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As the purchaser, I completely agree on the uneventful pre-buy. Aircraft is at OasisAero in Willmar and I plan on picking it up on 10/5. I have transition training scheduled with Eric from Oasis. Very excited to have this nice Mooney.

Get with an A&P have him look over you shoulder

Parker will be hosting a round table on Airport day, Friday to answer all of your insurance questions, clarify all the OWT about limits, liability, best courses of action, etc. Most of us truely are underinsured in today's society and our potential asset losses, but it is a risk tolerance thing and Parker will be happy to advise and educate, just as will all of our subject matter experts. Today was the crisis day, getting a forklift with enough specs to unload the PROTE so the FAA's CAMI can get it set up in time for all of us. We spent a bunch of $$ getting this done, so please come and take advantage of our gift to you, the Mooney community! Thanks Dr. Ron for getting this handled today!

Most of you are aware (by word or by experience at this point) of widespread aviation insurance rate increases across almost all lines of business. I've compiled a list of trends I'm noticing in the market: Light Personal Aircraft: Rates on retractable gear aircraft have gone up. Look for increases in the 5%-15% range if you are renewing with the same carrier. If you are renewing with a different carrier due to one leaving the aviation market, expect a 20-25% increase. Rates on Fixed Gear, 4-place aircraft have lagged on rate increases. I'm seeing 5% or so most of the time. Commercially operated piston aircraft (flight schools, charter operations, etc.) Most policyholders with good loss experience are experiencing rate increases in the 10-25% range. Operators with high loss ratios are experiencing increases greater than 25% if renewing with the same carrier. Operations renewing with a different carrier due to their expiring company leaving the aviation market are sometimes seeing rates double. One carrier has elected to non-renew all flight schools. Pro-flown turbine aircraft 10% rate increase for underwriter-deemed "desirable" risks. More than 10% for older turbine aircraft. Workers' Compensation Insurance Rates for businesses with favorable loss experience are going down. There is greater competition in this segment and some state work comp funds have decreased their rates. Repair and Service Operations Large increases in insurance rates (10-25% or more) Avionics shops Small increases in rates (about 10%) The insurance payout related to Boeing 737 MAX losses will far exceed global aviation insurance premium written. This is hitting the reinsurance companies. Most aviation insurance companies will be seeing premium increases for their reinsurance in 2020. Look for a sustained "hard market" through 2020 and then some level-off in 2021. The standard Property and Casualty markets are also seeing widespread increases and have been for quite some time. As always, please reach out if you'd like a quote for your aircraft or aviation business. Airspeed Insurance has some great developments coming in 2020. As part of a major agency management system upgrade, we'll be introducing a mobile app that will contain all your policy documents and include other great functionality. Parker Woodruff Airspeed Insurance Agency 214-295-5055 Parker@airspeedinsurance.com

I'll be driving out to Florida early on Thursday with about 180 quarts of oil (one for each Mooney Summit attendee). I look forward to meeting many of you in person for the first time! Be sure to stop by on Friday and pick yours up - 3 options to choose from: Aeroshell 15W-50 Aeroshell 100W Plus Phillips XC 20/50 Parker Airspeed Insurance Agency 214-295-5055 Parker@airspeedinsurance.com

It doesn’t matter they could give us 20 years most CB’s will procrastinate and have the shops booked near the deadline. Hopefully the FAA will enforce noncompliance to the fullest extent possible. Even if one tragedy to saved to ADSB it’s worth the cost.

Best thing about the video is the number of discussions I've seen about it in forums and other venues.

This post is titled nothing to see here... for the second weekend I flew to Troutdale to see my new baby nephew and watch my niece play softball. On the flight home both Sunday’s was full of IMC moderate rain and a few icing reports. The joys of flying in the PNW come fall, winter, and spring time!!!! It’s been great having the plane to make fast family trips but I will be spending sometime soul searching for another Mooney with much better ice protection now that I have my IR. On a side note it looked like my nephew was impressed with the beard:) Sent from my iPhone using Tapatalk

I know it is not directly Mooney related but he did ask when he could start transitioning into my airplane about 5 minutes after. Almost 19 years after his first flight instruction. I think I was more nervous than he was.

On another thread here I have posted a preliminary pirep on the SureFly SEM4N. I am very impressed. Engine starts like an automobile - cold, hot, flooded. The fire is clearly more potent. I have only had a couple of brief flights but on the last one once I was at 8500' I slowly turned back the mixture to 7 gph. I was LOP by 75-57-49-56 with a gami spread of 0.2 gph. Paul @kortopates (Savvy) says it looks very good. I will get a better chance to build more data flying to Summit Thursday though Nancy might not be too excited about leaning to roughness and doing a LOP mag check, particularly when the right mag is on its own. Lynn is installing another SureFly SEM today. A Mooney though I did not go in the shop to find out who... I know several owners either scheduled an installation or plan to. After the first one Lynn thought it should be about 6 hours. I'll be selling a 472 hours since new Slick 4345 mag.

Damn, this shit got weird fast.

My main point is there are always two things that come into play in abnormal situations. Surprise and recognition. Typically it takes two seconds to understand and accept what is happening... then reaction comes. It's those few seconds of keeping the nose up that can kill. If unloading the wing is trained as an automatic response to any loss of thrust or aircraft upset, your chances of a successful outcome increase dramatically. I like stacking the odds in my favor. One thing I learned today: I can and do induce control inputs (namely rudder) without knowing it. The sim keeps track of that stuff. I mention it because most don't have the benefit of screwing up in a level D simulator. In a high-stress, high-AOA situation, there is a good chance you will be pushing the rudder, unbeknownst to you, and accelerating the stall of one wing. I am always looking for ways to make my GA flying as close to as safe as my heavy iron flying. I love discussions like this for that reason.

Yesterday after work I headed over to the drome to blow off a little steam in the form simulated engine out maneuvers from cruising altitude. Everything went well and I joined my wife for dinner around 7:45. About 8:45 my right eye began to feel as though it had some dirt floating around in it. We joined a neighbor for a glass of wine and in addition to the grittiness now in both eyes, I noticed I was becoming sensitive to candle light. By 9:15 (just about 2.5hr after completing my flight) I was blind for all intents and purposes. The irritation was nearly unbearable with my vision blurred to the point of being useless (I couldn’t have distinguished my wife from one of @Marauder's girls). I didn’t know what to think. I flushed my eyes and tried to ride it out with eye drops. I canned my stoicism and by 10:15 I was in the ER. Fortunately, they were slow. I told the Dr. that this reminded me of the time I had “Arc Eye” in my 20s but this was much, much worse. It was then that I realized that a brief (just seconds) exposure to a UV water treatment light earlier that morning might have caused the issue. Dr. confirmed that I had a severe case of photokeratitis. Never in my wildest dreams could I have envisioned (pun intended) being nearly taken out by a light bulb. I cannot imagine how I would have completed my earlier flight with those symptoms. I am still experiencing minor discomfort, but I am grateful to be able to see well enough now to type this. Do not take UV light exposure lightly. I would have never imagined an injury so severe from just a few seconds of exposure. There but by the grace of god go I…would have made for a weird NTSB report and very difficult situation for controllers trying to assist a newly blind man asking for assistance.

I'll be presumptious and add the aircraft to my profile. @RogueOne should update his with his new airplane!

Hard to beat @carusoam to the punch....

Perhaps form a syndicate such as Lloyd’s? Let’s see, what’s the potential downside....say 20 of us go together, one $100M judgment, only a $5M cash call for each member. I’d demand a lot higher premium than most of us now pay before I’d play in that pool. The water looks nice but the sharks are not tame.

Sold

Dental curing lights are no longer UV lights. They were originally UV lights when first introduced back in the 1960's but have since been replaced by LED or halogen lights emitting a slightly longer wavelength of visible light. They are mainly LED lights now. The shorter UV wavelength of light did not penetrate the composite deeply enough to provide an adequate cure. So a little longer wavelength is used emitted by either LED or halogen bulbs. We use an orange type protective device for our eyes because the light is extremely bright and intense and you would be seeing a big blue spot in your vision for hours if you look at one and possibly getting some eye damage as well. You are correct that it is a chemical reaction initiated by light energy. However, the composite, even if left out on a counter, will harden (cure) with regular room light although it would take much longer. I have a very bright dental light that I wear that is connected to my loupes and I have to put an orange cover over it to prevent it from curing the composite while I am actually placing it in the tooth. It would cure with this white light in a matter of less than a minute or two before I have time to manipulate it and sculpt it unless I have the orange blocker in front of it. Probably too much information. I could have left it with "heck no we don't use UV anymore"

Before I was able to remove the mechanical ASI, I had to resort to covering it up to force myself to learn the tape. Now it feels natural. Sent from my iPhone using Tapatalk Pro

Gents and Lady, You have encountered NYC... The responses aren’t meant as confrontational, as much as they appear to be... When you come from NYC, and join a world wide group... it takes effort to tone things down appropriately. Essentially, like Change who you are, so people will understand you better... Next you will see our new friend send me some outrageous response as if I have insulted his family.... Two things can follow... 1) Things get calmer... 2) The slinger of ire just fades away... Keeping in mind the purpose of MS... exchanging ideas to improve speed, efficiency, and safety... for all of us... including our new friend Dan... unless he shows another Piper pic.... It has never been, my Mooney is faster than yours... or better, or bigger, or even more expensive... Stay true to yourselves, try to help the NYCer get to his next level... Keep in mind there are Many NYCers on MS... many of them have moved pretty far from NYC over time... some are still there... but their Mooney takes them out of there often... Best regards, -a-

See you all Thursday... Not IFR current, so weather permitting... Best regards, -a-

I'm planning to arrive Thursday afternoon, I'm looking forward to seeing everyone! As always, a huge thank you to all the organizers who do so much to make this great event happen, to the subject matter experts for the donation of their time and knowledge and to the sponsors!

80hrs to pull and replace the engine seems exceptionally high to me.

My wife and I fly in on Southwest Thursday evening, looking forward to it.

That should work out fine. You can almost always get power to your pre-heat away from home too. Your #1 prioritiy should be to get 100% mineral oil base without synthetic, since these engines burn lead. Secondly Camguard is a good corrosion additive. Also a straight weight oil is better at reducing corrosion than the multi-weight and more starter adapter friendly - although I also use the Phillips 20W-50 year round. But these engines die from corrosion, hence the priority placed on corrosion protection. Sent from my iPhone using Tapatalk

I look forward to getting my plane back and coming over Saturday - heading to KERV now - fingers crossed Sent from my iPhone using Tapatalk

Should be using Camguard as standard. Mike Busch has ample evidence on this in his "Engines" book. My TSIO 360-LB flies on Phillips 20W50 year round (NE based too). Should probably do W100 during summer, but too much hassle to switch back and forth. In winter you want the 20W50.

Amazon Smile is now available on the Amazon android app! Open the app, go to settings select amazon smile, then consider making the Mooney Summit, Inc. your charity! THanks for considering.

I agree with you about max gross best glide covering it in a single. I will add that in every single I have flown, a bit over 30 makes and models, best glide is ballparked with a level pitch attitude - the familiar one we use in cruise. If you watch the video closely, you will see that this is pretty much what is going on in both the power loss and go-around scenarios. Power gone, pitch to level. Don't even need an ASI.

The post crash fires are awful! I think it was the fire extinguisher thread where I mentioned that if your lucky enough to survive the crash you next need to survive the fire. And honestly the fire scares me more than the crash! So sad!!

The ADSB points out traffic I cannot see, until it’s uncomfortable close or sometimes I never do. Would have I had a collision, probably not, big sky and all...but it is nice to be able make avoidance maneuvers long before it becomes an emergency. See and avoid works most of the time but I like better odds. Tom

So I recently got a 252 and I would like to go through some emergency training e.g. loss of engine after take-off. How do I do that without damaging the engine? Should I just rent a J? Thank you

A RAT for the Mooney? Whoah Daddy! Let’s see it! Sent from my iPhone using Tapatalk

It would be interesting to see if there is enough data for someone to determine if there is a statistical difference. My guess would be that the severity of many crashes is so great that bladders would not statistically impact survivability. But that is only a guess.

This is true. Most noticeably in flight schools where claims are up significantly as fleet utilization has increased.

I do have the older style. I do like the operation of the newer style though. I understand what you're saying and appreciate the you trying to help either way!

Congratulations, 78 was a great year for Js! Tom

I’m sure I’m not the only one who would like to know who your new broker/underwriter is? Tom

Getting your plane over the hump will depend on a few things... How full are the tanks, and how strong are your moccasins... Use the search to look up what MSers are using for powered tows... Get to know your mechanic... many things you can learn by working with those guys... Best regards, -a-

Engine oil and an air compressor for filling tires.

Haha, yeah. Sage advice, Anthony. I have seen that article from DMax. It sounds pretty close to what I'm seeing. Actually, I should probably just call DMax and discuss it... Duh...

I just got a quote for 2xG5s, hooked up to 430W, stec30. Non flush mount. Quote includes removing kcs55a hsi, magnameter, wires, etc, removing backup vac system, and some minor panel surgery to make panel look ok with removed parts (stec gpss, standby vac, vac gage, etc). Quote includes G5s, 35 hours labor, wa tax -$11700. Shop is an FAA repair center and avionics shop, garmin dealer. Booked out into the spring.

I got an icing report at 10,000 today....

I'll see y'all there. I may arrive Thursday evening.

See all ya'll on Friday! Except those I will see on Thursday, when my PROTE experience is reserved. Probably see a bunch of them on Friday, too . . . . Looking forward to meeting my new Mooney insurance agent, and picking up some AeroShell 20W-50, too!

Good for your son. Those that have flown with me know that I always ask them "where is the key" before I help push it back or get near the prop. I have been in rehab for a few months once, dont plan on returning...

You can always tell a New Yorker, but you can’t tell him much! Or something like that.

Quick flight KLMO- KCNY for a little mountain biking in Moab this morning. Photos: Rockies (leaves starting to change), Moab, Dino Flow trail, fellow aviator, Turbulence PIREPS below 16,000 so I changed from flight following to IFR (already had a filed IFR flight plan just in case) at FL 190- smooth, Longs Peak.

The standard was with a "minimal" loss of altitude as far back as I can remember. Part of the reason was that the scenario involved being relatively close to the ground. "Landing stall" and "departure stall, not 3,000 feet above the ground where it doesn't really matter.

The presentation will be recorded, and posted to the BK YouTube. I'll share the link out after the presentation is uploaded.