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Showing most liked content since 09/22/2017 in all areas

  1. 33 points
    Yes, the pilot is here. Yes, I recently purchased the aircraft. I flew from Pensacola on Friday and landed at W75 with about 10 gallons remaining. I filled up Saturday morning (54 gallons on board) and was planning to continue to New England. I checked the fuel during preflight as usual and I saw no water. I looked at the windsock as I finished my preflight and it was about 5 knots with a slight crosswind, but favoring 19. My plan was to back taxi and use the full length of 19. I looked at the windsock again as I was about to taxi and it was limp. I don't have a voice recorder so I'm paraphrasing from what I remember. During taxi, Unicom asked me my direction of travel. I said north. Unicom said that the winds were light and variable, not favoring a particular runway, and that no traffic was known to be inbound. He said I could use 01 if I wanted to be closer to course. At this point I was at the one taxi intersection with 01/19 and he said I could take off from there or back taxi and 180. This is where I made my first mistake. The taxiway intersection is not in the middle of the field. It is closer to the approach end of 01. But if you look at the taxiway diagram it is a short runway and the intersection cuts off a significant amount. I allowed this distraction to alter my plan and I elected to takeoff runway 01 from the intersection without fully considering the decision. There are trees not far past the end of the runway. I don't normally climb at Vx, but as I saw the trees I pulled for Vx and made my second mistake. I over-rotated and entered a power on stall. As I was barely over the treetops while I was attempting to correct, but the sight of the trees right beneath me tempered my forward pitch correction and I re-stalled. I lost lift on the left wing, rolling left. I did not have enough control to really pick a spot at that point, but I had enough rudder to keep the nose between the trees. Or I didn't and it was luck. I honestly can't say. It happened pretty fast by that point. I am a Navy pilot and TOPGUN graduate. I have my ATP and CFII. I completed my BFR in a 182 just a couple of weeks before I bought the Mooney. I am meticulous about safety and planning. I used to preach to students about the three things a pilot can never use: fuel in the truck, runway behind you and altitude above you. I frequently talk about complacency as a major cause for accidents, not just in aviation. I want to be clear, I am not attempting to place any blame on the Unicom. However, I allowed that brief conversation to distract me from my very solid plan and change to a very poor one. The left wing sheared off from the tree on the left side. The right wing entered the house with the fuselage and was leaking fuel. Debris from the structure prevented me from being able to open the door enough for escape. Neighbors called 911 and told us to stay put, but fuel was leaking and I wanted us out. A man who happened to be at the airport and getting ready to fly saw everything from my intersection takeoff to stall. He jumped in his truck and found us. He took charge of the group at the house, got the power to the house secured, apparently there was house wiring on or around us, climbed into the house and started pulling debris away so we could get out. This man subsequently held out gear, picked us up from the hospital after we were released, took us to his home and then brought us to a hotel. I am forever in his debt. The footwell crushed around my legs, but I was able to pull them out on my own only with minor abrasions. My plexiglas windshield was shattered and I have some lacerations on my head and bruising on my right arm. My wife was in the back seat next to our 13 month old son, who was in his car seat. My wife has a fair amount of bruising and soreness. My son has minor rash from his car seat restraints. Fortunately the home was unoccupied. We are very fortunate.
  2. 26 points
    I was the pilot. My passenger was a 2016 graduate of the same university/fraternity. If I’d had a chute I would have pulled it (we were ~1800’ AGL descending into KBUR when we lost the engine). My primary concern was my passenger and those on the ground. I looked for the darkest side street I could find (10pm in Glendale on a Friday night, the major roads were clogged with traffic). I just flew her until I couldn’t. In maneuvering to avoid an apartment building I (think I) stall/spinned her into a tree. That Mooney fuselage protected us very well. She wasn’t perfect, but she was solid. I’ve had her 4 months and flown her 65 hours (she was down for ~10 weeks getting avionics work done, which I knew when I bought her would be required), everything from pattern practice at Chino to 12K IFR trips to Utah and Arizona. Two A&Ps have worked on her. I’ll advise when I know more about what happened last night. All I do know is, as far as I know I kept in control of the plane as much as possible, and whatever skill I have as a pilot was heavily augmented by luck (no damage to property on the ground, no injuries). Now I’m sore, stiff, exhausted, and bowing out for at least a little while. I do believe I’ll have another Mooney someday though.
  3. 20 points
    Just to let you know, there's a couple of us Mooney folks here in Santa Rosa. We have all had a horrific week in Sonoma County. The unthinkable happened in the early hours of Monday evening as a firestorm sped from Calistoga over the mountain into the heart of northern Santa Rosa. My wife and I were awakened by a neighbor for an immediate evacuation with a firestorm raging on the hill just above our neighborhood. The smoke, flames, explosions, severe wind and the roar were unbelievable and what I would describe as evil. My wife was injured trying to wake an elderly neighbor and required an ER visit but our hospital seemed to be on fire as did all of Santa Rosa. We left with the clothes on our back and our cat. We were certain we would lose our house. As we became refugees our day was filled with anxiety as we grasped the reality of losing "our stuff." Remembering that I had webcams it was late morning when I saw that, unbelievably, our home had been somehow spared. We actually felt guilty about that as so many of our friends narrowly escaped with just their lives in Fountain Grove, Coffey Park, and Larkfield/Wikiup where we live. One of our Mooney brothers, M20D6607U, lost his home as did many members of his family. So many families had multiple members in these neighborhoods. You would think when something like this happens you could stay with relatives but when every family member loses their home it creates a real dilemma. I am helping to run an evacuation and disaster relief distribution center and I connected with Ron personally today, getting him and his family some relief supplies, loading him up with everything I could from sleeping bags to Gatorade to toothbrushes and socks. He also knows and is helping several other families who lost their homes and we are supplying them as well. I know he's going to be upset with me for telling you all this but I thought it would be great if you left him some words of encouragement. I'm not sure when he'll see this but at some point I'll tell him what I did unless he busts me sooner. He's a great guy with a heart of gold. All of our Mooneys are safe. The airport was about 2 miles from the fire and has been a base for Cal Fire, National Guard, and several GA relief efforts as have the smaller airports near us like Healdsburg, Cloverdale, and Petaluma. There is a sizable TFR overhead of which a small chunk was left open for KSTS in case you're flying in here. When faced with the possibility of losing your home and everything in it, you often wonder what you would take with you. When the evacuation is immediate and dangerous there is no time or decision making. You leave it all. We snuck in past the barricades the second day as the fires were still raging next to us, expecting our home to be destroyed. My wife and I looked around and wondered what we'd pack into our van. All we took were our important papers, old video tape of our daughters, and a couple extra changes of clothing. We left everything else. The night before, when we were convinced we lost everything, we let it all go. It was just stuff at that point. We had each other, our friends, and we were safe. What we used to think was so important now made us feel embarrassed. The new sofa we took so long to find, the perfect giant HDTV, the piano, and on and on and on. It was just stuff. It wasn't important anymore and it seemed a hinderance. On this second trip in all we brought out was a laundry basket with very few things. The van was empty as we headed back to the shelter and we walked away from our home with no regrets. Lean-of-peak vs. rich-of-peak didn't matter anymore (hahaha). Neither did politics, sports, or any other argument or opinion. It all seems so petty now. I drive through the burn area on my way to work every day. There's no way around it. The familiar landmarks that defined my neighborhood are gone, obliterated. I'm hoping that visible scar on our community will be a constant reminder to not get caught up in the "stuff" trap again. Family and friendships are what's important. Giving to others and serving your community, being generous and grateful and all that good stuff, that's what's important. -Scott
  4. 20 points
    During the Mooney Summit V meeting in Panama City Beach, Mike Elliott was awarded the 2017 FAA safety team representative of the year for his outstanding and continuous support of aviation safety by the FAA administrations Alabama Northwest Florida Flight Standards District Office. A big congrats goes to Mike and all the effort he puts into making the Mooney Summit meeting not only entertaining and fun but placing great emphasis on putting safety first on all our Mooney pilots.
  5. 20 points
    Last thing he needs is a lecture from you , Respectfully , if we treat people this way , don't expect others to be so forth-coming in the future....
  6. 19 points
    I have had a few people ask me and yes, I plan to keep flying GA. My wife is very forgiving and understanding. Plus she really enjoys flying and was super excited to have a plane of our own as we had talked about it for years. Right now I will let the insurance settle out and get everything sorted. We also discussed that from now on I will conduct a full brief with her on the plan just as if she was my co-pilot or wingman on a military flight. That way she will know if I'm doing something different and make me justify it. This is our way to mitigate this type of issue from happening again.
  7. 18 points
    August 2016 I was delivering my Mooney M20c to my mechanic, Bobby Norman, at the Parr airport (42I) in Zanesville Ohio. I had interaction with Bobby years ago, and he came highly recommended by a number of local Mooney owners. I had thought the field was about 2300 feet (wrong, more on that later) so coming in over the trees I pulled the power to idle, put it in a forward slip and came down. 75mph over the numbers, flared and BANG!. Hardest landing I'd ever done in anything. At the top of the bounce I had a choice, and decided to ride it out. I was uncomfortable trying to go around at a short strip in that predicament. The aircraft bounced a couple more times and stopped, and I taxied back. I had struck the prop in that landing, quite badly. The prop was bent asymmetrically, and the craskshaft busted. I hit hard enough that the force went through the gear into the Johnson bar, wrecking the mechanism that holds it in place (Bobby only figured that part out when he started taxiing. He said it was quite exciting). It took 9 months for the tear down, prop repair, and everything else. The engine repairs were done by a very reputable shop, and the aircraft is now back in service. I just did the first oil change after the teardown. I would have overhauled the engine at this juncture, but it only had 700 hours, and I didn't have the money. What I did wrong: The first thing is entirely insidious. I should have checked the length of the field, since it is now a very comfortable 3k feet. Why didn't I? Because the last time I was there it was 2300 feet! Hardest thing in the world is to override personal experience, but sometimes we really have to. Of course, the other big thing was pulling the power over the trees. Once I got into the runway environment the aircraft didn't have the energy to overcome the sink. Why pull power? Normally in this situation I maintain 12-13" manifold pressure, and use a forward slip. Indeed, most of my landings done this way are well within 2K feet. So why did I change? Worry about a field that I thought (incorrectly) was short. Even if it was 2300, I could have landed the Mooney in it just following my normal procedures. Talk about rubbing salt in the wound. What I did right: riding it out and letting it settle turned out to be the perfect move. I had an asymmetric prop, a badly damaged engine, and I was at a somewhat short and very narrow strip surrounded by hills and mountains. I don't know what would have happened had I put in the power, but it wouldn't have been good. Sometimes its just better not to add extra energy to a bad situation. Perhaps if you don't you'll prang the airplane, but if you do you get to be the one pranged. I recall a fatal TBM accident nearly identical to mine, the aircraft landed hard and struck the prop. The only difference is that guy put in the power at the top of the bounce, and now he's dead. I can't put into words what this did to me. If you noticed me gone for an extended period, its because I couldn't show my face after this. I think one thing might give you an idea, today is the first day I'm thinking I'll actually stick with this aviation thing. I've sort of been on the fence thinking about bailing for the last year. With any luck this will help someone not make the mistake I did. At least it had one silver lining. Hopefully I'll never say I landed worse.
  8. 17 points
    Hello folks, After much planning and some shopping around I bought a nice 74 Executive a week and a half ago. We bought it from a gentleman in Colorado Springs and flew it hope to Dayton over two days taking the opportunity to do some sight seeing along the way. It was like a mini vacation and we started to get to know the airplane. It is pretty amazing. When I was doing my research I was looking at speed numbers, weights, fuel capacity, range and things like that. Now that I am starting to plan and execute flights the capability of this plane is just fantastic. I just transitioned from a Cessna 175 which was a pretty good traveler but this Mooney is great! It feels good that my research paid off. I have a fully IFR outfitted traveling machine that makes good time and uses relatively little fuel to do it. I'm excited! Gerbil
  9. 17 points
    Had an interesting bit of IFR flying today in actual. Coming to Butler, KBTP, the AWOS was reporting 800 overcast. The GPS runway 26 approach (which the wind was favoring) was good down to 600-1. Great. I shoot the approach and can't see a break in the clouds down at 600. I hold the altitude till the end and go missed. On the missed, I listen to the AWOS and now it's reporting 400. Approach asks me to say my intentions so with the wind being only about 4kts down 26, I said I'll try the ILS going the other way. The ILS is good to 300-1. With 400 overcast, that should be ok as well. I shoot the approach and down to the DA, I've got nothing. I figured even if it's slightly below minimums, if I could just make out the rails, I could get an extra hundred. Neither the ground nor the runway lights, I go missed again. Now the AWOS reports 200 overcast! ATC asks my intentions and I said I'll fly the published missed and hold till the weather improves. After about 15 minutes of holding, I was getting pretty tired so I figured I'll give it another shot and go somewhere else and take a break before coming back if it doesn't work out. It was reporting 400 so I had a shot. I fly the approach and as I cross the FAF, the AWOS goes back too reporting 200! I thought of cancelling the approach but figured, heck, I can use the practice so why not? I fly the approach right on the ball. I broke out at about 400ft, just a little above minimums and spotted the runway. Something was odd though, the runway lights were not on. I didn't need them this time because I broke out, but they could have made it work last time. I clicked the mic a bunch of times and then they came on! Doh! For some reason, it just didn't occur to me to activate the runway lights in daytime. Usually if I fly an ILS, it's either at a towered airport or at night and I know to click for lights. Butler is uncontrolled and it just didn't dawn on me to turn them on in day time. Nothing unsafe, I held to minimums and went missed the other times but dang those lights might have helped. On a 2 hour flight, I ended up spending an entire hour shooting 3 approaches to minimums and holding. I ended up being more exhausted from that last hour than I was from the other 4 hours of xcountry flying all day. I can fly to Florida on a nice day and be less worked than an hour of hard IFR. Instead of picking up my passenger and going right away, I took an hour break and got food before getting back in the plane. So two things I learned were give the mic a bunch of clicks when shooting an approach and the weather can go up and down quickly in screwy ways. The only way to know if you can really make it in or not is to give it a try (as long as you can honestly hold to minimums and go no further unless you have it).
  10. 17 points
    I shared the story here because I wanted other people to learn and I didn't want to hide anything. That is they way we do mishap reporting in the Navy. I gave the exact same information to the NTSB duty officer and the FAA inspector at the scene after I was out of the hospital. I showed the FAA inspector all of my flight planning, take off performance data, weight and balance, etc.
  11. 16 points
    I think its sad that this thread has focused on the basic pilot skills , that I have no doubt , that the pilot possesses , and is WAY more qualified than myself , or most of the pilots on this site.... This is not about runway length , aircraft performance , weather conditions , etc etc ..... You are focusing on things that will never help you as far as this accident is concerned , This is about a breakdown in the decision process , and that's where you should concern yourselves.... It happens to all of us , and we usually get away with it....... If you want to learn anything from this accident , its about what interruption , or distraction caused a qualified (well qualified) pilot to make the wrong decision and almost lose his and his passengers lives..... Its time to listen , not to judge....
  12. 13 points
    Cooperdog, I am unsurprised that an officer of our military is up front and honest about a crash due to his own mistake. You exemplify what makes our military the envy of the world. Thank you for your honesty and your service to this great nation. I am grateful that you and your family walked away from this harrowing incident, be it luck or the genius of Al Mooney.
  13. 12 points
    I’m partial to an 80% nitrogen mix...
  14. 12 points
    Very satisfying flight today. I hadn't flown a Hope Air (patient transfer) flight since last year because at the end of that flight, the mother and young daughter got out of the plane at the end without even a thank you. I was really p*ssed. Today was different. I picked up a patient in Ottawa who was very nervous and hadn't flown in a small plane before. She said she had cried in fear when she was last in a commercial flight. I was probably as nervous as she was but tried to keep calm and act confidently. Continued to talk to her after we took off and between controller talk, explained to her what I was doing with any prop/throttle change before I did it and told her what to expect with the change in sound. After a half hour or so she was starting to enjoy the conversation and view. Then I got what I considered to be a real compliment; she fell asleep in the back seat! I had to wake her up approaching Toronto. We did a tour around the CN tower to land at the Toronto City Centre airport while she was snapping pictures with her Iphone. Now she's looking forward to more GA flights.... Yay, a convert!
  15. 11 points
    I'm beginning to really like this airplane! Funny how much familiarity adds to the fun. That and smooth air, sunshine and tailwind. 2:45 from EDE to GFL. Sent from my SM-N910V using Tapatalk
  16. 11 points
    A friend and I flew to Paso Robles yesterday in his Cirrus; he flew up, I handled Comms and pointed out he was flying a pattern for the wrong runway (calm winds; runway 19, which we'd been announcing on CTAF). After lunch he cajoled me into taking the left seat for the return trip. (I know him well - we've flown that SR22 together many times and knew he was comfortable flying/landing from the right seat if necessary, and not bashful about taking the controls if need be (he jumped into one of my earliest landings in that plane, when I was still a fresh PPL, early last year). He was my ferry companion when I brought the Mooney home from Asheville.) I took off, kept a higher altitude than I would have before (9,500'), was particularly in tune with the engine (that SR22, a G2, has analog engine gauges in addition to the MFD engine monitor display page and thumbnail data on the maps page). We were on with LA Center and then TRACONs for the entire flight. Hand-flew to cruise, let autopilot handle the magenta line, then hand-flew into a pretty good moderate crosswind landing. I've been advised not to let it go even a week - too easy to let 1 become 2 become an indefinite number, and suddenly you're a rusty pilot whose last trip up ended in a crash... I had the same thoughts re the Cirrus chute. Loss of directional control and a ~3500# mass now dropping towards ... an apartment building? A gridlocked street or freeway? It wasn't an option that night so I can't say what I would have done in that moment; I had a glider and a radio and a rapidly shrinking "amoeba" in ForeFlight...
  17. 10 points
    Well, I've gone and bought myself a plane. Been doing research on what I wanted for my mission/budget for a couple months now, and came across this beauty in my price range. Took a test-flight in her and fell in love. This aircraft has been very well taken care of, too. Couldn't be happier. Now just to knock out 10hr of dual instruction so my insurance will let me fly it... Got two pictures right now, I'm sure more will be forthcoming.
  18. 10 points
    I learned something today working on Matt's cowling. I am able to kee the ram air with some minor tweaking of a flange to make it fit my new lower cowling piece. We'll be able to see if the ram air makes a difference or not with the air filter moved into the high pressure area of the cowling. The real challenge with keeping the ram air is hooking up the under cowl air filter box to the original air filter chamber with the oil cooler in the original location. We'll get it but things are tight. I also installed my new carbon fiber spinner on my airplane and it fits perfectly!
  19. 10 points
    Don, your post strikes me as self-serving self aggrandizement at the expense of someone who is big enough to admit a mistake. Perhaps there's a time and place for this sort of chest-thumping, but it seems in very poor taste here. YMMV.
  20. 10 points
    You know, CD is a stand up guy. I'll fly with him anytime he gets another airplane. I'd volunteer to be the first to go with him. Not many would openly talk of a mistake just for the possibility that it might help someone else in the future. I think his posting has done just that with several here. His integrity is beyond reproach. We all have made mistakes in airplanes (even me:-). Some of us are alive just by luck. I've been around this business for over 50 years and the best education I've had has been reading of others misfortunes. I've done it since I was a Student Pilot. My first instructor got me interested in doing just that. As I have posted several times before I'll say it again- One is never a safe pilot until one becomes "tempered". One doesn't become tempered until one makes a mistake in an airplane that scares the living crap out of you and YOU know you made the mistake. Once tempered, flying takes on a completely different perspective. CD, if we ever meet dinner is on me. It would be my honor.
  21. 10 points
    Here is the latest update.. I'm quite pleased to announce that the insurance company will be having the plane repaired. Just as some have suggested here, there appears to be no spar damage and the existing wing can be fixed and a salvaged one will not be necessary. Some of the factors that went into the insurance company's decision was the overall condition of the plane as well as its equipment. This is a huge load off my shoulders because as I mentioned earlier, I've been scouring ads for something comparable and we would have fallen way short. Once Six-One-Zulu takes to the air again (in approx 5 months), we will bump up her hull value. Thanks to all of you for your support.
  22. 9 points
    We flew 9 Mooneys over Suffolk VA on Saturday for the local festival. It was 9 ships in 3 elements A, B, and C. A was a two ship, B a three ship, and I was in the rear with C in the 4 ship. They had me fly C2 which involved doing some cross unders and holding onto lead like a shadow. C3 and C4 joined up in fingertip, went to diamond, and reconfigured fingertip. I crossed to the right for a four ship echelon right followed by an overhead break to landing in trail. You can watch the entire flight in 360 degrees with cockpit audio here. You can pan and tilt to look in any direction at any time for a real life experience of the view from charlie element. Click the buttons in the top left corner, or grab the video screen with your mouse to change the view, or drag with a finger on the phone (may require youtube app).
  23. 9 points
    Flew my little cancer buddy down to Grand Rapids MI from up in the U.P. for more chemo treatments. The Airlifeline Bonanza was down for Avionics maintenance and my Lancair is down for a final bodywork push before going to my painter. Caleb was disappointed we weren't taking the prop-jet but was still happy they didn't have to drive. Tom
  24. 9 points
    I keep an ace in the hole: being a Southern fellow, I can always tell fast-talking ATC "Ya hear how slow I talk? That's also how fast I listen. Say again that new route???"
  25. 9 points
    Thought I would chime in with the owners point-of-view. First, David has been outstanding to work with! I've had a great time thus far. Very detail oriented. I got into this about 1.5 years ago when Dave came out to measure for the injected models. At the end of the day, I think I said something like, "if you need someone to do some testing for the injected models...." and so here we are. The process is taking a little longer than first anticipated, but not unexpected. There is alot to measure, fit and prototype. Even though she has been grounded for the better part of a month (due to both our jobs and unexpected issues), I have enjoyed seeing it come together. Using the time to install a new Skytec starter since the front end was torn apart, I am now at 1007# useful. I also replaced the alternator belt, but I'm not sure I got it on right... Now the nitty/gritty. 1. Presently, my TAS at 6500FT is 147KTAS as recorded in a four heading test, running WOT, RamAir open and 100 ROP. All engine parameters are recorded as well. This pretty closely lines up with the book. The only mods were/are the LASAR closure and brake rotation. 2. I opted to install new engine mounts so that I knew the cowling fit was as close to a stock airplane as possible. 3. I am leaving the oil cooler in the stock location to reduce time and cost a bit. 4. The third cowl flap is going away initially to see what effect (if any) it has on temps. The idea is to experiment and see how to get the best cooling. 5. The ram-air is staying for now. He wanted to see if there is any need for it with the mod. My personal feeling is the ram-air will be useless since Dave's intake is in a high-pressure area. I am not expecting any MP gain with the ram-air open. We shall see. It would be nice to remove if if I can. Dave thinks the third week of October is looking good as a completion date. I hope so! I'm getting excited to take her out on the test flight
  26. 9 points
    JB, I have almost 3000 pic time in old E models with the low gear and flap limits. You can descend rapidly in a Mooney, you can slow down a Mooney, and you can maintain power to keep CHTs up in a Mooney,... but not all 3 at once. So.. I cruise as high as practical for the winds and distance. I pay a price in speed and fuel to get up to 10,000' +/- and I want to cash in that energy I've stored up. So I descend at near red line and slightly reduce power shooting for 500'/min or less. (Light+ chop in the yellow is okay by me, and my Mooney is a great deal tougher than I am, YMMV.) I like to arrive at 1000 AGL a couple of miles from the airport with IAS about as fast as a little 4 banger is capable of. At that point I level off and pull power back to arrive into the pattern at Vlg. My Mooney is slick but no one is going to mistake it for a sailplane and it cannot maintain speed and altitude without significant thrust. If I pull back the throttle it will slow down. Surprisingly rapidly. It's about that easy.
  27. 9 points
    I practiced power on and off stalls with a CFI prior to ferrying the Mooney home to Florida. But the sensation is all together different when treetops are in your peripheral vision. We were loaded pretty full, but not quite at gross and definitely not over gross. With the three of us and full fuel we could carry an additional 165 lbs. We were about 80 or so pounds under. We don't always practice flying at, or near, gross so I'm sure that was a factor. I shared here because I do believe it is possible to learn from other's mistakes. I read many of the accident reports and it is difficult to see how I would make the same errors, but there are some that I could see myself making in the right conditions. I let a moment of distraction nearly kill my family.
  28. 9 points
    Some photos from today's work on the F model cowling.
  29. 9 points
    ...and I loved it! However, I have a wife and two young adults in my family, and decided it was time to upgrade to a platform that would allow me to include them in my passion more regularly. So, I bought a 1967 M20F! I intend to fly the hell out of her while I finish my Instrument, Commercial, and CFI ratings, and travelling more often with them. It's going to be another beautiful, hot, day here in MI, so I'm going up with my CFI for the third time today to work on satisfying the insurance requirement. My hope is to be able to start working on the required solo hours after todays flight. Anyway, I've been watching the board for a few weeks. Seems like a pretty great group of owners and enthusiasts. I'm proud to be part of the club. JB
  30. 8 points
    Runway can be used with or without the gear. But once out of useable runway, I'd much rather have the altitude. So my gear comes up immediately on positive rate of climb. If the engine quits at the point of no useable runway, I'll have more altitude and therefore more options.
  31. 8 points
    No disrespect or slight intended on any pilot or group of pilots I was domiciled in Denver and lived near Fort Collins for three years. That was two decades and two jobs ago. It was some of the most beautiful and challenging flying I’ve ever done. I also was still flying in the Guard at that point too. (mountainous terrain and winter weather) Denver’s a big domicile for United Airlines. Every summer I was there, at least one and sometimes two Airline pilots would take a small airplane with passengers into the mountains and crash, usually killing all on board. It didn’t work out well for them. Having taken a military mountain flying course I knew: Knowledge and a WORKING KNOWLEDGE of aircraft performance is key in the mountains. I tucked that knowledge away. Airline pilots + GA airplanes + mountainous terrain .... I am starting to see a pattern. As a result of that, I got the notion that airline pilots (or military high performance aircraft pilots) and small GA aircraft are not necessarily a good combination. So when we got our Mooney I remembered. I promised myself I would walk soft. And I would get instruction before I flew solo - not just any instruction - Instruction from a knowledgeable Mooney CFI. My first Mooney landing I started to flare slightly at 30’ AGL like we do in the 737s. The instructor had transitioned airline pilots before, was ready for it, and had me immediately correct. Different techniques or pitch attitudes in stall recoveries too! I paid for gas and for a guy to fly the airplane to our mechanic for prepurchase inspection. And again to deliver the airplane. Then bought him a ticket home and drove him to the big airport after he delivered the plane. Then I began receiving instruction. I’m still walking soft. I have only a few hundred hours in the plane. I imagine many of you are far more proficient ... in a Mooney ... than I am? I’m slowly moving the lines and the personal minimums as I gain more experience. Although it’s not the Rockies, we are very near mountainous terrain, and I’m an airline pilot in a small GA airpcraft. But I’m different than those other guys ... right?
  32. 8 points
    Kudos to the pilot for coming clean and giving us all information that we can/should use to improve our own safety. I see multiple lessons here. It's easy (in fact, probably easier) for experienced pilots to get complacent and expect positive outcomes even in marginal situations. It also shows that even the "best of the best" (sorry, Top Gun reference) can have an off day. And yes, a combination of primacy skills (use those rudders) and good engineering (Mooney roll cage) turned a bad situation into something less than horrible. Awesome. This was a graphic illustration of a simple phrase that I picked up from our good friend Mike Elliott during a BFR a few years ago, borne of his personal experience. I repeat this phrase usually on every pre-flight and run-up, and it's simple: don't be in a hurry to die. That applies in just about everything we do when we take to the air.
  33. 8 points
    The insurance will pay as long as it was not intentional , and his medical , and certificates are current , That's why they call it an accident , and not an "on purpose " Can we please keep the conversation to the actual accident , and not concern ourselves with things that are NONE OF OUR BUISNESS .....
  34. 8 points
    As I mentioned, I planned to back taxi and use all of 19. A person local and familiar with the airport mentioned the option to takeoff 01 with the intersection also as an option. I should have stuck with my original plan. I don't know why I decided to change. Clearly I shouldn't have. It was a lapse in decision making.
  35. 8 points
    He admitted he made mistakes. He and his family are the luckiest people on the planet. Let’s all learn from his courage to share. The lesson I take away from this is that 1400 feet may not be enough runway. Especially at or near gross with winds favoring, or at least hinting, a tail wind and DA considerations.
  36. 8 points
    Not easily seen in that picture are the three brand new Goodyear Flight Special IIs, pristine newly installed MD-200-306 and SL30, $2300 in avionics labor ... Looks like I should be in the market for an E or F soon. (Went up in a friend's SR22, with him right seat, Sunday. Not as spooky as I would have feared.) Torn between wanting an autopilot installed (34BE had an S-Tec 30 that was GPS and NAV coupled, nice on long distances), or waiting for something like the Trio or Garmin to be STC'd. (Altitude and heading/course hold are nice, but intercept and at least VSI climb, if not glideslope coupled approaches, would be so much nicer.) An already installed WAAS GPS would be amazing. Starting to casually watch the usual places (TaP, Controller, BS, Lasar)... And no one wants to know what happened more than I do. Whatever I get, something like a JPI 900 will be an absolute priority (I was already working with my avionics shop on getting one put into 34BE). The one thing that made me nervous about that plane was the lack of information I had in the cockpit, in what was a relatively unknown-quantity aircraft. As for the "emergency off-field landing" (borrowing the phrase from a fellow Mooney pilot/lawyer) ... Not a lot of great options there if you lose an engine at 1800' AGL, on the descent into KBUR. I did what I could with what I had. Mooney engineering contributed a lot (that fuselage...). Luck helped out a lot, too.
  37. 8 points
    If you want to live with planes, but don't want to be tied to one location, the Navy has a deal for you:
  38. 7 points
    Really close now
  39. 7 points
    I did it and bought a 74 Executive last week. Its a really good plane and I am excited about flying it. Since it is an "older" model I'll probably spend most of my MooneySpace time here but if you are interested I posted to the general board with a little more information about our trip home. As you can imagine I am going to have a lot of questions coming up. I am getting used to the new handling characteristics and I have some bugs to work out of her. She hasn't flown much over the past few years. I put more hours already than she has had over the last two years. I am looking forward to many years and bunches of trips with this plane. It's great! This forum has already been a huge help to me. Thank you all. Gerbil
  40. 7 points
    Since the inception of The Money Flyer way back from May 2012, I have read every single magazine online. Each edition has fresh information and tips and techniques which are timely and appropriate for the beginning Mooney owners as well as the most experienced pilots. This is a product of the hard work of Phil Corman from California. And the reason I recognize him is because, like us at the Mooney Summit, he provides his product completely for free. Yeah, he might get a few dollar from advertising, but not nearly enough to defray the cost of the man hours this requires. He and Jim work on the magazine full time and has about 10 contributors to help in the contents. This is no easy job. Especially when you have another job to do so he can pay the costs of producing The Flyer. Speaking with Phil today, he thinks like Mike and I. We love the Mooney community and love to make better pilots through education. So keep up the good work Phil and keep making the job of flying Mooney's more interesting, safer, and entertaining. Ron Dubin
  41. 7 points
    When I cant figure why my plane is still in the white at cruise power ...... Then I raise the flaps....
  42. 7 points
    I am in the habit to NEVER deploy flaps before gear. And even though the gear extension speed on my J is 136kias, I use 120kias as my normal gear extension speed. The way to slow down is to reduce power early and to descend to pattern altitude early and level off. You can't descend and slow down at the same time. So descending through about 3000ft AGL, I'll reduce power to around 22 squared and be at around 130-140kias. Then I level off a few miles prior to the pattern which gets me right down to 120kias abeam the numbers on downwind and ready for gear extension. Flaps come after gear. To sum up, get to pattern altitude a few miles prior to the pattern and use low power level flight as a means to slow down. Regulate the rate of slow down with power.
  43. 7 points
    Hello All, I wanted to let you know that I was able to sneak from CA to Kerrville to help celebrate the retirement of Mike Miles. Mike was a test pilot for most of his 41.5 years at Mooney. Bill Wheat was like a father to him. Mike is a quiet fellow but is wicked smart and can fly a Mooney like no one else. I first met him when the idea of the documentary was born. He said no to me quite a few times [which is rare in my experience] and finally agreed. I am so happy that he gave us so many stories about his work in the Skunk Works, and how he tested that air frame like crazy. Pia Bergqvist the Executive Editor of Flying Magazine was due to fly her Mooney ['74 C model] Manny to Chandler, AZ and pick up Richard Simile and the 2018 Mooney Ovation Ultra. I had been trying to figure out how to get to TX so I asked Pia if I could tag along. She said yes and we were off to Chandler in Manny. I happened to have my IFR visor in my bag, so Pia flew under the hood on the approach. We picked up Richard and the Ultra and were on our way to Alamogordo, NM. We made it through the VFR corridor between the restricted areas [White Sands Missile Range] and landed just in time to get a courtesy car [From Exile FBO] and head to the White Sands National Monument for sunset. The next day was IFR to Kerrville. Pia hand flew the whole way and was IMC for 2.5 hours of the 3.5 hour flight. Again donning the hood she flew the approach to Kerrville complete with procedure turn and time in the hold. Friday was the BBQ for Mike Miles at the factory. He is such a humble man. He was overwhelmed at the outpouring of love and admiration from everyone at Mooney. We all enjoyed wonderful BBQ and laughs. On Saturday, Tom Bowen [former COO] of Mooney arranged for his family to attend the MAPA banquet and had a lovely presentation for Mike. Saturday was the formation photo shoot for the December issue of Flying Magazine. I was in Mooney Photo 1 [Acclaim] with pilot Tony Paradis [Test pilot at Mooney for two years now], photographer Jon Whittle and myself right seat. The baggage door was removed for the photo shoot and Jon sat in the luggage compartment. Pia flew the Ovation Ultra with Richard in the right seat. I had flown formation with Pia. She is very accomplished having received training in Oregon, and getting her formation race card at Reno this year. We were up at 5, at the airport at 6 a.m. and in the air about 6:30 a.m. After we completed the sunrise photos we headed back toward the factory. Tony asked if I wanted to fly lead to which I enthusiastically said, "Yes". We did several low passes with the factory in the background. After our last pass we flew out to Mike's ranch outside of Kerrville and did a formation fly-by. Mike texted me that he was outside waving. We flew back to Chandler and then loaded up Manny and I flew him back to Camarillo. I thought maybe some of you would be interested in this story. Of course, check out Flying's December issue to see Pia's full article. Mooney flight makes our family so much closer. Life is so good.
  44. 7 points
    Here's a few more pictures of Matt's cowling pieces going together. The fit seems to be pretty good with just a little body work to make it nicer. David
  45. 7 points
    Took a little trip over the Grand Canyon and Bryce Canyon today! Came back over Lake Powell. Beautiful flight. Density Altitude was quite high at KBCE. 9600'. Took 2900' of runway to get off the ground. Full fuel and 2 adults. Compare that to my departure from KAVQ earlier in the day that took 1100' to get off the ground. I was prepared to abort the T/O at the midway point of the runway, but was actually off the ground about 1000' before midfield. Once off, it was no problem climbing out around 90mph at 600FPM. If you have any questions about the Grand Canyon SFRA, ask away. It was very simple.
  46. 7 points
    She's flying great. Today was the first day where it actually felt like fall. No clouds after 5pm, sky smooth as silk. I shot down to my CFIs house for a chat about getting back into the IFR training regime, then popped on over to my mechanic's place (beautiful 2300' grass strip) for some hangar flying. It wasn't long before my girlfriend was ready to get back and eat
  47. 7 points
    The overwhelming reason that engines quit is lack of fuel. After that is lack of oil. My experience after over 4500 hours flying behind a Lycoming IO-360 is that they rarely catastrophically quit. they will usually give you a lot of warning if you will just listen.
  48. 7 points
    More assembly work. No more disassembling required, finally!
  49. 7 points
    Well it was a pain in the rear, but we got it in. Instant gratification. 12.1v when I flipped the master on and as soon as the prop fired, up to 14.5v. I guess my old alternator has always been crap- even with the RG-35AXC battery, it could never get over the first blade without stopping. After a few hours of flying, it turns over the prop really quick so I guess my battery was never being "topped off" by the old Interav unit. Either way, I am loving it. Just need to finish cutting some baffling material into place See you guys at the Summit!
  50. 7 points
    It looks to nice to do touch and go landings with.

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