look. Also the new MOS reports Foreflight added to the weather tab goes out 48 hrs. http://www.usairnet.com/cgi-bin/launch/code.cgi?state=AL&sta=KTOI

I am sure your plane has the required instruments for IFR. I think the question is concerning navigation equipment. Personally these days I can imagine not having a WAAS GPS. Without it you are severely limited. Otherwise IMO I would just stick to climbing and descending through thin layers with VFR ceilings. Additionally with how easy it is to have wx in the cockpit with an iPad and ADS-B there is really no excuse not to have it. Then it just boils down to how you want to get there. Sent from my iPhone using Tapatalk

I know of a beautiful Ovation for sale : )

The final mounting block will be out of aluminum. Best I can tell depending on mood of the FAA for cameras (There is an AC) and GPS as long as no tools are used to mount it, it should be OK. The alum block will be clamped on with Stainless thumb screws. If the inspector insists, undo the screws and take it off.

The focus seems to be entirely on new aircraft, we may get thrown a bone or two here and there, and this may bring the price of new aircraft with more modern technology to a more human level, but I don't see a lot there for us as owners of part 23 or car 3 aircraft. In section III.c, (which speaks to benefits to the existing fleet), their main concentration is the installation of low-risk equipment with a side note about ease of the requirements for STC or an amended TC. Their modifications to the FARs may lessen the prices slightly, but I'm not optimistic. They speak to the "low-risk" equipment as off the shelf items. "Examples of such articles include carbon monoxide detectors, weather display systems, clocks, small hand-held fire extinguishers, and flashlights." Woo Hoo... Who doesn't have an ipad or equivalent in their aircraft at this point? They go on to say that modification parts will be required to be manufactured under faa approval on a case-by-case basis. Yet that same item, because it is produced under the new 21.9.7.b approval cannot represent it as airworthy... what they give with one hand, they take away with the other. 'course, I'm given to mistrust the FAA, what they get wrong by incompetence is only outdone by what they get wrong by malice.

"Performance based"? Nice terminology but what does it really mean? I want to see some examples of what it accomplishes and how instead of a catchy phrase to say we're doing it different but the end result will be no different than in the past.

Are you sure of better resale on Cirrus? I have believed they depreciate badly. Also the chute repacks are not inexpensive. Thinking new or used? Sent from my iPhone using Tapatalk

Didn't come out so bad. Only like 15hrs of toiling. At least everything works. I was going to put leather on the insignia piece but now I'm not so sure. I kind of like the black contrast with the black panel. Maybe I'll just re do the border in black or charcoal leather.

First off will be interesting to find out what pilot did to make a good landing out of a bad situation. Well done. Secondly I have said this before and I stand by my opinion that annuals cause as many problems as they prevent. I have heard and read many accounts of post annual issues especially on these really old airplanes including first hand experience. You bring in a perfectly good airplane rip it all open shuffle the pieces put it all together and hope all the parts are assembled correctly. When we fly our airplanes post service we are truly test pilots. I wish a speedy recovery to the pilot and very sad another Mooney is lost to us.

No doubt that one can earn there Instrument Rating in an accelerated fashion over an intense 10 days or so devoted to developing the fundamental skills to fly via instruments and partial panel. The downside to accelerated training is the minimal time if any devoted to aeronautical decision making and weather. Their is no other rating where ADM and knowledge of weather is more vital. A student that does the rating on a slower but consistent training schedule is more likely to see lots of different weather and spend much more time discussing the weather risks and means to mitigate them with their instructor and thus be far more advanced in their ADM, weather interpretation and risk analysis skills than the accelerated program graduate. Perhaps someone that is savvy enough to realize this is going to be extra cautious after getting their rating in 2 weeks with a large amount of time in the simulator and likely not a bit of IMC. But in actuality IMO accelerated training is most attractive to busy successful people that are the most self confident to a flaw and most likely to push the envelope right after they get their ticket. Maybe some of you remember such a Mooney pilot from a few years ago. A very successful business man got his rating through PIC in time to travel to a Wedding in Jackson Hole shortly thereafter. Although his instructor advised that was a very serious trip for someone with so little experience; especially in the mountains. Initially he had the good sense to fly commercially back home when a winter storm was passing through, but when his commercial flight was cancelled for a maintenance issue his plan B to get back to work on time was to depart Jackson Hole in his J model in a snow storm with 3 young sons on aboard. I forget how long it took them to find the downed plane but it was quite awhile. But after reading the NTSB report and going through all the witness files etc it was clear this guy had learned very little about flight planning and weather hazards and perhaps too much ego blinded him to his and his planes limitations. Sadly his sons paid the price. Certainly not every PIC graduate is going to be so foolish, and that was not my point. But given this guy was very bright, I've thought if he had the opportunity to learn more about weather and especially develop better ADM skills over time with an instructor that he may have acted more wisely than he did. But we'll never know except that he had very little opportunity to learn any of that in such an intense training environment dedicated entirely to passing the exam without room for anything more.

I hear these are popular with the glide guys. It's not for me. I'll take the zip lock with absorbent material.

There are several planes equipped Relief Tubes as standard equipment. It has been used before WWII. My hangar neighbor has a 2009 B58 with factory standard Relief Tube, Cessna and Piper also have it on their top line. An yes there is a possibility of corrosion due to urine but no more than that of rain. I have seen Mooneys severely corroded with no Relief Tubes. Best protection for rain or urine is a good paint and WD-40 for hinges. If you suspect urine corrosion check with your doctor for high ph content in your urine. José

I've told this story before. A friend of mine had an uncle who was a bomber pilot during WWII. He final wish was to have his ashes spread. My friend took his uncle's ashes up in his Cessna 172 to disperse them. When he returned, I asked him how it went. He said, "my uncle will always be flying with me". What a mess... Sent from my iPad using Tapatalk

Although they are all the same size ,they are labeled : 1. small 2. medium 3. large 4. EXTRA LARGE Aircraft Spruce informs me that they only invoice EXTRA LARGE because that is the only size pilots order.

You put new meaning into "throwing a rod" Clarence

Thought this was a joke at first. Guess not. Does it work as a vacuum cleaner too? An upholstery attachment would be nice.

In 2012 I was at that crossroad of deciding whether or not to upgrade from my F to a newer platform or upgrade what I had. I chose the latter. The first factor I considered was whether my flying had changed. It hadn't. Although high altitude capability would have been nice, my flying is 99% east coast. The second factor was whether a faster plane would make a lot of difference. It would, if I got into the 180+ KTAS bracket and if my flights routinely were in the 300+ range. 15 or 20 minutes on a 300 mile flight wasn't enough. Going through the process I began looking at the offerings. Unless I stepped up to a fairly new model, most of the avionics were dated. I looked at late 80s through mid 90s and saw a number of planes with a single 430 and the rest of the panel had 20 year old radios. There were exceptions, but not many when I was looking. It wasn't until I got to the late 90s and the 2000+ planes that I saw newer stuff. When I started doing the math I realized that I had a clean, known airframe. It is a true 150 KTAS plane. I had already upgraded the autopilot to a full 60-2 with autotrim. I knew I could drop $30k to $40k in modern avionics and have a more capable plane than many I was looking at. When the decision was done, I upgraded. To this: Sent from my iPad using Tapatalk

The only wires capable of carrying enough current to burn out the shunt are the thick cables leading to the master relay and starter. The thin wires to the tail light are protected by circuit breakers and would burn out before the shunt anyway. Follow the thick cables.

Not from my Mooney but this is what Northern California looks like this time of year. In the summer it's called "The Golden State". These views remind me of the train set I had when I was a kid with the town, trees, etc.