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Showing content with the highest reputation on 07/25/2016 in all areas

  1. We did make it to Osh. The Caravan tent was finally raised in the dark and it is on the north side of Rnwy 09-27 at the Super 8 Gate. We had one hour holds from 11:00 am to 2:00 pm. We started the engines at 2:40, taxied to the runup position at 2:45 and then launched Mooney Lead at 3:00 pm. Six minutes later Mooney Tail was airborne. The caravan had more twists than a bag of worms. Weather, Oshkosh tower assignment of runway, decisions on two-ship or three-ship formations, warbirds operating on our frequency, Madison issuing a change of procedure after the runup and before the takeoff roll. Three close encounters of the airplane kind with folks trying to break through the formation so they could get to the Fisk Arrival (northwest of us). Non-caravan aircraft declaring bingo fuel while still over Lake Winnebago. It was challenging. We were all down by 3:36 or so. Then came the taxi conga line from Hades. Bob (Belviile) almost taxied back to Illinois (according to him) he was headed south for so long. I had a Navy fighter pilot as my wingman and he did a great job. We had our first ever go-round declared by one of our Leads (Yves) because of a cluster *&^%# going on the runway on final approach. The people who flew made the difference. Challenges answered and dealt with. Everyone down safely - and that is what really matters. I even had Mooney Tail (Toro) on my wing for a while. He was my lead for my first Caravan. This is Jolie getting ready for the engine start. Forty Moonies lined up for the takeoff roll. Sierra Element lifting off Madison Runway 21 Sierra Element enroute to Oshkosh. Sierra Element joined by Mooney Tail for some photos. Sierra Element touching down in Oshkosh. Post flight debriefing. Tomorrow evening, we do the Mooneyspace get together. The Tent is in Row 552. We have things to celebrate.
    6 points
  2. STC'd!! https://www.ainonline.com/aviation-news/general-aviation/2016-07-24/garmin-g5-efis-stcd-certified-aircraft
    3 points
  3. They want mag. heading. Their vectors account for wind. To represent your course as heading info confuses the process.
    2 points
  4. Very unusual. Might he have put the gear up instead of the flaps on landing?
    2 points
  5. The Caravan was great fun! Big kudos to the folks who work so hard and are so patient with the newbies! Sent from my XT1254 using Tapatalk
    2 points
  6. All, While I don't post very much to the group I have gained a lot of knowledge here which has made a better pilot and a more thoughtful owner, so I figured I would share my past week. This was a week of many first's for me and a few others. I was fortunate that two people trusted me enough to take them on their first flight(s) in a light aircraft, for one of them it was his first ever flight in a plane. The first flight ever was a 17 yr old young man who I think now has been bit with the bug. The other was a co-worker who joined me on a day trip to one of the plants we support in Central UT. She was happy to be able to go down to the plant, do what she needed to do and be home for her family in the evening (looks like I'll have a travel partner whenever I go to this plant) The other first for was my first Pilots and Paws flight which allowed me an excuse (while no excuse is needed to fly, sometimes one is needed to get time with your grown kids) to fly down to Apple Valley Ca (KAPV) on Friday, visit with one of my daughters who lives in the area and fly a sweet girl of a Siberian Husky back up to a rescue in Payson UT. All in all I got to put 14+ hours in the book this week while introducing two people to GA, spend time with one of children and help a sweet dog find a place she was welcome and wanted. While I could have done this in any rental plane, having a week like this reinforces the reasons why I bought a Mooney (speed relative to operating costs). Below are a couple of pictures of the first's Cheers
    2 points
  7. Quick flight .6 home today after class reunion. There was a pancake breakfast so there was a lot of fun activity out at the airport. We followed a pair of Beeches (V Tail and Deb) out. Low cloud layer (about 3000') so just got up through at 4500. Fun to descend down through the opening where you can feel the speed (about 180). A lot of radio chatter with folks heading to Oshkosh. Nice controlled decent and straight in on 27 for a stall! Stall! Squeeker and hold it off. Always like when my wife says that was a really nice landing honey....Awwwwwwww. I love my Mooney and in my opinion I have the best Lookin' gal from the class
    2 points
  8. The Garmin G5 is now STC'd https://www.ainonline.com/aviation-news/general-aviation/2016-07-24/garmin-g5-efis-stcd-certified-aircraft https://www.garmin.com/en-US/blog/aviation/announcement-g5-certificated/
    2 points
  9. We made it safe and sound to OSH. When we left Wyoming we tried powering some things and where able to run 1 radio, the intercom and basic engine instruments. Eventually we got a draining light again and powered off the radio. Then after a while we got a draining light again and had to cut to just master with basically every breaker pulled except the warning horns. Turned on the radio 45 from RIPON and picked the ATIS. Back off until just before RIPON. Then all the way in. Parked way off in VAC. Pretty confident we where getting some charge. So I would bet against a loose wire. But I'll have an A&P look at it and meet up with BDPeterson once we're settled.
    2 points
  10. Without knowing anything about your engine I have to wonder why you're planning an overhaul. Are you planning based on it approaching 2,000 hours or are there other factors involved? If your engine is still showing signs of good health you might want to listen to a webinar by Mike Busch called "TBO and Beyond" and read some of his articles about engine TBO. You may find you don't need one yet and every hour flown past TBO are like free hours. EAA Webinar TBO and Beyond How risky is going past TBO Debunking TBO
    2 points
  11. I bought my first Mooney last month, a 1974 M20C. Below are pictures of the panel. The KLX135 GPS/COM is being removed for service currently since its comm signal reception is very weak. The card compass is not working correctly and is going to be tuned up. After that. I'm looking for input on what you all think would be the best upgrades on a minimal budget, and in what order. This will be a one-thing-at-a-time-type of process. What I'm thinking about doing next is moving the Garmin 695 down to the dash (after I send it to Garmin to get fixed - currently will not connect to PC via USB port for upgrades). I'd also like to install and ADS B In/Out that will interface with the 695. The lower VOR indicator does not seem to be working. I'm wondering if I should replace it with something else or get it fixed. The old school DME works very well. BUT, should I get rid of it and free up some space for something else? This is all just brainstorming. If you have a better idea than mine, please feel free to tell me, my feelings won't be hurt! However, budget-friendly items are key. By the end of the year, I will be able to come up with about $5-7k that I may be able to invest in it.
    1 point
  12. I am pleased to announce after 15 yrs lusting on Mooneys , and just ended a 5 yrs plan of research and search i am the proud owner of a M20C . It was love at first sight, and love at first flight. She is a bare bones girl but is gonna be a great canvas to start with. I plan on systematically restoring her while flying the s*^t out of her. So hello fellow Mooney drivers you have one more to the club. One of the best milestones in aviation that i have crossed.....
    1 point
  13. Here's that airplane on a YouTube video. Here it is on Facebook: https://www.facebook.com/NewFlyersAssociation/photos/?tab=album&album_id=290819777684465
    1 point
  14. Here is a example of the type. Given that, the whole Connecticut River would have been an emergency strip.... Sent from my iPhone using Tapatalk
    1 point
  15. at least that plane is new enough that the gear up won't total it. edit--gear collapse
    1 point
  16. The flap switch is located under where your quadrant is, Chris. Depending on the year of the Ovation, the gear switch could either be behind the yoke or up high on the instrument panel. IWO, it isn't close to the flap switch at all, but that doesn't prevent one from *thinking* they are raising the flaps when their hand is really on the gear switch. It should not raise with the airspeed switch not registering enough speed to let it in any event. If I were speculating on incidents vs Iron condor stock options, I would go long on a mechanical cause.
    1 point
  17. The radio master switch applies 12v to the avionics master relay. The normal, spring loaded position of this relay is closed. So if the switch fails the relay depowers and turns on the avionics.
    1 point
  18. I had some inside news on this last week after I sent my electric attitude indicator in for overhaul. My avionics guy had a webinar and called me right away. We called the shop and placed the order on hold as I was told the announcement for this would happen at Oshkosh. Looks like I will get one of these very soon in my Rocket. Tom
    1 point
  19. That would imply he either landed very very fast to disable the airspeed switch, or had a broken airspeed switch or pushed the override button, in addition to not realizing his hand was on the gear lever vs the flap switch. I know this happened to "slim" a few years ago in his Encore, but it takes a series of "wrong things" to make it happen.
    1 point
  20. wishboneash outbound, Golf element at Madison
    1 point
  21. Well, I would think so. How can they provide "separation services" to IFR traffic otherwise?! My experience has been very positive with ATC. Occasionally there will be a rookie in training, especially at McGuire or Dover. But there is someone experienced next to them listening who will jump in if and when they need to. This in contrast to NY or PHL controllers who are on top of their game.
    1 point
  22. We heard from Janet that they made it in and are camped by Friar Tucks
    1 point
  23. I swapped out to a Tempest vacuum pump two years ago and have been happy with it. The Rapco it replaced worked just as well, but it had 500+ hours on it and I was buying plugs for my annual at SNF, so the pump was a no-brainer add-on.
    1 point
  24. 1st one on the list 211CC
    1 point
  25. What do you have on it now? A guesstimate would be $400-900 assuming you get the same type and return the core.
    1 point
  26. M20 Turbo or RayJay added to a M20J is going to blow the doors off of just about anything short of an Acclaim or an Ovation down low. Cost wise you could make it work financially the right J.
    1 point
  27. Also willing to give these senders a shot since I've already installed a digital fuel gauge but still had the resistor senders. Sent them a message July 6th, no reply. No reply = No sale. Business must be good when you can turn away customers.
    1 point
  28. I had committed to giving these guys a try with their new senders since I was having a new JPI installed. We played a bunch of computer tag, but never actually talked with them other than PM exchanges here on MS. Thought it was a done deal and anxious to give report, he said they were built. We had serious communication breakdowns. I'd suggest phone-calls. Better luck to the next prospective Mooniac. I guess I'll use my existing ones. Just thought I'd give a PIREP and slight bit of frustration. -Tom
    1 point
  29. First I wanna thank "jkhirsch". He took me up and spend some time explaining ins and outs of Mooney. My new BFF! I been flying for some time. My cousin is big aviation guru with some serious flying time (Airplane and glider) in midwest. While I was there I was flying with him every chance I had. Finally got tired after all this years and got me private pilot certificate couple weeks ago. What I'm looking for is co ownership of Mooney with one or more pilots. Hopefully at KPIE or KCLW. I had exciting life and recently had major injury to my leg which took me out of couple hobby's use to do. Now I wanna fly every chance I have. Don't have $$$ to go alone on Airplane so I feel I'm like crack addict at airports asking for fix. Personally I got Wife and three great kids, 44 years old 6'4" 250 lbs (hint, W&B), Born in Yugoslavia, lived in Africa, Served in Bosnian Army during civil war as trauma medic, Migrated to US in 93. Sell drugs for living ( legal ones :).
    1 point
  30. Mr. stealth any plans to turn that TBD into an M20 soon?
    1 point
  31. Naughty, naughty...someone hasn't been doing PM on his button. Gotta lube it with all that pushing in and out and in and out...
    1 point
  32. For the money you spent on those speed mods on 201, you will be much better off getting a nice interior upgrade (ie upholstery and avionics) to make your 15-minute-longer trip - for an 4 hour x-country flight - much more comfortable, enjoyable, and safer!
    1 point
  33. That looks like a backup avionics master switch, given that it's immediately adjacent to the regular avionics master. The idea is that two switches are wired in parallel, and either one can enable the avionics bus. If one switch fails, the other one may be used to keep the power on. Typically used in an installation where a high-current switch directly connects power to the avionics bus (as opposed to systems where the avionics master is a low-current device that controls a relay).
    1 point
  34. I've had generators go bad. In the past I've taken them to a local electric motor repair shop. Very reasonable to OH. $45. verses Aircraft Spruce OH unit costing $360
    1 point
  35. So what was thus thread about before it became your two's personal pissing match?
    1 point
  36. I'll only speak to the speed brakes. I had them as a "must have" when I bought my 231. I have them and like them. They are nice when ATC gives you a slam dunk, and when you miscalculate a little, they are helpful. However, they are far from necessary. Bottom line, it they are on the plane you find, take them and be glad. But if they are not, don't worry, you will be fine without them. I would probably pay an extra AMU for an otherwise equal plane.
    1 point
  37. There is no currently available mod to be added to the 201 that will benefit you in either speed or dispatch ability that the turbo on the 252 will give you, especially if you are truly flying "across the country". That being said, I have enjoyed my 201 and see no need to add speed mods as it is not cost effective for me. 150-155KTS for a stock 201 is fine with me.
    1 point
  38. Hot Tried for an early morning departure down to Victoria Texas with Mrs. Yetti. Her relatives have a bakery on main street. 45 minute flight. Nice crew cars at the FBO with working AC. A quick trip to town. We bought some goodies for the FBO. I don't think anyone had ever brought the FBO staff presents before. A pit stop at Columbus on the way back. And then a 2 hour nap to recover from the heat. Did I mention it was Hot? Probably the best cinnamon roles I have ever had Did I mention it was hot Sweet As Can Be Bakery in Victoria Texas First triple digit day of the year. Hot
    1 point
  39. A lot of excellent info in these videos. As far as the pokemon thing both pilots were flying and not playing. Nowhere in the video does the AOPA "encourage/endorse flying and playing Pokeman on my iPhone at the same time..." To be fair.
    1 point
  40. You should try Disney, they have the real lines. At least 1 hour in line for a 3 minute ride. Last time I told my grand niece: "the best ride is the ride home" Tio José
    1 point
  41. We flew from Los Angeles to Lexington Nebraska today. What a great feeling being able to fly across such beautiful terrain with the freedom of having the best airplane in the world. Tomorrow we had to see our friends at Poplar Grove Illinois. Then on to Madison on Saturday. Looking forward to seeing all my Mooney family on Saturday or Sunday
    1 point
  42. Just be extra, super, very familiar with your O2 system prior to flying in the FLs... And the back-up system when you go really high up. Useful time of consciousness can be disastrous. Public service message, -a-
    1 point
  43. Strange, this is the picture he posted on the ALPA site. Sent from my iPad using Tapatalk
    1 point
  44. I'll be there but I'm going in my friend's Pilatus.
    1 point
  45. @PTK it's also a nice unit. Squeaky wheels get the grease. Call Garmins experimental folks and ask them if they are planning to get this STCd and encourage them to do so. Suggest brands M&B may be an attractive market as brand C172 and PA28 alternatives to a main competitor. Call the EAA and ask them to consider approaching Garmin about this unit. Based on this news I'm probably going to join EAA. Actual mileage doesn't vary. That said George Perry and the ASF do great things. I just think that the constant advertisements for life insurance and the like are a distraction.
    1 point
  46. I hear those units suck....
    1 point
  47. 2200$ vs. 1200$ For the Garmin G5 and a much much smoother and slick display. High definition!
    1 point
  48. $2200 vs $10,000. Probably need a decision matrix to work through that process
    1 point
  49. I received this PM a couple of days ago... Now, I'm not exactly Don Kaye here, but I guess I do have the this kind of plane, except with a JPI 700 instead of 830. I guess I have maybe 150 hours or so above FL180, sometimes as high as FL250. (And you don't have to call me sir, unless you're my waiter!) Physiology There are several good references on this topic, but I'll like a few that I like... http://www.avweb.com/news/aeromed/181893-1.html?redirected=1 http://www.avweb.com/news/pelican/182156-1.html?redirected=1 http://www.altitude.org The pilot is the most important system on the plane, so physiology is the most important part of flying at high altitude. I agree with the majority of what John Deakin says. One place I would disagree is on the use of the cannula, and the minimum oxygen levels. Both of these seem to be highly susceptible to individual variance. I have found that, for me, the cannula is capable of maintaining 90% or better at any altitude I have flown at. Others may find, like Mr. Deakin, that even at low altitudes the cannula does not work for them. The important thing is to carry an oximeter and use it. Whatever altitude you're at, monitor your O2 and descend if you can't find a way to keep it up. The other thing I might take slight exception to is the statement "Any time they do not use oxygen at those altitudes, brain cells are dying." There's some truth to this, in that climbers returning from mountaineering expeditions have been found to have some brain injuries, even if they didn't experience serious altitude sickness. But these expeditions take place over long periods of time, with heavy physical exertion. Most of these climbers probably have oxygen levels in the 70s, possibly even 60s, for several hours a day over several days. I know of no evidence that this is a risk for the short-duration hypoxia that pilots can experience. Some perspective on cannulae and oxygen levels. There are far more people using medical cannulae than oxygen cannulae. Doctors use cannulae for medical oxygen supply at basically any flow rate. Oxygen masks are used mostly in special cases, such as breathing pure oxygen, mixing with other gas (anesthesia), etc. The typical medical cannula is rated up to about 5 LPM although there are some high flow ones that can go higher (usually 12, sometimes more). However, even the standard-rate 5 LPM cannula is more than capable of going higher. Aviation cannulae, at least the ones I have, are the size of the larger high-flow medical cannulae. The FAA shows that a flow rate of about 4 LPM would be necessary at 30,000 feet. So there is no question that a cannula can deliver the required amount of flow. Researching this post, I found an FAA document stating that masks are required above FL180 is in case the pilot is a mouth-breather, or talks too much. But the thing about talking is that it *always* lowers your oxygen level - you can observe it on the ground. It is easy to breathe through the mouth when talking a lot, though, and you should be careful about that when using a cannula - again, regardless of altitude. Although "normal" oxygen levels are anything over 93, with 95-98 being typical for someone in good health, doctors will not usually prescribe medical oxygen for a patient unless their resting O2 level is below 90. Certainly, having a lower level than normal might cause you to feel a little tired, similar to how riding in an airliner (where the pressure altitude is typically 6000-8000') will leave you feeling tired after a long flight. I believe that there is individual variation here too, but if you're over 90, you're unlikely to be impaired, with the possible partial exception of night vision. In any case, here are some situations in which a cannula is better than a mask, regardless of the altitude: * If you have facial hair * If your mask doesn't seal well * If you cough * If you eat or drink. A mask lifted away from the face to make room for food or water is basically useless. I've experienced two oxygen-related failures. One, a tank (actually valve) failure at 17K that left me with no O2, and another where an instructor took off his cannula to sneeze and forgot to put it back on. My oxygen failure experience was noticed when I saw that I had no flow. I checked my O2 level and found it about 86. I descended and it got better. It was no big deal, but it might have been worse if I'd been higher. The problem with the instructor was more interesting. He started tuning random frequencies into the radio. I told him to put his nose hose back on and he got better. My oxygen flow meter is built into the tubing, and needs to hang vertically. I hang it from the pencil holder. I also have a mask handy. Like most turbo Mooneys, mine has built-in four-place oxygen, but there's basically no situation where I would carry three passengers to oxygen altitudes. So, I keep my usual cannula plugged into one of the passenger stations, and I keep a mask plugged into the pilot station, but not twisted and locked. Then I hang the mask from the pencil holder too. In case something happens, I have the poor man's quick-don O2 mask. I just have to twist the fitting and hold it up to my face. John Deakin carries a separate O2 bottle that he can use in case of emergency. I don't have this, but it's better because it's totally independent. Less plumbing hanging around, too. On the downside, he's got to put it somewhere, and look around for it if his regular oxygen quits. There's one more thing that I'd like to do, which is 231-specific. Because of the funky wastegate (either the fixed one, or the Merlyn one - I think it would work with either), I bet there is some sort of throttle+trim setting that will descend in the flight levels, but naturally level off around 8-10K feet. If you have some sort of O2 failure, just set the magic throttle setting and put the autopilot in heading/wing-leveler mode. Now even if you pass out, you'll wake up safe and sound in an hour, assuming you don't run out of fuel. I don't know what this setting is, but I might go look for it next time I go fly, and see if this actually works. Engine Management This is the most fun thing about flying a 231 at high altitudes. I tend to agree with Mr. Deakin - you spend your time switching back and forth between checking the oxygen and checking the engine. I'll share my experiences and power settings. First, the critical altitude seems to be around FL220 in the summer, higher, perhaps FL240, in the winter. I don't remember what the factory critical altitude is, but I think it's around FL170. So that is a big upgrade. But unfortunately, this works only at full power. The turbo seems to only be able to make about 30"MP LOP in cruise around FL230, and something like 28" at FL250. At FL220 and below, I use 2270 as cruise RPM. I have experimented and find that it tends to give the best fuel economy. This is in keeping with some other article I read somewhere that said 2300 is the most efficient speed for the prop. The wastegate & intercooler don't change the certificated ceiling, but they definitely change the real-world ceiling. I don't think a stock 231 would be very happy at FL240, but mine is happy enough up to 250, which is as high as I've gone. It still climbs quite well at that altitude, 700FPM up to about 230 and 500FPM up to 250, although it only makes about 32" of climb MP. I don't know how high it would go, although the 252 goes to 28000 and that's probably also possible. But you wouldn't be able to make any decent cruise power up there, maybe 22" LOP. Mount Everest would still be another thousand feet up. I climb full power all the way up to whatever I'm cruising at, and I think this is the only real choice. John Deakin says to do a cruise climb. I usually climb at or near Vy unless CHTs go over 400, then I pitch down as needed to keep them at or below that number. He argues that the cruise climb doesn't affect your actual enroute time that much. It's probably true, but it costs a lot of fuel. My plane burns 230% as much fuel climbing as it does in cruise. Every extra five minutes in the climb costs a gallon of fuel. LOP cruise, always, for me. I use the Big Mixture Pull approach to leaning. I am a little more cautious than Mr. Deakin. I reduce power to 25", set cruise RPM on the prop, and then pull off the mixture. Reducing the mixture will tend to drop the MP a little more, perhaps 22". I then gradually add throttle back, watching the TIT on the JPI and finely adjusting mixture as needed. When I'm really in practice, I can get the mixture pretty close to perfect, but if I don't fly in a couple weeks, it's not going to be quite right. The first time I did this at high altitude, I think FL230, I put the fire out. This is not good! The prop doesn't stop, even at those altitudes, but if you manage to get combustion to stop, it only takes a moment for the turbo to stop too. Now, especially at part throttle, you don't have any air in the engine. To get it fired back up again you have to enrich and apply full throttle. Then you have to throttle back right away to keep the engine from overspeed/overboost. This whole business might cost you 500 feet, irritate ATC, and terrify your passengers. Losing 500 feet off of 23,000 is a shameful display of poor airmanship, not to mention you might shock cool your cylinders by, like, eight degrees. Keeping the mixture set just right is kind of an interesting balancing act, especially at the highest altitudes (240+). Leaner mixture improves temperatures, both CHT and TIT, but reduces maximum boost - so your power is reduced even more than the leaning normally would. The intake temperatures go up at the high altitude, because the turbo is working harder, and the intercooler loses effectiveness due to the thin air. This means you need yet more boost to keep the same air intake density. Hotter, richer mixture makes the TIT go up more. At these altitudes, to maintain power, everything's at redline. And to complicate matters, my engine seems to have a narrower margin for the onset of roughness/power loss due to excessively lean mixture. I'm not sure if this is for real or just an artifact of everyting working harder up high. But at 15000' I can burn 10.5GPH, blow 34" of MP and keep TIT in the low 1500s, and it runs smooth all the way down to what amounts to idle cutoff. At FL250, burning 9.5GPH and 28" of MP, the TIT is right up at 1650 and if I lean it out it starts to misfire. Higher RPM is a way of making back some of this loss. Instead of 2250-2300, 2400 or even 2500 can help basically everything. Unfortunately, the faster prop is less efficient, so your fuel economy will go down. Above FL230, sometimes it's necessary to open cowl flaps to keep the CHTs under 380. The air is cold, but it's thin. Opening the cowl flaps also seems to take about 15 degrees off the TIT. I have no idea why this is, but others have reported the same thing. I don't know if it's for real, or if it's a measurement artifact. Fortunately, because of the thin air the added drag is relatively low. It costs maybe 5 KTS for half cowl flaps. Switching to ROP gives more MP (more energy in the exhaust), and lower TITs. But it increases CHTs. I don't think you can actually get any more usable power ROP, you just burn more fuel. Overall, going above about FL220 doesn't really help matters much, unless (as sometimes happens) you need to go really high to get over ice, or to pick up winds that outweigh the loss of engine efficiency. A third reason is in case there is mountain wave. A 4000' high block clearance from FL210 to FL250 is a lot less scary over the Rockies than one that goes from 16K to FL200. Descending isn't much different than at lower altitudes, it just takes longer. You'll gain speed as you descend, so you might overshoot if you aren't careful. I find that ATC has basically no idea of when I need to start descending and will always do it too late if I don't request it. It takes almost an hour to come down from FL250 to sea level. Remember to keep pulling the throttle out as you descend, because MP builds up fast as you come down. Non-231s probably don't have to do this. The main thing is that since the descent is so long, the engine is going to get cold no matter what you do. As long as the temperature decline is gradual, cooling won't really be a big deal. The main thing is to remember that you need to gradually warm it back up again - you want 250 before you apply climb, or even full cruise, power. Prop at minimum speed and MP in the 20-22" range will help with that in the last few thousand feet of the descent. EDIT: I forgot to mention issues with IAT (induction air temperature), which is measured after the intercooler, and CDT (compressor discharge temperature), which is measured between the turbo and the intercooler. I have found with the intercooler installed that basically nothing I do will make the IAT go above the original CDT redline of, I believe, 280. So I have no concerns about preignition/detonation as a result of overly hot intake air. But, I'm slightly concerned about turbo overspeed and/or excessive turbo heat. So I don't let the actual CDT get over 300... which still isn't something that tends to be the limiting factor compared to TIT. My JPI usually shows CDTs about 30 degrees hotter than the factory gauge. (There's a similar effect with TITs, but it evens out by the time the TIT gets near the 1650 redline). Airframe Issues Controls really are lighter and less responsive in the thin air. Pitch control is about the same force, but roll is lighter. IAS may drop, maybe all the way down to 115KTS or so (which is still 170KTAS at FL250!). The autopilot makes it go away, but hand-flying at these altitudes is sort of... weird-feeling. It's not hard, it's just different. Weather I don't think I ever really felt weird about high altitude flying until I looked down on a cirrus (the cloud, not the plane! I'm always looking down on the planes. Sometimes the owners, too.) FL250 will not clear a thunderstorm, but it will clear virtually everything else. One advantage of being up high is that in a summer weather system that has both layered clouds and storms, you can usually get above the layers and see the storms. Takes the guesswork out of it. Only do this during the day, and only if the storms are isolated or widely scattered! And you must be up at altitude before you get to the storms, not climbing up between them. Remember that a building CB can develop faster than you can fly away from it, and having one come up from under you might have unfortunate consequences. In winter weather, you sometimes will see that a frontal system will push cloud layers up to FL300 or so. This is tricky. MOST of the time, there is no ice in these clouds, or not enough to matter. I've never seen an ice airmet going above FL270, and most of them only go up to FL240 or less. But I've seen plenty of pireps for ice above the vertical limit of an ice airmet, usually during a frontal passage. It happened yesterday, actually, in Oklahoma/North Texas. This is not to say that you shouldn't fly over an airmet (I fly over airmets all the time), or even that you shouldn't fly over a frontal system. But regardless of the vertical limits of an airmet, you should overfly it only with caution, and solicit pireps before you get there. If you have an engine failure while over ice, the only way down is through it. If your personal minimums say not to fly over ice, that would be a totally reasonable thing. One advantage to dealing with ice at very high altitude - if anything about ice can be called an "advantage" - is that you might fly into ice, but find you've got thousands and thousands of feet of potentially warmer air below you. Dress warmly. There's another thread about this. It's usually 30 or 40 below. ATC ATC says funny things. "Say again type aircraft" "Say again altitude" "Are you pressurized?" "Is that a turboprop conversion?" "I've never seen a Mooney up that high before" And once in a while someone just won't believe it. "Did you say FL240?" "Affirmative, FL240, that's two four thousand" "Do you mean two thousand four hundred?" "Negative, two four thousand" ....... pause ........ "OK"
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