Will W

This is the problem with most CFII's, they don't teach icing! If you go on Adds, you can get a supplementary icing information chart that allows you to chose altitudes and times. Look for in one drop down "Icing severity + SLD" and choose your valid times you'll be flying in. Then choose your altitude you'll cruise at and skip down below it to see if you'll pick some up in the descent. You can get a great write up describing what is going on with their forecast product: http://www.aviationweather.gov/adds/icing/description/page_no/1 http://www.aviationweather.gov/adds/icing/description/page_no/2 http://www.aviationweather.gov/adds/icing/description/page_no/3 http://www.aviationweather.gov/adds/icing/description/page_no/4 AIRMETs and SIGMETs NEVER report trace or light icing so don't trust them by themselves. For the record, I've gotten icing +10C!

I'm less than 10 years older than that and they took me

I saw that on the ramp at JYO, guess it was just passing through and I recognise the hangars behind you in the group photo. Nice job. I would suggest to your daughter that she builds more time being a CFI and then consider joining the ranks of the Mooney Safety Foundations Instructors. It's a great group and they welcomed me into their ranks. Going to teach my second course in FMY next month.

If you want some instruction, you can come on down to FMY to the Mooney Safety Foundation February 6-8. It's in the high 60s low 70s there and a beach to boot.

While I'm at FSS, I get calls from the AF saying to look at specific airports for an ELT going off. Sometimes they have exact tail numbers which come from the new 406 frequency. If someone comes up to you and says that FSS called and told them that you're tail number's ELT is going off, it really is you.

Seriously doubt it

Flightaware does it all for you, shows cost based on leg lengths, wind, and shows altitude comparison. It doesn't assume the same speed and fuel burn for all altitudes, it actually has the database that is taken from the POH of a lot of Mooneys and aircraft in general.

Hey I'm intimately familiar with the area and requirements. Here are my thoughts. Take the DC SFRA Training (If you refer to it as the ADIZ, people in flight service will start to worry because it hasn't been called that in years) on www.faasafety.gov There is extremely important information you will get in the training even if you stay IFR. Print the completion certificate and have it on you. It is something that they can ramp check you for. HEF is probably your best bet to get in cheaper but IAD is also very nice at getting you to public bus system. Just costs more to operate in there and if you aren't used to handling big airports, don't bother. If you go to HEF, APP Jet is the best service! JYO won't put you anywhere close to public transportation. Understand DC prices are a lot higher because they know where they are and they know they can. I would seriously consider the added cost of DC area flying like fuel and overnight fees (don't leave a plane on the ramp the night before you fly and let it snow on the airframe). Also, it's winter season so I hope you have a flexible schedule. FL doesn't have the same surface temps as VA. That can cause all sorts of problems getting out IFR because you really can't touch any clouds right now without picking up ice. Lastly, if I can say anything, it's about flying on a schedule or flexible. If you're flexible, then by all means fly yourself. If you're having to do all this On my way! schedule, winter time is not the time to fly up to DC and it can be hazardous this far north for ice. I noticed that you're in the F model and without known icing, you just can't guarantee a schedule and airlines are better in that case... Just have had a lot of icing issues around me this year and don't want you to add to the list. If you have any questions, please feel free to ask.

Thanks 52H. Always great to have friends like you. Hope you feel better soon. Monday's weather is going to be amazing so I'm flying out that day. If you get time to squeeze in a few landings, there might be a great opportunity.

That's how I do it. Although, the last time I brought a friend, he at a cup of noodles before we flew. It didn't come up but we had to stop our rolling.

charlesual I teach aerobatics in a super decathlon and then also a huge range of aircraft manufactures there at a flight school. There are some cool fly in restaurants between us. I'd definitely like to meet up another Mooney Space person.

An indicator is on the panel. It tells you exactly how many gallons are onboard.

charlesual, are you still at JYO like your member info says? I teach there often.

Is your Bravo known icing? That would make a difference if your bravo is not. It's the same body and system will be the same. It weighs 9.2 lbs per gallon and figure 6.0 gallons (6.3 goes in the tank, 6.0 usable).

The weight and ballance does include a full tks tank. The chart spells out "TKS-FLUID TANKS (Full 6.0 Gal.)" in the W&B / equipment list section 6. At least in the Ovation POH for my serial number specific one.

I can do it but it won't be till mid January. I live in northern Virginia so I'm <100 nm from your location. If interested, let me know.

Any news Tommy?

A voltage regulator isn't going to go on an off like this, it won't regulate to 12 volts. If it was your voltage regulator taking your alternator offline, it's because your alternator is spiking to a higher than ~14.8 volts. Look at the alternator. Maintenance Manual found Here http://mooney.free.fr/Manuels%20M20J/M20J/Mooney%20M20J%20Illustrated%20Parts%20Catalog.pdf Look on 39-40-01 number -13 for the Over Voltage Protection (If this is what you're thinking) Look on 71-00-00 number -14 for the Voltage Regulator

Tommy, I absolutely love your signature!

530s do not have runway extensions. Just people use OBS mode as described above.

This happened to me. The answer isn't a grounding wire since it does come on. You may have to pull off the alternator to see this but there are bolts that hold the alternator together and sometimes, the overhauled models are done by a cheap shop that over torques the bolts. Those bolts eventually crack and then the alternator literally splits in half. As it splits, you'll get intermittent charging as it's together then rattles apart again. The only solution in this case is a replacement alternator.

Let me answer number 3. DO NOT FLY IT LIKE THIS!!! You currently have an unairworthy airplane and flying it would be illegal. After flying it for so long you have clearly drained your battery and may need to trickle charge the battery. The alternator itself is clearly inoperative due to the reasons listed above. Do not fly until this gets fixed. Ever see the speech that the Kings did for their crash? Sounds like you wanting to fly home was exactly what they tried to do... Except it didn't work so this is your black and white warning that most accidents don't get to have. You were lucky the battery had enough juice to get the gear down, you probably won't be able to power everything, takeoff, and get the gear up before you have a complete electrical failure due to the dead battery. https://m.youtube.com/watch?v=RHKbeT-EZHM Their story like yours starts at 19:50 the voltage drop is your lead acid battery slowly having a voltage drop as you are draining it. With your alternator working you will always see close to 14+/- .5 volts. Your battery is 12 volts...see where this is going?

@N4352H just had this come up. It's hoses leaking and any Mooney expert shop will know what it is right away and fix it for you. Its a common issue with the M20J. It will leak after flight but not after sitting for days, correct?

http://www.asias.faa.gov/pls/apex/f?p=100:95:0::NO::P95_EVENT_LCL_DATE,P95_LOC_CITY_NAME,P95_REGIST_NBR:20-DEC-14,GASTON,N4512H NTSB preliminary report wasn't impressive.

I'm based at HEF but giving up my hangar in January. Do you want it? It's 375 a month to the city and I'd be happy to help a Mooney.