Leaderboard

Passed with a 90. The plane is fueled up and ready for the Summit.

Ha! Pardon the reference to obscure old Steve Martin movies, but remember that scene in The Jerk where he is all excited because the phone books have been published and he can see his name in print? If you'll permit me a similar moment of pride, I am now a published aviation writer: https://airfactsjournal.com/2018/09/the-other-4-cs-of-aviation/ All that practice I've gotten at MooneySpace may finally start to bear fruit. Now all I need to do is figure out how to get paid for it!

Hank, all of these problems will be overcome by a simple fusion STC. Don't make this more complicated than it already is.

Don’t forget, the no kids thing.... My baby girl put the brakes on a LOT of things. But I guess she is worth it in the long run... Sent from my iPhone using Tapatalk

He's going in the wrong direction unless he plans on circling the world to get to FL.

One more thing came to mind. A friend put an MT on his T Arrow about the same time I put mine on the Mooney. He got the stainless leading edges. Already the gravel is abrading the stainless, the nickel edges on mine are smooth as a babies butt. Leaf peeping this weekend and chasing down some $2.50 100LL at Rifle, Co. Atlantic Aviation was the FBO.

Here is an update from a little over a 100Hrs of use. After a few oil changes and an annual I have found a way to put the lower cowl on without too much hassle. You have to put the front up in place before putting the rear in place. It is definitely more difficult with the extra blade but doable. In the hot summer weather the takeoff performance is better than with the 3 blade. Initial climb is better but to get improved climb performance you need to climb at 80-85kts or so. The oil temperature quickly rises so I have found that you have to push over and get the airspeed up to 110IAS or so. The result is only a slight gain in climb rate. Overall I really like the prop. The best like is the smoothness. The second the ability to flare near stall and keep the nose wheel off the runway. The third is the quieter ride. I doubt the cruise is any better but to make MT happy I might report a one knot increase. I used to set the power at 28/2300. I have been using 29- 30/2200 with the 4 blade. Passenger comments so far give high marks to the smoothness and lower racket level in the cabin. The only problem so far is the tow bar. I need to bend over a little farther so the bar will not bump one of the blades during turns. This could be a problem when being tugged. So far the tugs have had the tow ball mounted low enough that it has not been problem. One other nit is taxi RPM needs to be kept around 700-800. Not much of a problem as along the mags are in good shape and you have the engine leaned out. Well, That is about as much as comes to mind.

My ass hurts just reading that

The Max Standard Battery lasts for 4 hours instead of 20 minutes like the older aspens. If you only get the MAX PFD you can get rid of the AI and DG. You still have to keep AS,VSI,ALT, and TC. If you go with the MAX 2000 system you only need the 2 aspens for flight instruments.

They are young. Need I saw more?

Not a lawyer but it seems obvious the role of the NTSB would severely be impeded if their findings were allowed to be used as evidence in court. The goal of the NTSB is entirely to promote safety by not assessing blame but by getting all experts together to work cooperatively to determine what may have gone wrong and to make recommendations to avoid similar outcomes in the future. Cooperation would end the second those involved believed their admissions could possibly be used against them as evidence for negligence, admitting fault, wrong doing etc. I don't know to what extent the participants are protected but clearly without the provision to not treat the reports as evidence they would not get the necessary cooperation they need to do their job.

Its a good suggestion John, and in practice, it would be perfect if we could get a mass arrival in a 2 hr window prior to the start of the Roundtables. I spoke with Alice and Becky about this and it wont happen this year as they have a few other duties scheduled for the middle of Friday in prep for the Reception and later registration. Speaking of Becky and Alice, this year Mrs. Nancy Strehlow will be joining them in helping with registration. Thanks Nancy! Perhaps next year it could be arranged with Sheltair to use their secured wifi and have an hour of registration prior to the roundtables. It is suggestions like this that help keep the Mooney Summit the largest and best gathering of Mooney owners and enthusiasts! We dont do the Summit for us, we do this for you and to "better the breed".

mines' about 10 percent of the cost 1100 miles on 64 gallons. Mooney F for the win

https://youtu.be/DpZ0cW6aC3A

I haven't seen the guy in awhile but will get details when I do. It was(is) a Columbia 350, up high, east bound only and waaay LOP. I agree it must been a helluva tail wind, but have no reason to call him a liar either.

Are you planning on landing between 11 pm and 5 am?

Berg Air in Madras? If they can't do it they may know someone/some place who can.

Impressive. I wish I had that much stamina. The power of youth

An loooong extension cord hooked up to your wind generator ought to keep the cost down.

You guys are a bunch of princesses. I just shove a bunch of rags under the filter and wipe up the mess afterwards. -Robert

Right now Mike (N4361H) is in the air in the middle of a 7 hour, 1000 mile flight in an M20J. Also at this time, Brian Lloyd (N916BL) is in the air in the middle of an almost 9 hour, 1450 mile flight in an M20K 231. Are there any other certificated piston singles that have this kind of range? This is a great example of the capabilities of a normally aspirated M20J flying at 8000 ft. and a turbo M20K flying at 18,000 ft. They truly are amazing airplanes.

2 hours is about "our" limit (not mine btw lol)

I just showed my wife his flight plan, and she rolled her eyes. No way she'd sit through a 7 hr Mooney flight. Lol.

There are not that many Mooney drivers that regularly get one to go as far as @201er does. I'm pretty confident Mike knows what he's doing.

Thanks very much David- I may have to take you up on it depending on how my shop wants to deal with the issues during my upcoming November annual. I'm hopeful that a couple of simple patches might temporize, in which case you have more important work on your plate I've no doubt the design and particularly the certification issues you face are excruciating, and the whole vintage community is grateful to you for taking them on.

I used to fly into KSNA about 4-6 times a year and found Signature to be more GA friendly than Atlantic. Closer to the midfield runup area and runways, too.

The Beechcraft 1900D I used to fly had composite props with nickel leading edges. They literally had 5000 hours on them and they showed virtually no wear.

Why Laughlin? Just keep in mind to take drinking water in the plane with you. Long stretches of desert with no airfields nearby in case of emergency. Btw, the airport for Laughlin is actually in AZ (KIFP) in Bullhead City. The winds there are usually aligned with the runway but can get very gusty at times.

Starting 10/1/18 until 1/31/19 JPI is offering instant rebates on all their engine monitors! Here are some prices for the common set ups for Mooneys but feel free to reach out to me if you are interested in adding features or upgrading your current JPI. These prices are for the hardware only, installation is available at North Las Vegas Airport (KVGT) or I can send you the product to have your own A&P/IA install. EDM-730 4 cylinder with all probes and sensors (basic) $1,575 - $200 rebate = $1,375 EDM-830 4 cylinder with FF, %HP, RPM plus all sensors and probes (TIT & IAT extra) $2,500 - $400 rebate = $2,100 EDM-900 4 cylinder - Certified replacement for many of your factory gauges including fuel option for 2 tanks $3,950 - $400 rebate = $3,550 EDM-730 6 cylinder with all probes and sensors (basic) $2,150 - $200 rebate = $1,950 EDM-830 6 cylinder with FF, %HP, RPM plus all sensors and probes (TIT & IAT extra) $2,750 - $400 = $2,350 EDM-900 6 cylinder - Certified replacement for many of your factory gauges including fuel option for 2 tanks $4,250 - $400 rebate = $3,850 Here is a link to my JPI page https://wolfaviationsales.com/jpi-engine-monitors Give me a call or email if you would like quotes on anything I have not listed. Thank you, Sanjeev Prasad sanjeev@wolfaviationsales.com 702-430-2255

The NTSB report can't be used because its basically heresay. An NTSB official can't really be questioned because they do have to be neutral when it comes to manufacturers. However, the defense can get an expert witness who's read the report and looked at the evidence and can give the jury his or her expert opinion. Of course, the plaintiff's can also bring in their own expert witness, and at the end fit day the jury will believe whichever of them has the biggest hair. A court of law is no place for an honest man.

I used to ask for intersection departures a lot when I first started flying at big airports with long runways. But I had an engine stumble one time in Peachtree DeKalb Atlanta just after rotating and was really glad i could set it back down on the remaining runway. This was after a run-up and turned out to be a bad mag that seemed fine on run-up. If you fly long enough there's that one time where you'll need every bit of runway - maybe to set it back down. After that happened, even when offered an intersection departure, I decline. https://generalaviationnews.com/2015/05/03/picture-of-the-day-the-runway-behind-you/

The chances are you are missing nothing. Most things about personal preferences is, well, personal. For me, 7 years of ForeFlight has made the flow of both preflight planning and in flight use so natural, even those I like better for certain things won't replace it for IFR. You would probably feel the opposite. if I had to point out one personal annoyance in FlyQ it would be what-if planning. Putting a route in the FlyQ map page search box, even just two airports, brings you directly to the flight plan page and generates a route. I don't want that. Ever. I want to see the two points on the map and work from there. I guess it goes back to the time when FF and WingX were the only two and wags could comment FF was stronger for planning and WingX stinger in flight.

You'd have to have a business that needs to write down a bunch of money to make this purchase sensible. With that said, if I was shopping for something in this range, I'd be looking at a turbine with a pilot to fly it for me.

I have had mine on for a year and a half. Nickel edges, no problems. Russ

Ive personally done one on hotel. Which is where the tower runup is. You may be able to request it. If you takeoff before 7 you can depart 2L on the otherside

I have never seen a mid-field intersection departure at KSNA. (Light aircraft usually taxi for the intersection departure at Kilo). My guess is the noise reduction agreement forbids it.

15 years of use. Answers: No, Yes, but a nitwit 16 year old rear-ending me will too and likelihood is actually real unlike the “phantom splinter”. Can an IPhone open a bottle or a can too? Some stuff just makes me laugh. Yes 100% agree it’s a whatever floats your boat. Fuellevel wants to troll me...I told him what I think of his gadget... The end.

Yeah they are right in Redmon...can't get much closer than that!

Ya, I do. It is accurate. Simple and F.R.E.E. Take your gadget and market it to someone that cares. #unnecessarywaste

Passing 430hrs TT, 20 simulated, 0.5 actual and 6 approaches. Today we did a DME arc. Tomorrow is my written.

Extra weight but in the tail. Might be nice to just keep the backup pump vs the engine driven as it would probably outlast me...

There are a couple of reasons, some interrelated. The most-often mentioned ones are goal, manpower and representation. Goal: although there is a probable cause determination, the primary goal of NTSB investigations is not to assign blame to individuals or corporations; it is to find accident causes so recommendations can be made on correcting them. That's the exact opposite the primary goal of litigation. Manpower: The NTSB does not investigate every accident fully. It can't. Some get a pretty cursory examination, but still get a probable cause determination. Part of the concern is the weight a judge or jury would be likely to give the report (just as you are probably inclined to) regardless of the depth or completeness of the NTSB's investigation. Representation. The NTSB was designed as a neutral body. It strives to maintain that neutrality and there are rules ion place for that. When the NTSB, in an accident, brings the manufacturer, for example, into an investigation to get the benefit of its expertise. Actually, it doesn't bring the "the manufacturer." It brings in specific people who work for the manufacturer who have subject expertise to assist the NTSB, with strict limitations, such as "Persons responsible for managing litigation or insurance interests, members of the media, and, generally, corporate executives who will not be providing needed technical expertise as participants on an NTSB investigative group are not permitted to participate in an NTSB investigation." You can read the agreement those folks have to sign here. Put those three together and you have a lot of the rationale for keeping the NTSB's fault determination away from the courts. You might even add a 4th - subjecting NTSB investigators to cross-examination by an attorney who has had far more research done into the causes of a single accident than the NTSB can, after repeated attacks, affect that process and the enormous credibility the agency has because of its zealous protection of its litigation neutrality.

A lack of intellectual endowment on the part of the jurors can be taken advantage of by either side. What has genuinely always perplexed me is why the final NTSB determination is not admissible. From my understanding of the incident in question, the mag was tested and found to be functioning properly after the accident and no post accident evidence suggests that it contributed to the crash. Given the known facts there ought to be a way to keep cases like this from going to trial.

Fixed. I am posting this in case future MooneySpacers have the same issue. Symptom - cockpit fans blow. Air starts cool, then turns to ambient if not warm. Freon and pressures normal. AMP draw is nominal. Issue - Blower fan that cools the recirculating freon in tail not operating. Fix - measure voltage of relay located under blower breaker in tail. Check fan voltage and check bus voltage to relay with switch on and off. Kissling part number 26.72.03 price $179. Russ

For those attending the Mooney Summit and those that can get someone to act as their proxy who is attending the Mooney Summit this weekend, we have the following great Silent auction items: Lightspeed aviation - Zulu 3 headset Garmin - D2 Charlie titanium watch Tempest - 1 set of fine wire spark plugs Jeppesen - Pilot pack for G1000 Oasis Aero MSC - Annual inspection AGL Aviation MSC - Annual inspection Daytona Aircraft Service MSC - Annual inspection Southwest Texas Aviation Inc - Annual Inspection Aveo Engineering - Wing tip LED lights Lord Corporation - 1 Set of landing shock disks John Liskey - 18"x24" commissioned painting of your aircraft Consider that none of these great items are ever discounted, wouldn't it make sense to bid list or close to list and have the funds go back into the Mooney community via the Bill Gilliland foundation for downed Mooney pilots? I know that statement will get me disbarred from the CB club, but my mission here is to #betterthebreed of the Mooney pilot and owner. Please consider supporting these fine companies that do so much for the Mooney community. Summit VI silent auction fact sheet v3.2.docx

I would in a heartbeat, great planes. Brian

Went to Ithaca yesterday with our youngest son Adam (17) to see his brother Scott, (20) our middle son at Cornell. Fun day. First time my son showed interest in the airplane. He had me explain every instrument on the panel and what I was thinking as I touched each button and switch. This is a big change for a kid who generally didn't like flying until recently! Meanwhile - on roll out at KITH tower said to me - WOW they like my paint job!