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Got a few pics of fellow MSers. Happy to get more next year, just buy me a beer PXL_20210725_145019666.mp4

For those unfamiliar, Dan Gryder is a blowhard who often uses the guise of promoting aviation safety to self-aggrandize and advance personal vendettas in his rambling YouTube posts. I doubt his accident knocked any decency or humility into him - it is just another opportunity for self promotion. Don't feed this troll.

It will be interesting to see if the post-crash analysis is as ruthless as his recent ones were . . . .

Whoa…he had T&B, alt, VSI, ASI and a whiskey compass? That should be enough for just about anyone to keep it right side up.

The Mooney Summit has reached out to the oldest surviving son to offer assistance

I live on the edge of the presidential TFR. I was outside working at about 10am and I heard a very loud jet. I look up and see an F16 in a tight right hand turn. A few seconds later a C172 comes into view. The F16 circles the 172 two more times and looks as though he is forced toward KRDG. At 8pm I was putting my kids to bed and hear another F16 outside. I go out and see another Cessna getting circled and forced towards KRDG. Please pay attention out there.

I know Dan personally. He runs hot and cold and quite frankly has done some things both personally and professionally which have not served him well. He has also done some really great things. I don't like the path he is on right now with "Probable Cause" and if I were to run into him again, I would tell him just that. The NTSB normally does not take cases like this, but his recent criticisms of them have been pretty biting. I'm guessing they are going to yank him around quite a bit. In this business, the line boy can be your chief pilot tomorrow. Low tones often work better.

I'm biased - but a elephant-train of Mooneys always looks cool.

I finally had my Swiss watches removed this year - and believe me I was one who really loved and was amazed by the mechanical Swiss watches. However, its just a fact: as amazing as they are, they are just not as reliable. But I also have a Swiss watch, an actual mechanical autowinder watch by Zenith, and heck, I guess my Swiss watch will have to be my Swiss watch for now on. I had a pair of GI275 installed, and I do like the form factor of a panel of round gauges, so when they hit on that concept, I was the perfect customer - still has a bit of a classic look but much more modern inards. Heck I even went svt. And I kept my mechanical backup electric gyro by lifesaver. Because only a fool thinks anything is fool proof.

I’ve had one Vac failure (oddly while getting checked out in the Mooney) and one AI failure. The AI was a window into how things can go bad. I was in between layers in heavy rain when I hit heavy rain and moderate turbulence. It was expected and no big deal but the heavy rain and layer below made for what was ostensibly IMC. When things smoothed out, it was clear that the vertical axis of the AI was showing a climb in level attitude so I reached up to adjust it. The knob was a bit stiff and as I twisted it a crack propagated across the glass from the knobs location. The instrument rolled off to the left shortly thereafter. I ripped the back page from the magazine my wife was reading and covered the AI. Had it failed earlier in the heavy rain and turbulence, I would have been much less comfortable. All that being said, this guy is an ATP with professional recurrency training and more than 5000hrs. I’m not beating up on him, but if it’s that “easy“ to lose control of an aircraft with a known instrument failure (in my mind one of the safest things about glass is that a tells you when you shouldn’t use it), Then many of us or just one instrument failure away from dying. I’ve never done partial panel an actual. The event referenced above is the closest I’ve ever come. I’m not beating up on this guy but i’d love to talk to him. Recovering in a partial panel situation is a lot harder than not letting it get away from you in the first place. He didn’t recover, he was very lucky to find VMC and had have adequate altitude and presence of mind to recover. He obviously did some things right. He never gave up. He also managed to regain control of the aircraft without destroying it in the process… No small feat given some of the Flight data.

Zef has a good troubleshooting guide on their website. It’s specific to the vr model. I’d try that first. An hour with a digital voltage meter and the troubleshooting guide should narrow down the problem quickly.

All pilots, experienced and otherwise, are subject to the effects of oxygen deprivation - even the experienced test pilot who wrote the article who advised against it.

Give me a break. You got your answer in the first response. If people offering you alternatives and quite possibly better alternatives bothers you that much, don’t ask a question on a forum. Other people’s opinions are appreciated by most on here.

14:30-15:45 - Ruminations of a Midair Survivor by Larry "Joker" Brennan at EAA Forum Stage 11 - Deltahawk Engines Monday July 26

Not an investment. A labor of love.

An A&P can sign for a transponder as it is minor, you will need an IA to sign the 337 for the GDL-82. Neither item is required to be installed by a Garmin dealer. The install manual for the GDL-82 requires a power check of the transponder to be performed. You will most likely need a radio shop for that, it can be done with the 91.413 inspection.

There are 3 different versions of a IM for the M20J with a King 200 system. Late in the production (24-1419 and later) it looks like they changed the function of the trim interrupt switch assembly. The earlier version of the switch assembly functioned as a means to interrupt the trim power, which would remove power to the drive transistors stopping a runaway auto-trim condition as long as the switch was activated. The early version used a disconnect relay that would cause the computer to disconnect if using the MET switch as you can't have auto-trim and MET trim at the same time so the computer has to disconnect. The pic below shows the interconnect function of the trim interrupt switch and the disconnect relay function. In this version the computer would disconnect when the AP/disconnect relay is energized from the yoke mounted trim arm side of the split rocker switch. When the left side of the split rocker moves up or down it will send bus voltage to the disconnect relay causing it to energize and remove the engage voltage to the control head. At the same time it routes power to the other side of the MET switch allowing you to go up or down with MET trim. The later revision used a different switch assembly that would remove power to the trim servo and the computer engage voltage at the same time. The disconnect relay was removed due to the switch change. The part that bothers me is when if you look at the parallel from the TB after the trim interrupt switch that goes back to the computer on P2951 pin k. I think if this voltage is removed it should disconnect the system as well, it is mention in the IM that if the trim breaker is pulled the computer should disconnect. Opening the trim interrupt switch should have the same function as pulling the breaker. Per the IM the following conditions should cause the system to disconnect. activation of the pilot's disconnect switch activation of the manual trim switch, either up or down pulling of the autopilot or pitch trim breakers if the heading flag comes into view when using any lateral command mode I hope this helps

Be VERY careful going that high, any problem with your O2 system can cause a problem in a real hurray at FL280. The good thing about the high altitude training I took was a chamber ride where we went to FL200 and then FL250 to see how we reacted to a loss of O2. For some in my class it was a very quick step to being incoherent. I learned a lot about my initial signs of hypoxia and I constantly look for them even at lower altitudes.

The little bit of money you save on fuel from running at 1650 TIT rather than 1600 TIT will be spent many times over on TIT probes, exhaust components and cylinders. If you can keep the cowl flaps closed at 1600 TIT because of lower cylinder head temps you will gain back efficiency in lower drag.

We don’t talk about this, and maybe it’s just a given that we all keep our tires correctly inflated to the exact pressures given ( as we do the same with our auto tires, right? ), so me bringing it up is not necessary. However, at the risk of sounding stupid by mentioning this topic, if tires are under inflated, all data, POH information, density altitude calculations are for not. I’m so sorry for the loss of life, and for the families and friends left behind. Be safe everyone.

Yes, in "Verchocq", near "Boulogne sur Mer" and "Le Touquet". This is for small planes, but the Ovation is a high-speed STOL plane here.. You'll notice that the 600m is not fully used... Lol

I like the scrappy innovation shown by these two guys in creating a startup to develop a low cost, removable, non-STC'd autopilot that sits on the yoke of a vintage C model. They will have a booth at KOSH. The prototype in the video is obviously not ready for prime time, but I find their posted development timeline more credible than BK's Mooney STC promises for the Trutrak/Aerocruze http://www.autoyoke.com/?fbclid=IwAR36S09W-Omv3MFxjiE8VYyueW2pQ-ZHDCIbIn-nBXryWHPwhwJt0K6oodQ

I noticed that Spruce sells new C150 air boxes for $150. I could easily design an adapter to adapt the Cessna box to the inlet duct. Maybe I should pursue an STC just for the fun of it.

As much as I would love to comment on this, I made a pledge not to, so can we all just stick to flying?

Is the little-john included too? Or Jose’s piss tube when he’s selling the plane?

I wonder if his tin hat got damaged in the crash or if he will still wear it for the inevitable video.

@kortopates Paul, you solved a major puzzle for me, thank you! Since getting a Surefly EI installed I've been trying to figure out how to keep the #5 CHTs down, now I know it isn't me or my IA who screwed up

According to Juan Brown (Blancolirio) they were either doing STOL work or perhaps landing on a short runway. The flaps would not retract on the go around. Tried resetting the breaker to know avail. Chose to mush into a cornfield at very low speed. Fortunate that Dan was onboard, he’s experienced when it comes to crashing airplanes.

When I was an instructor, I used to remove the slo-blo flap fuse as well as the replacement from C-150s and replace it with regular action. I would usually be able to get the thing to blow on a go around. Then I would wait and see what the student would do. It was an exercise in resource management. The really good students would replace the fuse with one from another socket, cap an all and get the flaps up. The others would struggle, but usually could keep the airplane flying because I made sure we had half tanks to start. But it was an eye opener for all.

The DC TFR practically covers the entire eastern seaboard. ;-)

That's automation. Which I don't want in my car . . . .

Lance knows Bravos I’ve learned quite a bit from him and DVA, I have pressure fluctuations also, temps at your altitude I’d be between 355-380 cowls closed. Consider bgees baffling mine lowered temps approximately 10-15*, plus my Old baffling looked good. My last trip five hours, was at 31/2200, 1600, highest CHT 380 averaged 16.5 GPH, much smoother at 2200, My TAS was 185-188, not much sacrifice for smoothness and fuel consumption, I’m getting prop balanced before annual next week in an effort to smooth more.

Welcome aboard ao! It helps to know… 1) What transponder do you have already? (KT76…) 2) There are devices that work with existing transponders to add the WAAS / ADSB out to your broadcast… 3) ADSB in is not a requirement… so portables are the low cost way to get weather and traffic in your cockpit… 4) The Taibeacon and its brother are nice low cost devices used around here often… 5) The GDL family of devices are made by Garmin and come in a range of skills to match what you are looking to do… 6) for Robert’s device above…. https://www.pilotshop.com/catalog/pnpages/11-15986.php?gclid=Cj0KCQjw9O6HBhCrARIsADx5qCSDg4YeVgZdOLZUhMMeerkJt0HWugAccRqTqumCyz1BPr5NbGnIu8QaAmpWEALw_wcB 7) See what is on the pre-flown shelf at @Alan Fox’s office… PP thoughts only, not an avionics guru… Best regards, -a-

Today, I burned the left tank down to 8 gallons -- still turned left. I have weight in the baggage area on the 'right' side to help compensate. I'll try moving that around again to see if that helps. I always put things in the rear right seat. Very well could be my 'larger size' having an impact ;o)... Having the wife in the right seat should have helped with that too but alias -- not to be ;o). Autopilot would help -- that is going to have to be installed later -- have to recover from the usual first year things that seem to come up for a new owner ;o) G5 AI is the next item I have planned -- hope to order that (waiting to see if there is any kind of 'Osh' incentive ;o). Stratux kept acting up today (didn't record my first flight today ) so I just broke down and purchases a Stratus 3 with all the goodies it supports with ForeFlight. Anyway, Right now, she's pretty solid mechanically ;o) Thanks for the congrats -- 100 Mooney hrs since Feb of 2020 -- and that is with 3 months not flying (rental down for normal service/rented when I had time kind of thing -- not to mention the engine out on my B). -Don

Is this while the engine is running? Or something has changed from before, and is a before start situation? I would expect a low voltage warning if the alternator isn’t sending power… The ‘field’ wire is the one that gets used to tell the alternator how much to charge… It is probably the first thing that breaks in the charging system… vibration and sub-optimal support are common issues for this wire… The Zeftronics device is sensing something incorrect and is letting you know… When charging, the voltage at the cigarette lighter is often in the 13+ range… The voltage when everything is off, in the hangar will often be over 12+… +1 on the info booklet from Zeftronics… +1 on Find the field wire, and follow it end to end… see if anything is broken, loose, or stripped… PP thoughts only, not a mechanic… Best regards, -a-

Thanks for the reminder! Monitoring 121.5 in the #2 radio is always a good practice but especially when flying in proximity to a TFR. If they can talk to you things can go much smoother. Cheers, Rick

I don't know how I forgot this but now have 100 hrs in Mooneys! -Don

Ha! Calling it an “investment” is your first mistake!

Yeah, when I was a CFI 25 years ago, I always simulated an engine failure right after finishing a ground reference maneuver. No time for the checklist.

The Transport Canada report is what happened, not why or what could have been. The reason for the initial realignment of the ADI is unknown at this time. The reason for the HSI not being a backup is a configuration decision by the install shop and backup owner. The reason for the HSI realignment is the AHRS sensor was set to the ADI, not a normal setting (known, but not in the report). This could have been done by the shop, owner or pilot. The big picture for Transport Canada was the ADI failed, and the pilot lost control of the airplane despite the required and working backup instruments. I have spent a lot of time reading about this, speaking with others and feel very good about my dual GI-275 system consisting of Primary ADI + AP with ADAHRS and backup battery, Standby ADI/MFD with ADAHRS and backup battery. These technological marvels may replace a vacuum driven AI and mechanical HSI but will do so much more. If one of those fail, dealing with the failure is pretty straightforward. If you have a G1000, G500/600/ G3X, GI-275, G5, EIS-500, Aspen XXX, Dynon Skyview: you absolutely must read and study the Pilot Guide and Flight Manual Supplement to understand how to use them when everything works. It is life-or-death to understand what to do when something does not work. Skip said something about documentation. I have read the GI-275 Pilot Guide thoroughly. Then I read thru the FMS. Heck, there is stuff in there barely mentioned in the PG. I have no doubt there are things in the installation manual that could be useful to know. Look at the configuration, you do have a copy of that, don't you? What does each menu item do? Etc.

Seb, start your life as a Mooniac in a most rewarding way. Come to the Mooney Summit Oct 22-24 in Tampa. You will leave having a complete new appreciation of Mooney's and with a knowledge baseline new owners should all have. Additionally, you will meet some of the most knowledgeable people in aviation, some of whom become life long friends. Its a perfect way to start an odyssey into Mooney ownership.

Yes, Anthony, your memory is perfectly correct and perfectly accurate. . The remaining 3 Mooney’s you note, painted by Artcraft are still that...... quite properly dressed. Quality painting from ArtCraft, indeed.!

You learn in this game by studying what the other guy did wrong and not doing the same thing! As I've said before here- You're not a safe pilot until you have been "tempered" and you get tempered when you do something in an airplane that scares the living crap out of you and YOU know YOU did it to yourself! As for me in my 50+ years in this game I have personally known many who have made smoking holes in the ground- One in C-150 taking off of a sandy beach overloaded at a density altitude of 7,000+ feet and never getting out of ground effect Another taking off at night in low IFR right after getting the IR and rolling into the ground Another doing low altitude aerobatics in a Corsiar and doing a loop too low Two others trying to get into a night IFR landing in the mountains by going below mins in Jetstar Another going into the Florida swamp at the speed of sound with a fire on board in a DC-9 Another by not being current in a Connie and putting it into trees at the end of a runway These are just 7 of the many I have known Sometimes you can avoid the sword by doing things right and sometimes your ticket gets punched even when you did it all correct. Its all part of life and trying to do the best you can every flight. Anything short of trying hard every flight only increases the chances of a poor outcome. As Dirty Harry once said- "A man's got to know his limitations!" Pay attention to what you are doing as ALL the regulations were written in someone's blood.

My equipment list says Mallory SC628P Safe Flight 164R For gear alarm and stall horn respectively. Had to replace my gear alarm a while back. The current version of that part number is smaller and has a plastic housing compared to the original, but it's still in production.

That makes absolutely no sense to me, unless a "pin" is installed somewhere that prevents the landing gear from retracting at all. AD 75-23-04 makes Mooney Service Bulletin M20-190 mandatory. That SB requires removing and inspecting the landing gear actuator for worn internal gears. There is no "pin" involved, and I'm extremely skeptical that AD 75-23-04 is actually N/A to your airplane. Strongly suggest you have your mechanic research the AD and SB in detail.

+1 for AeroGraphics. I was doing some trim cable work a couple years ago and had it all apart. AeroGraphics sent me three flap/stab trim indicator decals, FREE OF CHARGE. She said it’s not a big enough deal to mess with. It was a big deal to me and greatly improved the looks. Very high quality and durability.

Yeah, you have to get the tow bar and the POH. As odd as it might seem, they are considered part of the aircraft, they are in the weigh and balance as ArtVandelay said, and without them there can be an airworthiness issue. Anything listed in the w&b definitely needs to be there. Often missing are the tie down bolts. Not in the w&b usually, but hard to tie the aircraft down without them.

the first photo shows it should be active, but second picture is before it became active. there are some conditions which disables VNAV such as having any approach procedure active and OBS. Sent from my iPhone using Tapatalk

With similar experience, the insurance premium between a single and twin is similar.

What I learned about LED lights......... I had an interesting experience with my new Aero-Lites LED PAR 36 landing/taxi lights.They're mounted in the wing of my Acclaim. This past week I was traveling from Provo, Utah to Wausau, Wisconsin. I encountered icing in route and made good use of my TKS system (what a nice addition). For those not familiar with TKS, the entire wing leading edge is protected except the lenses of the landing lights. In the past, with my incandescent GE bulbs, I could turn the lights on and the heat produced would melt the ice on the lenses. The outside temperature just changed the length of time required, maybe 15-30 min if real cold (> -10C). With the LED lights on for >1hr @ -5C the 1/8" layer of ice did not even budge. Granted this is far from scientific, but a real world observation...A good thing or not, you decide. As for me, the pros of less heat out-weight the cons. By the way, I love these lights. Even after > 1hr use, they are extremely bright and far better at illuminating the run way/taxi ways than the original GE bulbs.