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We flew our 252 from Germany to the southern most tip of South America and back again between September 17 and March 18. This was our route: Many may have heard about our trip via fb, but anyway, maybe there are members here who haven't and are interested in a report. I've written continuously on a European GA forum, here is the link: https://www.euroga.org/forums/trips-airports/9174-to-the-end-of-the-world-and-back-the-whole-story#post_176978 (I hope it's OK to post a link to another forum here)

Perhaps we can avoid beating him up for what we think he did wrong on this thread. RIP Carl.

False sense of economics IMO - as in penny wise and pound foolish. If you're going to use that logic then you also have to recognize that with the original gauges and a 830 you are grounded if an original gauge (take your pick) fails. The 830, as nice as it is, but it doesn't legally replace any of your OEM gauges. But reality is the EDM 900 is far more reliable then your OEM gauges. And should you have a probe failure or the like, you'll be back up and running right away and likely at far less expense that trying to get your old unobtanium gauges repaired or replaced. Most importantly you wont have to waste more money on some TSO'd dedicated replacement gauge like a new digital RPM or MAP gauge because your old one can't be repaired. Make the investment, it pays for itself over time and adds real resale value to the plane.

I love the passion here! You guys would argue over the composition of pure water. From my knowledge of what I see, the E5 is a bit of an enigma. It has a CDI but not overlaid directly on the face of the DG. There is more to an HSI than just the course indicator, it is also able to provide reverse sensing and present it correctly. Not sure the E5 does that. On an HSI, there are the 45 degree intercept markers, which are on the E5 but since the CDI portion is not part of the actual indicator on the face, there would be some mental gymnastics involved translating the horizontal course indicator on the bottom to intercepts. I'm curious how much functionality they built into the box. On my Aspen HSI, I have a bunch of other things that it does that I can't determine whether the E5 does it (BTW -- I know the G5 doesn't either). These include waypoint information, the VSI, winds aloft and message indicator from the GPS to name a few.

Well, he departed into really lousy conditions and quickly ended his flight in a location he should not have gone. Seems reasonable to me to critique his actions based on just those two known facts. I was based at Petaluma ~20 years. From the airport at 80 feet MSL the terrain rises rapidly to a 2400’ ridge 4 miles to the northeast. Speculation: If he departed 29 and engaged his GPS “direct to” SGD shortly after takeoff he would end up about where the wreckage lies.

Before you do that, go back out and repeatedly pull full cup samples, there might be some debris that’s preventing the drain from sealing. I had this problem and cured it this way.

The impact pressure on the wing TKS surface is greater than the static pressure on the TKS tank as altitude increases. Because of the pump limited capacity this causes a flow reduction. A bigger pump would solve the problem but risk bursting the lines. Similar problem happens with vacuum systems at altitude and why the use of electric gyros on the flight levels. José

Played corporate pilot and flew my wife and her friend to Vegas last night. Planned arrival just after sunset so they could enjoy the lights. Usually get the Cortez route to VGT, but last night they vectored right over the approach end of mccarran and then right over the strip. It was beautiful. Only "fun" part was the slam dunk. They restricted me to 6500 until I was less than 8 miles from VGT. Thankful for speed brakes. Dropped her like a rock and hit pattern altitude (3000) just abeam midfield. Here's a pic of heading home. I love flying at night!

I'm not sure a new install 530 makes financial sense today. An Avidyne 540 wouldn't be much more and is easily a decade newer technology (in addition to being a much nicer box).

No no. No direct contributions. That would be in poor form. The proper way for a millennial to operate is by a gofundme!

Yep, this is exactly what I did with my C and now with my Turbo 252. There's no reason to keep switching tanks back and forth throughout the flight. There is too much opportunity for error, miscalculation, etc. Mooney's are easy to fly and even land with a huge fuel imbalance so keeping them balanced isn't an issue either. With the 252 and larger tanks, I adjust this to depending on the flight. But I never switch tanks more than twice on any flight and most often only switch once. Take off, burn 20 gal off the right tank, switch to the left and run it until dry, then switch back. On shorter flights I might run 10 out of the left switch to right and leave it there for the remainder of the flight. I also always switch based on gal of fuel used or remaining and never on time. I think time was a useful number back when we didn't know the actual fuel used/remaining. But with modern gauges, we know volume and volume is a more accurate measurement. I can create more time while in flight. I can go from ROP to LOP and greatly increase my time until empty. But I can't increase the number of gallons in either tank. So I measure, and switch based on gallons. It's a better constant. Just my $0.02

I went flying on Thursday and I remembered to check out the viability of my PVC pipe seat safety idea. It looks very doable and it would be crazy easy to deploy and remove. When I get time, I may make one just for the hell of it and see how it goes... and yes I have cleaned out my seat track holes at annual when I vacuum the carpet.

Paul and Eric have been battling the damage done by Brian when he did things like this. It must be noted as @jlunseth says, Oasis Aero is NOT the WIllmar air service that Brian Negen bought off Bruce Jaeger (and stiffed Bruce in the process I understand).They are simply located on the same airfield, had a heck of a time because of Brians' doings to become a MSC and get a lease from the city for the FBO. Fortunately, Eric and Paul are a class act and their workmanship, honesty and integrity prevailed and will overcome the current natural tendency of people to associate Oasis with Brians version of Willmar Air service. Disclaimer: Weep No More LLC is a founding sponsor of the Mooney Summit Oasis Aero is also a sponsor of the Mooney Summit. Both of these companies support us, the Mooney pilots and owners, and our charitable Bill Gilliland foundation. Thanks Paul, Eric

Actually, speaking of "forum talk" it was maybe a bad acronym to use for the usual airport pub banter. Particularly in this forum it may well be totally inappropriate, as here there are mostly people who DO have the experience and therefore the foundation to talk about these things. What I was referring to is the stuff also Deakin refers to in his many excellent articles: Urban legends about engines, airplanes and other subjects where people debate about things they have no idea about. They have never flown an airplane with turbo engine yet they "know" Turbos are "difficult" and "expensive" e.t.c. because others told them so. I guess this is what makes the value of a forum like Mooneyspace, where people meet who actually KNOW what they are talking about and don't simply repeat urban (aviation) myths. There are other places which are outright damaging to people who inquire about ownership or learning to fly, getting an IR e.t.c. LOL, well, yea, there are people who work these kind of hours . I was just coming off duty when I took a bit of time on the forum to unwind.

Don't tell me you lost again? You have a nice GPS???

There is still a Mooney MSC at Willmar, but it is a new operation, it is not the “Willmar” that the OP is talking about. Paul Beck, who owned/owns Weep-No-More, and Erik Rudningen started Oasis Aero, it took over the airport operation and became the new MSC at Willmar about two years ago, but it is not related in a corporate way to the old “Willmar Air Service” owned by Brian Negen. I always got great service from Brian, but he is gone now. Erik might have his number, but I don’t think Erik has a lot of success reaching Brian either. Oasis has my aircraft right now and they are doing the annual. The quality of the work certainly has not suffered and they are very busy. Bruce Jaeger is still connected with Erik and Paul and works out of one of the maintenance hangars doing his interior installations when he is in Minnesota. He heads for FL in Oct. for several months. Bruce and Erik are both excellent instructors, Bruce was my instructor when I did my commercial. So there is still a very healthy “Willmar,” it is just not the same one that was there a couple of years ago. Erik and Paul are really great and it is always fun going out there.

Naw, aspen is just making it all up to wind up Peter.

Let us pick up your student loans while we’re at it. [emoji14] Sent from my iPad using Tapatalk Pro

Hi Mark, I had an O3 with TKS and I had a LOT of trouble with my system at one point, so I now consider myself an "amateur/expert" with the system. I spent many days with the boys at CAV Aero troubleshooting, etc. The issues I had have nothing directly to do with your question, but because of my issues, I learned a lot about how the system is supposed to work (and does work, when everything is actually working). The short answer to your question is, what you were seeing is completely normal. You stated that you were running the system in the "Normal" mode, and then you saw the ice as depicted in your pics. I would say two things to this: One, you were apparently in icing conditions that were just a little bit more than "Normal" mode could handle as far as keeping ice from forming at all. And two, the system is designed to actually ALLOW some amount of ice to accumulate, and then let aerodynamic forces peel off the build-up of ice. So the irony is, what you really needed was some more ice! :-) I would be willing to bet you that if you continued to accumulate ice with the system right where you had it (i.e. "Normal") and just allowed the ice to build up more, it would have peeled off with no trouble. You could also try going to the "De-ice" or "Max" mode, and see if that wouldn't clear things faster. It usually does unless you're in really bad icing conditions. I'm not advocating that you should cruise in icing conditions just to see if I am correct or not. I'm just telling you my experience both personally in the plane as well as my discussions with CAV. Bottom line is, the amount of ice that you were showing there is trivial (as icing goes), but not so much so that you should just cruise in it. Hope that helps, (another) Mark

I have posted this before, but perhaps worth repeating again. I think the TSIO360, is sometimes criticized too much. Many of them have had cylinders replaced well before TBO; mine did several times. When I looked back in the logs most of them were because of "low compression". Then I finally found the Continental SB that tells us that Continental cylinders are not "bad" because of low compression. If a cylinder is low, it should be flown for a period of time, and rechecked. In many cases, the compression will be back within the normal range. I do think that Continental cylinders are more prone to failure than Lycoming, but not necessarily in the percentages often attributed to them. When you couple this with the way a lot people were taught to fly; that is, push the throttle to the firewall and leave it there, the 231 engine will not last. So, yes, a 231 requires some management. But it is not really all that difficult, once you get used to it. If you don't have a need to fly high, a J is probably a better choice, but when you are going cross country, it is really nice to get up above a lot of the traffic, and a lot of the weather. I cruise a lot at the 14 to 16k range, and can usually go over or around weather buildups. It doesn't take too many of these to make it worthwhile.

@mike_elliott Here is the website for his law practice. I imagine someone there could put you in touch with his wife. There are phone and email contacts listed on the site. http://morrison-law.net/

@FlyDave If you can help me obtain Carl Morrison's wifes name and contact info, we would greatly appreciate it. Thanks Mike Elliott CEO Mooney Summit, Inc.

Actually that particular young math student is at Cornell - but he is mostly an MAE student specializing in fluid mechanics. And doing fantastically well! There is a fault with what I said....the fluid could be stationary but still under increased pressure so it could be that the pump has to work harder. I don't know...I am trying to logic my way into this thing and it would be very easy for me to make a rookie mistake. This isn't specifically my area - meaning I know just enough to make me very dangerous! That can be sometimes worse than knowing nothing.

It really sounds like your k factor is off. Also make sure you have the correct fuel flow transducer. My EI uses a FT60 and the JPI has both a gravity and fuel pump version. You should be able to look at the k factor that is set. The default is 29.00. If you see that number, you can be sure it hasn’t been calibrated. The advice above is how you set it. I spent a lot of time tweaking mine and it is within 0.2 gallons at fill up. Sent from my iPhone using Tapatalk Pro

Using my fuel totalizator I fly 10 gallons on first tank now I know have at a minimum 1.8 hours at cruise remaining in that tank and I can stretch it a little longer if absolutely necessary but I do not plan on that. I then fly the other tank until 15 to 30 minutes before my destination or when it is about to go dry and switch back to the first tank. I try not to let the fan stop but not opposed to it if I'm alone. Actually it is good engine out practice. If I am flying that long I want all my usable fuel in one tank. Shorter flights it will vary but 1.5 or less I usually stay on one tank.

This! We also know that replacing parts just because, is no guarantee of success. I don't have to fly. I fly because I enjoy it. While an engine and airframe that is safe and inspires confidence is important, and critical, a nice panel is what makes the experience of long distances in my Mooney enjoyable. My Mooney is not squawk free by any means. But it's safe and strong. And therefore the new panel was exactly the right upgrade at the right time for my max enjoyment.

Speaking of forum talk... Urs is up extra late tonight! -a-

Hello again The K will give you more possibilities, is significantly faster and can go to altitudes no 201 can. The example you quote looks quite nice to me from what you wrote, operative words LB engine and intercooler. I would not shy away from a turbo because of forum talk. As for turbo engines, I've extensively flown the Seneca II which had fixed wastegate turbos, which means you have to be careful setting power on take off. In cruise, setting power is no different other than the numbers go higher. I suppose you could even fly a 231 LOP and get away with it. Ever since the early Malibu engine scandals which had nothing to do with the engine but with people being too stupid to use them properly, I am very wary of forum talk on turbos. You might want to look up John Deakin's take on "those firebreathing turbos" rather. What is true though is that the LB engine is better than the GB.

In roll and pitch?... Well if there is no friction and no difference if you hit the A/P disconnect then I'm going to say servo. It isn't clear if there is friction in the beginning, and it works for a while... then once you notice that it isn't tracking there is no longer friction. Run though the test sequences.. see what works and what doesn't. the GPSS signal would come from the GPS NAV... 430? 530?.. anyway since it doesn't work in all 3 horizontal modes I doubt it is the inputs.. but the outputs.

And not to mention that a 231 with the longer cowling it just Damn Sexy. Pritch

If you’re routinely flying above 15K, get a turbo charged variant of some form. a NA bird can get you above 15K... I’ve had the missile up to FL180... but I wouldn’t want to make that climb all the time. About 15K is where the climb rate and the airplane in general start to feel pretty soft. -a-: FL’s don’t start until 180..... below that, you’re “15, thousand” for 15k, ETC... but I know what you meant ;)... unless you meant low FL’s at in taking the O up to FL180-190 routinely... in which case I would say you’re better off in a turbo’d bird- hah!

My WAAS 2009 Acclaim S had an older software which would not allow data logging. Current version does, and it is well worth an upgrade for that alone.

Thanks Lance. I’ll probably add that to my next order:) Sent from my iPhone using Tapatalk

Look all of you......... lets not get in a spat over terminology. Call it what you want. The functions are almost the same. What is an HSI? the Horizontal Situation Indicator combines the DG with the CDI and a couple of other cool things. Aspen E5 has a DG with a CDI.

Y'all. GREAT NEWS. She was grounded for most of the week due to a wonky gear indicator light that decided to work intermittently but I just landed after an extremely successful flight: I've got it down!! While she was in maintenance I had them lube her up a bit. They were a bit confused at first but once I showed them what happens with my thumb when I put pressure on it, they understood lol I'm not sure if it was the lubrication on the release button or the fact that I went up with another CFI who again let me take some time to work out a good hand gesture but I did it on my second or third try. After practicing in slow flight, we took her in and I did a couple touch and gos no problem. Today is a very good day Side note: sitting on the right is so different! Not a fan of the new sight picture yet, but I'm sure I'll get used to it Thanks for all of your great suggestions! You guys are great. - Jen

Dudes...my fuel servo hadn't been touched in 25 years. I had a burp on run up (with 12 inch flames coming out my exhaust), I had fluctuating fuel pressure in climbs, fuels smells when leaning...and was flying 140kts at 25/2500. So, I replaced it. No burp. No fluctuations. No more smell. AND HOLY SHIT, I make 153 KTAS now at 25.5/2450. I can't believe what a difference it makes when the engine in getting the right amount of fuel in a consistent way.

My big want is IAS climbs. Sent from my iPad using Tapatalk Pro

I was just getting ready to make a new topic myself titled, "My $8 Door Seal". It works great, certainly more quiet than the old factory one I pulled out. With two packages, you have enough to do the baggage door, too. I really wanted to get the Bob Fields inflatable for about $450, and I still may do that. The Aircraft Door Seal is pricy and gets some average to poor reviews here. The GeeBee price was never specified, which annoyed me, but my guess is between $250-300 based upon the Bonanza ones out there by them. For my $16, I'll replace it every few years if necessary or replace it with something else and never look back. @Piloto advocated for something very similar, but it doesn't seem to be available anymore. I used his original idea and found this stuff, which may be even better.

SA02193CH is the STC for the airframe 310HP upgrade. As mentioned before it mentions both engines, N and the modified G SE02930AT is the STC for the IO-550G upgrade to 2700 RPM Each of the props mentioned above has dedicated a STC for the 310HP upgrade. Hartzell did not charge extra for the STC. Depending on your cockpit you may need an additional TACH that is redlined at 2700 RPM. The M20S Mauritz gauge redline is at 2400 RPM Most STCs are on the FAA webpage for reference. I agree with everyone above: The Acclaim S prop is the way to go!

I think Scott’s original thought on this WAS NOT a full blown “aviation themed” reality show but seeing some aviation benefits shown in existing or new reality shows where the entire theme wasn’t aviation. Frankly, I think this would bring interest to GA without the entire show needing to be filled aviation footage. I think the concept had merit if a producer is willing and open to the idea. Tom

Well , I am happy to say , I have put 50 hours on it the last two months , and it hasn't skipped a beat.... I will be taking it to Sun-n-fun if anyone wants to check it out....

Same way an extra 1k lbs of aluminum and less components/technology than a Chevy spark can go from a $9k car to a $900k acclaim. I’m glad Tom and the company are providing parts to owners that need them and technical support on the phone / forum. The same goes for the Mooney company.

Oh, I don't know. Here's a picture of a JPI 930 installed in a large hole in the panel. I really like it flush mounted.

Clarence @M20Doc who frequently posts on Mooneyspace is the best. Located here: Breslau, Ontario N0B 1M0 Canada Phone: 519.648.2044 Email: clarence@tricityaero.com Website: www.tricityaero.com

Marauder, What is next for the panel that has nearly every base covered...? Add Synthetic vision option? Update the perfectly good Aspen system to a newer version? Paul, Great brief explanation on rate based and attitude based APs that are in our Mooneys, and when it is important to have an EA100. I think I heard Peter ordering an I-watch with an app to simulate the face of a nice Swiss time piece.... listening closely, he’ll hear the electronic tick, tick, tick... of course, paying for the app to cover the IP of the Swiss company... Best rgeards, -a-

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Fun stuff while the economy is moving into its next phase.... The Great Recession was a decade ago... The Mooney factory has updated their planes. The Mooney factory is still open and still supports its old planes. An IO360 is still a modern airplane engine. The Federal Open Market Committee had a meeting today. The new Chairman of the federal reserve bank, Jerome Powell (no more Janet Yellen) announced the overnight interest rate increase of another 1/4%... There are expected to be a few more this year and next... Banks will be raising their interest rates accordingly. Unemployment stayed low this quarter at around 4.1%. The number of peoples participating in the workforce has climbed. Inflation stayed low at less than 2%. The President has been touting how well the stock market has been performing. There are going to be people with a few excess dollars because of all of this good news. People are discussing openly the plane’s they are looking to buy. two people in this thread are discussing a very similar purchase. Assigning a price to any one plane has interesting parts... what the plane has and its condition, is one part. How Many people are interested in buying it, is the market force part. Simple competition between to people drives up the price when the chips are down. who wants it more? Who can afford that desire? As the price gets driven up, other things become options, like Missiles, Ks, Eagles, Os.... At this rate, The only thing that drives prices down is excess supply of planes in the market. They aren’t building anymore used M20Js... A cap on the expensive plane’s price is high interest rates... a pilot that can afford a monthly payment has to cover the costs of a loan that is both principle and interest... the higher the interest, the lower the principle that can be afforded is... Did anyone mention that spring is the buying and selling season? This is because many people are thinking the same thing. Winter is a terrible time to be outside, trying to buy or sell anything... Quick, buy the plane, then sit back and enjoy what is left of this bull market... Nothing lasts for ever. But some Mooneys are 60 years young this year...! Bull markets extend into Bear markets. Remember back when Stock prices rose each time a company announced their giant lay-offs of tens of thousands of people, triumphantly? We haven’t gotten there yet... Recessions come when the interest rates rise too sharply. Costs grow, people stop buying things... auto catalytic economic disaster... Inflation is the opposite... Prices rises too sharply compared to incomes... Remember back when Candy Bars went for a dime to a quarter? And your allowance stayed the same...? The size got slightly larger, the label trumpeted 10% More! Another goofy thing that happens with airplanes and prices and availability... unlike a house, planes and money are both fungible. They can be moved and spent in or to the city that makes the most sense... try that with a house... Don’t rush the process... PPIs are still a good expense. PP thoughts only, not an economist or a plane salesguy... I think I may have stayed at a Holiday In in TX while buying the O in 2010... strange days back then... Does the economic situation get any better than this for buying a plane? Best regards, -a-