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Showing content with the highest reputation on 08/04/2019 in all areas

  1. Nah, just install one of the fused cables Battery Minder sells on the battery and route the connector to some place you can connect it to after flying. I used my O2 door portal, some people stick it through the baggage shelf like Peter described above which is a great solution for J's. You don't need to use their big connectors on the aviation approved cables, I used the older cable intended for cars because the connectors were to big to fit behind my O2 portal door, but its still fused. Very easy minor mod for simple battery minder connection. The external power plug isn't intended for anything more than intermittent use.
    5 points
  2. There's no "assumption of secrecy" here, there are multiple people who "know what happened" who have stated that they will not discuss it. Video of dents on youtube is news to me, but is there any discussion there of how the metal came to be bent? You know, old fashioned hand-waving where one plane did this and another plane did that, then this piece touched that piece, God smiled and no one died? When the basic facts of what happened, when and how are hidden, there is often an assumption of guilt, which will only go away if the basic facts prove there is no guilt. But the longer they are hidden, the more difficult it will be to clear up afterwards. Waiting on the feds to release the data is petty and childish. But it will come out, and either the Caravan's reputation will be even muddier than it has just become, or it will show that there really was nothing to hide (which many people will not believe, because why would it be hidden without reason?), and once again the Caravan's reputation is mud, maybe a little less mud than if the facts are incriminating, but still mud. It saddens me to see the group-think "cover it up so no one sees anything" in this instance, when every other aviation accident is reviewed in detail, then revised as the reports come out. There's always something to learn. But I guess the great unwashed, who don't fly formation, don't have anything to learn from this incident, at least according to the great formation pilots here. Because no one else is ever close to another plane outside of the Caravan and it's sponsored training programs (yeah, right!). If you feel like the Caravan is getting beat on now, it will only intensify as time drags and smug people withhold as much as possible. So there was an incident. That's a bad thing. But it wasn't fatal. That's a good thing. The Caravan immediately went silent, nobody is talking about it when we always discuss accidents. That's a bad thing. Caravanners are saying that "we" (non-formation pilots) have nothing to learn. That's a bad thing. We are being told that we don't even need to know what happened. That's a bad thing. We're being told to wait on the official government reports to even learn the basic facts beyond the vanilla, zero-content official statement that "two planes touched." That's a bad thing. The bad things are outweighing the good, and all of them after the initial metal-to-metal contact have been brought on by the Caravan itself. As long as the Caravan and its members behave like this, the world's perception of the Mooney Caravan will continue to degrade, and no report by the FAA, NTSB or court of law will ever bring it all the way back. And yes, the muck will rub off on all mass arrivals, all airshows and all Mooney pilots--so yes, we all have a stake in this.
    4 points
  3. Last Thursday I went flying and landed on a grass strip. Not the best one, but I thought I would share it with you.
    3 points
  4. I had that happen at night a long time ago (over 20 years ago) in Madison, WI, transporting a kidney transplant patient for his long awaited kidney. There were snow banks from a recent pounding of snow covering the taxiway identification signs. I landed on 18, knew I needed to turn left to get to the FBO, but missed the correct taxiway (tower was closed). My patient was asking me a million questions too, excited about his medical procedure he was about to have (distracting to say the least). As I taxied up I figured out I was going to the "Guard Ramp". So there's my dilemma; turn around and just barely cross the line (saw no one in the area) or shut down and turn the plane around by hand (I'm sure that would have looked a ton more suspicious). I completed a tight turn and headed to the proper taxiway. So as my patient is leaving for his kidney transplant, I get airport security, National Guard security, and god knows, maybe local cops (it was a long time ago, I don't specifically remember, just seemed like I had done something REALLY BAD) showing up for the questioning, at 2 AM on a dead airport. After about 10 minutes all involved accepted I wasn't intending to steel a fighter jet or do damage to U.S. Government Property and they let me go on my merry way. Oh ya..... I filed a NASA Report when I got home. SO what should one do when they don't have a reverse lever, but have not crossed the line yet and have insufficient room to complete a 180 without crossing it? Technically, my tires DID NOT cross the line, only my wing did. Shut down and get out and hand move the plane? Seems a little radical to me. Tom
    3 points
  5. I have always felt the primary driver of aviation accidents was not the skill level of a pilot but the delta between the skill level and what the pilot perceived their skill level to be. Ie the humility factor. The low time pilot who understands their skill and limits can actually be a safer pilot than a high time extensively trained pilot who believes their skill will allow them to do most anything.
    3 points
  6. Two, actually. One was a midair and subsequent inflight fire and the other was a loss of control and departure from the clouds at 70 degrees nose down. Wasn’t clear if he even pulled. Not a challenge at all to the proven record of the caps system. It doesn’t matter to mooney guys but it matters to the 300+ cirrus buyers a year.
    3 points
  7. They are fragile electrodes, but basically you re-gap every 1000 hours.id guess they pay fro themselves in labor savings. You pull them out. Look at them. Maybe snag some lead deposits with a dental pick. Then reinstall. No blasting. In fact it’s not supposed to be done.
    3 points
  8. 3 points
  9. There is no FUD. It’s a proven life saving technology that is not cheap
    3 points
  10. Made it home on Thursday having left Osh on Saturday -overnights in Potsdam (thanks Erik), Goose Bay, Reykjavik, England (one in the borders, one near London) To get home, 28 hours of flying, 428 gallons of gas, and a massive grin! https://share.findmespot.com/shared/faces/viewspots.jsp?glId=0gT9EaKbs8bVJFSfXDcEg2aobeRyGausd
    3 points
  11. Both airplanes are appropriately certificated though one design is decades newer than the other. I’ve got time in both. Neither is better or worse; they’re just different. Mooney owners seem happy with their purchase and Cirrus owners seem happy with theirs. Anyone unhappy is free to switch. Can’t we just leave it at that? Skip
    3 points
  12. I read the thread on the message board and felt compelled to start a new one, only because I have had this discussion with someone who recently opted for a new SR22 GTS. Last evening, I had the pleasure of flying that brand new SR22 GTS. I have about 25 hours +/- in the SR22 by sheer chance, I had thought about going from the Mooney line into a Cirrus years ago, but there were some issues with the Cirrus I didn't like. From my perspective, Cirrus is beating Mooney in sales handily for a few reasons. First and foremost, marketing. I attend a few industry shows and open houses at airports throughout any given year. I never, ever see a Mooney on display. Yet Cirrus representatives seem to always be there. Mooney is notoriously missing from most air shows and airport open houses. I have been to three this summer, no sign of anyone from Mooney, but Cirrus was present at all three events. When it comes to ergonomics, I think Cirrus has done a wonderful job. Their aircraft are well appointed, comfortable, and the interior is well designed. The side stick is a bit odd, but you quickly get used to it. I am a huge proponent of the throttle quadrant being controlled by levers. My 1974 E Model had levers. My new Ovation has vernier controls. I prefer the levers. Cirrus has a quirky lever that controls throttle & prop through a mechanical linkage, but it works. Their mixture control is a lever. The interior layout in the Cirrus is better than the Mooney, period. The seats are much nicer, the layout is user friendly and everything is easy to reach. The fuel selector valve is on the center console, not on the floor. (In my former E Model it was under my right heel, so who am I to complain?). The Cirrus handles well, lands easily, flies pretty smoothly. I have always liked it. It's a good airplane, and if you ask me, if Cirrus is getting people to buy their product and get into airplanes, more power to them. That's a good thing. Now I am in a unique position, as I have a near new Ovation, so I can compare. But why are we comparing? That's the question we need to ask ourselves. We're comparing oranges to nectarines. Both round, both fruit, both taste good. That's where it ends. The Cirrus lacks a few things which I don't like. Starting with retractable gear, nosewheel steering, speed brakes & true prop control. I suppose the SR22 line doesn't need speed brakes. Then there's the performance - you guessed it, we rock. My Ovation can smoke an SR22 GTS in all performance categories, spare landing. Climb rate, cruise speed and handling? The Mooney has that Cirrus beat hands down. Keep in mind we're talking an Ovation, a normally aspirated IO-550G against a turbo 550. Something else I noticed last evening flying the Cirrus - while the cockpit is very nice, we have more room in the modern day Mooneys. The new owner of this SR22 has flown with me in my Ovation, and she noticed it too. I am not sure about useful load, nor do I care. The Mooney is a far better bang for the buck no matter how you dice it. Landing the Cirrus is a piece of cake. Landing the Ovation, you better be on your game or else. Now there's no question that Mooney manufactures a better product, so why are people gravitating towards the Cirrus? Besides the obvious I have outlined above, which are correctable shortcomings, there are two primary reasons - first is culture being marketed by Cirrus. They're going after a younger audience who might have very well learned in an SR20 at a flight school. Mooneys don't exactly make it into flight schools very often, although my flight school years ago had an E model, which is likely why I am flying an Ovation today. The younger crowd loves the digitization of the cockpit, and Cirrus has done an excellent job designing it. The other reason Cirrus is selling airplanes at a good pace is that you can go from being a low time pilot into a Cirrus pretty easily. The transition isn't as cumbersome or challenging as going from a C172 into an Acclaim or Ovation. You really can't do that, it's not practical or feasible. Cirrus has designed a plane for people to transition into once they get their certificate, it's just that simple. Now for the hidden shortcomings. Cirrus owners haven't a clue about what the maintenance expenses are going to be. Those SR22's will kill your wallet on maintenance. Further, the Cirrus concept is that you will buy one now, and buy one in 5-10 years to replace the one you have now, similar to an automobile purchase. Brilliant marketing concept, and again, they're marketing this product phenomenally well. Finally, let's remember the Mooney is a High Performance Complex aircraft. The Cirrus is NOT a Complex aircraft. You don't need a Complex endorsement. One other dirty little secret they never tell the owners about those lovely Cirri - you pull the chute, you total the airplane right there and then, and there's no guarantee you're going to survive once the parachute is deployed. But they need that parachute for more than the reasons you know about; the sink rate on an engine out is about as bad as it gets. It comes down well, and if the engine poops out, you might as well be flying the Space Shuttle, because that's the kind of sink rate this thing has. The glide ratio is horrible, I think it's about 8:1. Another good reason why they have that parachute. If Mooney wants to compete with Cirrus, they need to go back to manufacturing the 201 or the 252 Encore, better the ergonomics and market the line with enthusiasm. You can transition into a 201 or Encore fairly easily in my opinion once you have a few hundred hours of experience. To me, having flown both as recently as yesterday, the differences are glaring, and overcoming the shortcomings on the Mooney line are easily achieved. Mooney Aircraft sell themselves, once you get into the cockpit and fly them. And therein lies the problem, there's nobody committed at Mooney who is pushing the product line out to the public.
    2 points
  13. It's the 3 windsocks at different parts of the runway showing different things that is what is special.
    2 points
  14. Robert, Thanks for taking that Skew-T course! Lots of good information there. There's no precise measuring stick when it comes to knowing what's safe to fly under (or over). I covered this in my Inflight Hazard Avoidance Strategies live webinar I did several months ago (it was recorded and can be purchased here). Of course, I could have spent the entire 4 hours talking about this one specific issue, so it only provides some basic guidance. So without writing a book, here are a few important things to consider. Rule #1: Pay considerable attention to deep, moist convection with a very high base (again, there's no precise measuring stick, but I generally start to get concerned with bases of 8,000 or more). Rule #2: Any towering cumulus (deep, moist convection) that has reached the tropopause (they start to flatten at the top and lose that cauliflower-like appearance), then avoid flying under those. Rule #3: When the cloud is taller than you can fly your airplane and is about 4-5 times tall as it is wide at the base, then it time to start thinking about flying around it, not under it. Rule #4: Be careful of deep non-precipitating clouds when there are nearby clouds producing showery precip or thunderstorms. Are there lots of cells in the area with some producing precipitation? Generally speaking, if these are single billowing clouds sprinkled down a ridgeline and none of them are generating precipitation, then they are likely harmless to fly under. But if you see some of them producing precipitation and they have high bases, see rule #1. Or if you begin to see them hit the tropopause (they start to flatten out at the top), then I would remain clear - see rule #2). Rule #5: If you cannot easily decipher what's on the other side of the cloud because it's just too big and obscuring the area, then it's not a good idea to fly under it. See below. These clouds below are fine to fly under. Not enough depth and the height to width ratio is below 4 or 5:1. Hope this helps.
    2 points
  15. Quick flight to Astoria and Chehalis from Troutdale for some food and cheap fuel. Sent from my iPhone using Tapatalk
    2 points
  16. I believe Champion has fixed the resistor problem with a new design more like Tempest’s. I believe Tempest has fixed the fine wire center electrode problem. Mechanics are frequently by nature risk adverse (not necessarily a bad thing) and once bitten, are twice shy in my experience. Skip
    2 points
  17. You’re correct- I re-read my post.... I intended it to be well meant “ribbing”... but you’re absolutely correct- it does come off as very much a “jerk” or “troll” move. no offense was meant, and I apologize for the way I came off.
    2 points
  18. You mean to tell me they didn't just come out to admire Bob's exquisite Mooney and eye catching paint job?
    2 points
  19. I agree. I think the new Cirrus is pushing $900,00. Spending that much on either is outrageous to me living in a 2 professional income household. However, I certainly don’t fault anyone for spending their money as they like. I was talking used turboprop. I consider older Mooneys to generally be better value than older Cirrus planes. But, like many Mooney owners, I worry about the future of Mooney.
    2 points
  20. Your first paragraph conclusion. I agree and interpreting my way (forgive me if it is not in perfect harmony - I don't mean to put words in your mouth - these are my words). Both models have their incidents and NTSB reports. The right way to judge is the over all statistics. What is the crash rate and what is the fatality rate, per 100,000hrs of exposure. Cirrus used to be worse but they have improved. Mooney has held steady I believe but is therefor now worse than Cirrus (since cirrus improves) but not by a ton, and it is inline with other high performance singles. But there is no logic-ing this out about parachutes and I agree with what you said - the idea of them is attractive but perhaps exaggerated. One can still get hurt in a cirrus. Yoru second paragraph. I have the same thought regarding a new Cirrus that is also close to million so I would be thinking turbo prop. SO it is not fair to conclude that a new mooney is near the price of a turbo prop as differentiating cirrus. Same for cirrus. And anyway, it is only close to the cost of a turbo prop if you go used turbo prop. As the turbo prop I want is $4M - the tbm930. For $1M I get a used TBM700. Which I would get if I could. but I can't. But now that we are comparing used aircraft, we should be comparing used Mooney's say a $200k used Mooney vs a $200k used Cirrus. Anyway it is totally legit and there are good reasons to buy new aircraft. I wish I were in that income bracket.
    2 points
  21. Doesn’t matter who hit who. What is important is no matter how professional and wonderful the preparation and training, it didn’t bloody well work. The response needs to be to determine why it didn’t work and what changes will be made to make certain it does so in the future. To put this in perspective, Oshkosh has been running this NOTAM system for decades. 10,000 airplanes a year do it. They’ve had probably hundreds of thousands of airplanes do the FISK approach, and there’s been one midair. The Caravan has had perhaps a hundredth the number of airplanes (and I suspect I’m being very generous at that) and have now had a midair.
    2 points
  22. You’re wrong. The chute enabled the aircraft to bypass FAA spin testing. That is not the same thing as not being able to pass. It passed European spin requirements.
    2 points
  23. Gami's and fine wire in my 550 Continental. Since then CHT's and EGT's are straight lined across the EDM930. Only regret is that I should have installed them sooner. Best,
    2 points
  24. I actually starting sending mine to the Spark Plug lady, "Aircraft Spark Plug Service" 818-599-6139 at annual time. She cleans them, checks gap and checks internal resistance although the Tempest plugs don't have a resistance issue like the old champion design with removable resistor, they should still be tested. She returns them with new copper gasket. I learned about her from Mike B who also uses her and recommended her. One less thing I need to do during annual. But I have the special champion gapping tool and wouldn't touch an electrode without it - as Byron said above they are way to fragile to risk breaking the electrode.
    2 points
  25. Nobody's sworn to any type of secrecy - planes N numbers are right on the ASIS database. A majority of the carvaner's and a bunch of the Mooneyspace social participants laid eyes on the damaged planes, and the pilots are not anonymous. There's a 2019 Mooney caravan video on youtube with clips of 1) the formation element that had the accident flying together 2) damage visible on the two accident aircraft, and 3) even a cameo with the FAA guys inspecting damage to the leading edge of one of the aircraft. Nothing is hidden - the hush hush is just trying to be respectful of the pilot's wishes until the dust settles for their perceived (founded or unfounded) concerns. If the pilots said let's talk about this now and caravan said No No! I'd be one of the first to start talking. Since the pilots said wait please- we can do that for what - another month...? Once the pilots say let's discuss, well then... let's discuss. They're both on Mooneyspace... until then let's just be patient. On an internet forum. In an age where the waiting is the hardest part.
    2 points
  26. Absolutely. They are separate yet interrelated. But no one owes explanations of either here... and trying to bully information with cries of secrecy and no safety culture isn’t a good look for Mooneyspace. Again I have nothing to do with the caravan, and have never flown formation. But I know we are living in a quick, grab for the pitchforks culture which I find disturbing, no matter who is doing it. Sent from my iPhone using Tapatalk
    2 points
  27. By function of his job, Gary knows and is an expert in human factors and CRM. I’m not an airline pilot but I do know they spend and extraordinary amount of effort doing human factors - in fact that industry has pretty much taught many of the others how to do human factors. One thing that needs to be clear is that safety culture / human factors or whatever you want the moniker to be is NOT the same thing as an accident investigation. You do not need “all the facts” to be able to implement effective procedural or operational changes that are driven by speculation or hypothesis when those speculative or hypothetical factors are existing and or potentially valid within your organization. I think we as pilots are sometimes myopic to the NTSB process being the be all and end all of safety in flying. Human factors / CRM (what your FAAST reps try to teach GA pilots) whatever you want to cal it are informed by the accident investigations certainly. It needs them and is shaped by then. But its scope is wider and can operate in parallel with the investigation process.
    2 points
  28. It's not a question of the battery minder not being able to power the relay. The relay requires very little current to operate. The way the battery minder works, is that it tries to sense the battery condition before applying power to the battery. Without the relay closed, it won't sense any battery voltage and will shut down. I use a separate ordinary 12V supply to close the relay and apply the battery minder once the relay is closed. Then it will do what it has to do - charge/condition the battery.
    2 points
  29. Compared to any E, I will have to agree, but this is a very subjective comment. Lets compare it to an Ultra to be fair. Im curious, how new? sit in a new Ultra. Its addicting. Im also curious to where you are located. YOu bring up many many valid points, especially about how Cirrus markets vs. Mooney. Mooney sells thru independent sales organizations who are tasked with having a demo, doing the show circuit as they deem fit. Cirrus is a factory direct sales model. Depending on where you are located would determine which sales organization would be "showing" the Mooney at the airshows and fly ins. I know Premier Aircraft sales participates in a lot of them in the Southeast. All in, you are correct, their presence pales compared to Cirrus at regional and local events. Brand New short and mid body Mooneys wont happen. That ship has sailed. Besides lacking economic substance, the tooling was all destroyed a few owners ago to do that. A clean sheet entry into the training market would be more viable, and they did attempt that and have shelved the project for now. While we are on what they should do, perhaps they should consider an upwards offering like Cirrus has with their jet. A lot of people have graduated from M's R's and TN's into TBM's Meridians etc. To properly fly a Cirrus, you need to be on your game also. This is all training. Mooneys are like fine women. Treat them nice and they will reward you, Horse them like a 5$ puta, they will smite you. A Cirrus takes getting slapped around more than a Mooney because, well, its not quite a fine woman, but it does put on a lot of lipstick. Learning to transition from a Cessna that one didnt properly learn to fly into a Mooney is more difficult for this reason. Learning to transition into a Mooney where you have properly learned to fly a Cessna isn't so bad. Its all about speed, sink rate and site picture on landings, but this is just another maneuver one should learn in the transition process. I say this and I dont have any disrespect for Cirrus, just recognize it is not the precision efficient machine a Mooney is. I only have a half doz hrs in a Cirrus but that was enough for me to form an initial opinion. You are absolutely right, Cirrus does have the Apple like family culture thing down and they do have the step from 0 hrs to 200 pretty well covered, along with the net worth greater than 5 million in their gunsights.
    2 points
  30. mike elliott, Jenny Brandemuehl has posted a new announcement for Family & Friends of Mark Brandemuehl. Dr Foster examined Mark’s arms today and said the tissue looks healthy. If you remember, his arms were where he first found the dreaded fungal infection 4 weeks ago. The new autograph on his upper torso looks good. Please keep Mark’s fingers in your prayers. Ashley, hIs nurse, says the tips look dark. I’m really hoping they won’t need to amputate anymore than they already have. Mark only needs a low dose of insulin which means his blood sugar is less elevated, a sign that his body is not under stress. Heart rate, blood pressure all in the normal range. I read to Mark the autobiographical parts of Wallace Stegner’s “Where the Bluebird Sings to the Lemonade Springs,” which describes growing up in the majesty, the beauty and fragility of the West. Mark never saw a mountain he didn’t want to hike or ski.
    2 points
  31. Can’t remember if your Garmin are waas units... If they are... With your used 330 worth $400 ish and used 330es units selling for $1800 ish the exchange or upgrade will be the same price as the 82. The wiring will be similar and you won’t need to mount/splice in the 82. Even if they’re not... I’d still upgrade the to the 330es and upgrade at least one of the Garmin units to waas. The 82 requires the proper waas antenna and wiring so you might as do it right. One thing to keep in mind I’m not sure your current antenna mounts are legal being so close to each other. They are also in a very unusual position probably because the installer didn’t want to remove any of the interior. You will need to check with installers if the antenna (at least one) needs to be relocated.
    1 point
  32. This is correct. As for the security- for anyone that’s been to NAS Lemoore- you’ll know that the flight line side of the base is about 7 miles removed from the “administration” side- and is surrounded by government owned, sub-let farmers fields. These give a pretty clear view of anyone approaching. the base itself is surrounded by fences and each road is blocked by manned gates with barriers, but those are located outside the farmers fields. This particular “gate crasher” did crash through the back gate in their car. I’m fairly certain that the fences and gates have been improved since this incident. But it just goes to show you what a little determination and a lot of meth can do.
    1 point
  33. Thanks. My mechanic told me that he has checked the timing at every annual - but I was calling a new shop (since my regular mechanic works out of his hangar, and it can be difficult to get his attention). The shop that I called told me that the adjustment requires them to take out the mag and must be done by a certified repair shop (which they are) - but also told me that it will only take one hour.
    1 point
  34. That Beech with rusty prop hubs and split cowls looks like it’s been layed up awhile
    1 point
  35. Being ready for the go around is a good plan. Even if lighted and permitted I can’t imagine a night landing there.
    1 point
  36. Along time ago I crossed the customs line near the self-serve at Saint Augustine airport. It was before I really knew what it was. I got yelled at pretty good too.
    1 point
  37. I went in on 12 with four on board my F model - picking up a Mooney that my friend purchased. It’s defiantly not a place you can be sloppy on approach and speed. Remember the taxiway was even tight with rock and fences. Worth the effort to talk Jimmy and David - good folks.
    1 point
  38. That’s because you did. It gets harder in a long body I hear Did you you talk to any locals before attempting? The tip I got that helped me was don’t land at the top of the hill.
    1 point
  39. So the alt static valve improved things... That means something blocking the static system operation is the first place to check... Does any water come out of the static drain? Static lines are often clear plastic... they are easy to find in the tail... they initially go between the two static ports... Start there... Use caution if any ideas come to mind... compressed air carries too much force and can damage sensitive instruments... Expect water to be the most likely cause... See if you can find it. Other challenges found by MSers... are leaks and cabin pressure related.... PP thoughts only, not a mechanic... Best regards, -a-
    1 point
  40. Most people with a $5M+ net worth aren’t suckers for slick marketing. I know the proletariat likes to think otherwise but it isn’t the case. Mooney doesn’t sell a commercially viable product and while the focus is always on Cirrus, PIper/Cessna/etc. outsell then as well.
    1 point
  41. I think if you scroll up you can see another involving doctor and a clarification. This thread is just one of many. There is no instance of a person dying pulling the chute in a Cirrus within limits, yet we continue to see folks disputing that fact. It is a weird twisted logic. I own a Mooney and as I have said countless times I love it, but I can be rationale enough to see why Cirrus outsells then today. Clarence got it right in his post.
    1 point
  42. We have also had excellent experience with fine wire plugs. Never had to gap them after installation because they don't erode! We have never had fouling problems and always smooth as silk. I wouldn't use anything else.
    1 point
  43. +1 for taking an inspection plate and have it matched, be sure and ask for a single shot paint as most all auto paints today are base coat clear coat.
    1 point
  44. I agree. However it doesn’t make it any more our right to demand that the people involved somehow have an obligation to be “open” with anonymous people on an Internet forum because somehow this implies a lack of safety culture... Sent from my iPhone using Tapatalk
    1 point
  45. In a day and age where buyers want capability regardless of actually ever using it to the maximum, transporting vehicles, of any type, without the ability to do everything for the family (or traveling couples) are seen as archaic and out of touch with buyer demands. For example, the latest Cirrus has seatbelts for five, ergonomics that equal a small crossover suv, , avionics that will dazzle all the way from a toddler to Grandpa, adequate speed to sort of brag about to your buddies and a chute to break your fall if you screw up—because let’s face it our wife has seen us screw up. The Mooney, of any vintage, is a pilot’s chariot. It’s all about feel, speed and efficiency. Although these traits are tangible, they are hard to buy into when most of the non flying public spend their days slogging around on the ground stuck in traffic in minivans and suvs. It’s simply hard to imagine it as a reality for non pilots. Cirrus has captured the imagination of how family air travel should be. On the other hand, Mooney is the art of flying. It’s not explainable until you experience it and selling richness in experience is trumped by utility in almost every aspect of people’s lives on a daily basis. In my opinion that’s the difference.
    1 point
  46. https://themooneyflyer.com/cfi.html
    1 point
  47. My wife's response. "I do but I ended up with you anyway"
    1 point
  48. Finally, some very positive news.... Hi All, We received an upbeat message from Mark’s doctors today post surgery. 1) Confirmed they saw nothing concerning such as fungal after examining his entire body. 2) Covering his thighs with allografts went smoothly. 3) Because Mark’s arms have not much tissue layer and down to muscle, they covered his arms with cow placental allograft. We need to learn more about this process. Bottom line, it’s good to get Mark’s arms covered ASAP. 4) His left upper arm biopsy indicated no fungal so far, they will continue to monitor as it can take up to 2 weeks for fungal to grow and it’s been 9 days. The plan is to move forward with preparing Mark for skin grafting. Next Wednesday, in surgery they will set up a test patch for autografts on his body. Autographs are the prep layer grown from Mark’s skin that needs to be put on his body before they place his skin grafts on top of it. They want to test first to make sure it can “take” before they do more widespread prepping. Dr. MacGregor said we should celebrate the good news, as Mark has survived a critical leg in his marathon. If he gets any more bacterial infections, it can be a reset but it’s recoverable. Not typically so with fungal infections. Dearest God and all the love in the universe, thank you for another miracle - the gift of life for Mark.
    1 point
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