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@carusoamis the Mooney Master, cmon everyone knows that!

They used to say the most dangerous part of the flight is the drive to the airport. They should keep saying it, because it's true. I have to give it to them, the airlines are really astounding.

I think the question is actually TSE which is Turbo Special Edition or MSE which is Mooney Special Edition... But never mind all that... You are here, on MooneySpace, which is where you want to be. The Mooney group on FB is the lightweight, second tier, JV, minor league, wannabe, poser, junior... location for all things Mooney on the Interwebs... Welcome aboard, introduce yourself, and don't get too offended by all the derogatory comments about brand C, high wings, fixed gear, trainers, and other lesser aircraft.

I'm not a real doctor, but I play one on tv. But I am some kind of math professor. Good, bad, or ugly, I shall let my teacher evaluations speak for themselves. Just don't forget your units because they are important. And label the dang axes on your graphs or no one will know what you are trying to say!

The best part is, there is a new installment every 20 minutes or so, around the clock. :-)

Hoping two of America’s finest fully recovery quickly.

Maths police here. Pull over sir. Can I see your license and registration for operating those statistics? There's a few things wrong with that sentence you cut from the article. Not least of which is the English. What is a 100% fatal accident? Is that better or worse than a 200% fatal accident? Is 50% fatal accident one where you walk away only half dead? Besides that... In this kind of computation you never ever REACH 100% fatality expectation over the time epoch. It is more like you asymptote toward 100% ever closer but never reach it. That is them most serious problem with the statement. A bit more nitpick - And besides that - this is in expectation across a population, but for an individual person its Boolean - either you experience a fatality or you don't. Finally I can't do the computation myself to check easily what they mean by what is happening at 20,932 years since I don't know what are the units on that number 0.13. Is that probability of fatality per flight? (no way that's too high), or probability of fatality per year? (still must be too high). Per million hours of exposure? I bet that's it? Per million miles?

I'm really trying not to show my hand, but I'm so excited I can't see straight. And Tom is just really amazing. Like some next level awesome.

Tgreen, Have you read through these threads?.. I have found that as long as you hit the sequence that I outlined that it always captures the GS. Including all LNAV modes with guidance if you have WAAS. For just ILS capture, you must hit the APR button after the G1000 has switched to green needles, and that doesn't happen until the fix before the FAF. Even if you have hit the APR button before, without the precision flag from the nav radio the 55X won't arm the GS mode.

Since this is aviation it might be bound by a specific procedure, but nothing could be simpler. As long as you have a dial indicator and some standard Mount apparatus just remove the rocker covers, set up the dial indicator and turn the prop. Read the dial indicator and record the measurements. Easy Peasy.

Just can't take a compliment, can you? Yesterday I could not spel enjinere. Today I are one. --BS Mechanical Engineering, MS Engineering

We wouldn’t be here (specifically flying Mooney airplanes) if it weren’t for Inganears !

A 94 to 00 Ovation upgraded with a GFC500 with 4 servos, a 650xi, and a G3X will probably come out cheaper than a post 2004 O GX, and will have more capabilities as well. Features such as target trend, vnav, a digital autopilot with brushless servos, touchscreens, more useful load, and more. Just my 2 cents.

The screen will capture smaller particles than you think. Small enough, that anything smaller that could get by would simply pass through the generous clearances in the bearings. Your engine already lasted 50 years with the screen. That said, a spin on filter is easier to service, and using the Lycoming adapter is the best way to get one on your engine. The remote filters add hoses to an already crowded space, and the filter mount has to go somewhere. Firewall locations may be convenient but the firewall isn't designed to hold something that will be torqued on a regular basis.

"There are lies, damned lies and statistics." --Samuel Clemens The fuel burn rate of my Mooney is only 0.04. What's yours?

One thing I've noticed about Safety professionals: they calculate and post lots of numbers, almost always with no units. I asked once about the Accident Rate at a previous employer. They posted the monthly accident rate, and graphed it against our goal. With no units. Upon enquiry, the lenghty explanation of why there were no units and what the number actually meant when applied across 1400 people working 40-50 hours per week left me confused and unsatisfied. It boiled down to the obvious, the more accidents we have, the higher the number goes. But they could not explain the relationship between the "accident rate" number and how many man hours were worked between accidents, or how many accidents we had per 100,000 [or 1,000,000] man hours . . . . .

Your chances of dying in an airliner crash are almost the same whether you get on the plane or just watch from the terminal as they pull away from the gate. Kind of like winning the lottery jackpot - your chances of winning don't change too much if you don't buy a ticket

Gee whiz...... you must be as old as I am! Yes, as a kid, I do remember seeing those machines. I’d try to stop and read the information on the machine and my mom would drag me away....... funny, I thought back then......this is going to be really thrilling, but it must be really dangerous if they’re selling you life insurance just before you board the plane !

VGs on a Mooney are like a mustache on the Mona Lisa.

and replacement seat rollers in Mooney zoom planes

If you need him, sit on a page and refresh it periodically--he'll show up soon!

Too many assumptions being made... Hold your fire... Add your speculation to the Kathryn’s report... Of course, if you know some facts... that would be great... It was a real accident involving real people... Best regards, -a-

I always enjoy Anthony’s posts!

I would win the membership contest... everyone knows that a TSE is a twin screw extruder. TSEs get used for compounding polymeric materials with stabilizers, pigments, and fillers... Well... I think something got lost with the caps key... Mooneys have TCs, the older ones have TnBs...most of the modern ones are doing away with the TCs and replacing them with AIs... several of them so you can poll then to see which one is lying... Lets double down on the other question... The M20D, Mooney Master was a great way to enter into The Mooney world of aviation.... It had fixed gear and a fixed prop, and went faster than the competition of the time.... The fun fact that goes with that.... The M20D can be upgraded piece meal.... to match the skillsets of its sister... the M20C... There are three M20Ds left on the register that are still standing on their stout little legs... Two have been MSers... the third has never surfaced.... I joined the FB group because every now and then a video will be posted on there that needs to be seen... Same with joining BT... If they really want to keep you from joining the club... they could have started with the TCDS... get a copy of that. It makes a great read... PP thoughts only, -a-

Shielded wires for your strobes. Eliminate ground paths. Bring everything to the battery or a ground block then to the battery. That should help but no guarantee. I put mine in the wing to avoid this issue.

Makes me want to sell skate boards!

Really solid info. Thanks. I think flying in a few is probably the best idea. Even if it was simply sitting in the pilot seat and feeling what a X model sight picture would look like or how much room is in the front or back, would be very helpful. And thank you @Mufflerbearing, @carusoamand @gsxrpilot as well as everyone else for the insightful info. I really do/did take it to heart to think about future decisions. If anyone is in the Norther VA or WMA area it'd be cool to reach out to you!

If you are slumped and taking shallow breaths the bottom part of your lungs are not getting enough exchange of air. If you sit up and take deep breaths instead of shallow ones it will improve your O2. I’ve increased mine by more than 8 points before just by doing that alone.

The oil filter route provides 50 h oil change interval as opposed to only 25 h with a screen only. This represents a big cost savings but only if you fly a lot. If you fly less than 100 h per year, you will have considerably fewer than 50 hours per recommended 4 month oil change interval. An oil filter can provided early indication of engine problems. Last year I detected increasing amounts of aluminum glitter in my oil filter after changes, which alerted me to a piston pin plug being cheese grated by a failing cylinder nitride coating.

LHS installation in Europe Did the LHS installation during last week's annual. The work was done in parallel to an installation of a traffic awareness system which supports the multiple systems which are utilized throughout Europe as good as possible: Mode-S, Flarm (origin gliders), some ADB-B out. Unfortunately the GDL69 of my G1000 is of no use over here (well it acts as expensive Charly weight), so I had to find a good compromise. For those of you who are interested refer to this link AirAvionics AT-1. It is integrated with the G1000 maps via ARINC429 as well as audio call-outs and supports numerous tablet/smartphone applications via WIFI. For audio we utilized the ADF input (Automatic Draffic Finder, easy to remember). The LHS installation was done utilizing the small inspection panel between the LHS landing gear and the wing's root. If you don't like the quality of the cut out it's me who is to blame.. Installation and configuration of the LHS worked like a charm - no problems. For audio we utilized the DME input - to my understanding LHS is a kind of distance measurement (vertical short range, not slant range though..). Did only two landings yet, one on a first time airport for me (EDVE) with a much wider runway than I'm used to (EDKA). Was really helpful to do the round-out at the perfect height. Landings were very smooth! Regards, Matthias

I’d call the company, seems to me the timing is off for whatever reason.

Now that Bill Gates is buying Signature, I'm sure they'll be more reasonable.

That’s where I’m headed. I started adding up all the money, down time and frustration I’ve had trying to keep a bunch of legacy avionics going the last 2-1/2 years and decided that the improved reliability and integration were worth the pain of one big swap out. Plus, I really miss having a flight director. So, I’m getting quotes on a G3X, GNS 650Xi, G5, GNC 255, GMA 342, GFC 500, and JPI 900. The only thing I’m keeping is the GTX 345 I installed a couple of years ago. Skip

Got my balance done today. Went from .51IPS to .05. I can read my compass now.

Here is my favorite gag on the concept of units conversion:

While it is true that the commercial airlines have come to a point where fatal accidents - indeed any kind of accident - practically never occurs in the US fleet, that is not us, not GA. They now go for years without a fatal accident. GA is lucky to go a week without one, or even a day. It also is not true of the non-US commercial fleet.