JohnB

I purchased a Big Larry flashlight and use the attached clip to the top of my hat rack. The light is brilliant, doubles as a flashlight and emergency red flasher and it lights up the back seat as well, easy to unload and load even in the darkest nights, and If I accidentally leave it on, I just buy more double A's. NEBO Big Larry 400 Lumen Flashlight Work Light COB Magnetic Bundle with Holster and Lumintrail Keychain Light (Silver) - - AmazonSmile

It was a Seneca setup, instructor said that was closest he had to a Mooney. He also said 85 was the absolute slowest limit I could go without a stall, I was aiming for about 90 on each successful run. Certainly wish that someone would setup a Redbird simulator for a Mooney, that would be great!

I practiced engine outs in a Redbird full motion simulator and told the instructor I wanted to practice the "possible" turn back in case of engine failure on takeoff and had him kill the engine at various altitudes known only to him. Highly instructional. I learned my following limitations, and these were all with very short reaction times (less than 2 seconds) as I knew it was coming but I didn't know exactly when. I counted a successful landing as landing anywhere on the airport environment (taxiway, misaligned with any runway) at each of these AGLs 500 Feet AGL - 50% chance of making it back to runway environment ( I tried less than 500 a few times, with dismal results) 650 feet AGL- 70% chance of making it back to RE 800 feet AGL - 100% chance of making it back to RE, and some of those times actually reasonably lined up with the reverse runway 1000 feet AGL - 100% made it back to runway, all lined up with reverse runway Of course as I practiced this, I got a lot better, as this is a near immediate nose down and steep turn, not comfy, acrobatic maneuver with a goal of maintaining an absolute airspeed at 90 knots during the maneuver, which may sound simple but it takes practice, and I probably could practice more and get these altitudes lower but this is where I am now. Still have yet to try this in my airplane at altitude but would like to do one day. So now as before I take off any runway, I always go through where will I be at 500-800 feet agl and options, and decide on my minimum turn around altitude for that runway (MTAA). Pre checking wind direction that will blow you toward the airport if possible, to decide on direction of turn etc. If its a large runway environment, can I turn back and land on any asphalt, my MTAA might be lower than 800, if short runway, or narrow runway environment, straight ahead or shallow turn to field might be the option until I am above 1,000 feet. Also the airports with very long runways (more than 10k feet long), or a very strong headwind, landing straight ahead on the runway might be best, raising gear to slow down faster on landing if needed if I'm about to go over the edge may be an option. Taking a few moments to consider these factors before each takeoff is something I have incorporated.

Well carp. This fire season looks worse then last year and will likely KO my plans for travel to Oregon this year. The fire smoke map I just found from NWCG and CAL Fire don't look good for flying as of today. Oregon Wildfire and Smoke Map | statesmanjournal.com Boogers.

I fly this area frequently during smoke season, and will be likely doing it again next week. Typically from Long Beach CA to S21 or nearby. Last year smoke was very bad in the valley. I was solid IMC in smoke at 10,000 mostly clear at 12,000, but at 14,000 completely clear. In south area it seems worse from north of Paso Robles to San Francisco, usually better along the coast. VFR flight would absolutely not be recommended. I like to do whatever it takes to get out and above the smoke as fast as possible under IFR clearance in case visibility goes away which can happen in an instant. IFR rating and currency essential, oxygen essential. I also like to keep extra fuel on legs, face masks on standby, but as someone mentioned above, I've never seen any smoke above around 13 k. On the way back, I stopped at an airport around an hour away that was reporting MVFR not as smoky to get that extra fuel reserve as the California valley was all solid IMC smoke. Asked for a circling airport departure to 10,000 feet, broke out of the smoke at around 9k and I was on my way. This years challenge will be to see if our dog will be able to wear his oxygen mask the entire trip, fingers crossed, doing test flight with him tomorrow. (his mask is apparently certified up to 25,000 feet, better than my cannulas!)

Hugely helpful as always Don, mine is coming up downloaded both!

Thanks @Microkit that makes it easier with more options for audio as the install instructions have com 3 listed. Getting there!

@Microkit, I am having a difficult time getting this device installed and getting expensive. Not as simple as described for a mechanic, to just plug in to an unused port without affecting something else in an advanced audio panel. Question, will this device plug into the cabin speakers instead of an audio channel? At this point, I don’t mind if it doesn’t play through my headset, and I might prefer that anyway, as I will have a fuse and switch.

Interesting theory but this problem is the same with digital, analog, and calibrated external gauges. I noticed it more when I got all digital as the yellow gets your attention by flashing. And all, I did re-verify. Price in all lycoming built engines is going up 13% this Friday 7/23/21

I'm updating this 3+ year old topic as I am hopeful that there may finally be an answer to this issue of Bravo decreasing oil pressure with altitude. After lots of research and hearing about many of us Bravo owners with the same issue and @tls pilot 's experience with his oil pressure with altitude decrease going away with a changeout to straight bodied tappets (thanks tls!) I located a Lycoming service bulletin (link) Lycoming Service Instruction 1011 which discusses and approves the straight bodied tappets over the new hyperbolic tappets for high time engines or engines with lower than expected oil pressures after installing the new hyperbolic tappets. After many inquiries and HUGE help from Kris at Lycoming, Lycoming now as of 5/2021 has a build available for making an engine with the original straight bodied spherical tappets. Thank you Kris!!! See below email. ------------------------------------------------------------- The initial plan that fits your need, is approving a build spec with the 588 tappets. It is in final engineering review/approval before being assigned an ENPL and continuing the process to be setup for distributors to order. We should know more in about a week or two. (This has just been done as of 5/2021) The second solution being worked for in-service engines, is upgrading the oil pump housing and impellers to those used on the 720's. What that means for owners is a far less invasive solution able to be installed in the field that will provide more oil pressure, increasd flow, and the ability to retain the hyperbolic tappets. This solution is a longer term project as a new part will be created specifically for the F1B5. To confirm this new build spec uses the 588 straight bodied tappets to aid in oil pressure margin. New ENPL-11197 Rebuild RENPL-11197 Overhaul HENPL-11197 Absolutely, you might note in your post the new ENPL number (11197) so they know to avoid the 9906 build spec. As you know by COB on the 23rd the price will be going up 13% so if there are any folks that are on the fence or thinking about making a change later this year that now is the time and will save them ~$9k better used for fuel. ----------------------------------------------------------------- I have ordered my FRM engine. as I am coming due for an overhaul TBO, and my replacement FRM engine will come with the 588 tappets. It will not be ready for a few months, but ill update here once done, but I am very hopeful that this will be a permanent fix to this issue as it has been quite some time (and a lot of wasted shop time and $$) to try to fix this issue. I am hopeful I look forward to being able to fly in the high flight levels without having to be at all concerned with low oil pressure.

Warren, Don, Hugely helpful! I would really like the Tyco circuit breaker/ combined switch type, that would be wonderful. @MicrokitWhat amperage is appropriate for your landing system? I was hoping that there was a recommended switch/circuit breaker but I guess that would make it more difficult to get approved as a minor alteration if the switch/ breaker also had to be approved. Looking at AC spruce, have to see if it can be installed in my aircraft. Im going in the next few days to see if @donkaye's suggestion will work, if I have any unused switches from upgrades, but I think I re tasked most if not all of my existing Mooney switches to other things, but Ill check. Thanks everyone. really helpful.

Thanks I sent another installer the above message and they're willing to do it. Will need the STC number ill PM you. For those of you who put a switch and a circuit breaker in (which I want as well) where did you get that from? Is there a switch and circuit breaker suggested by Microkit? If anyone has a link or company that sells a switch and circuit breaker suitable for this device, that would be helpful! Thanks everyone!

Ok I am having the hardest time getting my system installed. All of the mechanics I have spoken with look at the instructions and say they are unable as it connects to an audio channel and needs to be done by an avionics shop. ( already told to them what you said it about a non communicating channel to the outside world not requiring a avionics shop, but they won't go for that one) And the avionics shops say it will take a huge number of hours or needs to be purchased by them in order for them to install. I was going to see if a mechanic can install it but not connect it to the audio, then hire an avionics shop to connect it, but im guessing they wont sign off on a device they didn't install. Oy!

Now that’s the first time I’ve ever heard anyone complain about our Mooneys being too fast! I have speed brakes, but landing gear are much more effective in slowing down than speed brakes are. They also help stabilize the airplane in turbulence. Add flaps in a descent and you have a very controlled descent airspeed. If I know I’m about to get a huge descent (as I often do around my airport being around a class bravo shelf I.e. vectored abeam airport at 8,000 feet agl!)I slow down gradually well before then, being ahead of the airplane with power below gear speed, drop gear, then when I get the descent, I’m ready. Sure speed brakes help do this faster but I can do it with gear and power without much difficulty planning ahead.

That is hugely helpful thank you! Especially the part that I don't need an avionics shop to do this. Thank you very much! Ill try to find an A&P in Southern California that's not too busy to do this one. Thanks again

I wouldn't trade my Mooney for Three Cirrusses.. (or is that Cirri?)

I wouldn't worry too much about what equipment you must have as a buy/ no buy decision maker, you're going to put a bunch of things in no doubt. The only thing you should think about pre-buy is FIKI vs Non FIKI. I personally don't have FIKI, I would just prefer to stay grounded in icing conditions as my missions are not that crucial. But if you need to be in that, its easier to buy an airplane already equipped with FIKI and then add other gadgets, than to upgrade a Non FIKI airplane into one that is.

+1 on attending at least one Hypoxia chamber class for anyone who flies above 10k. Hugely helpful to get to know your own symptoms of hypoxia. (They are very different for everyone) I can now recognize my early symptoms which can easily occur (kinked hose, temperature change, flow change) during flight and know I need to check my O2 saturation level when I get any one of my symptoms. Glad you're pursuing getting a chamber at the Summit Mike.

I just posted about this, but here is a more appropriate place. I tried and practiced the impossible turn in a simulator (one of the full motion redbird ones), and was VERY educational. It is an uncomfortable, acrobatic maneuver that has to be done essentially immediately on noticing engine failure at low altitude. When I first practiced this maneuver, I was able to successfully get back to the runway environment in the sim 50% of the time at 500 feet, all of the time at 800 feet, and around 70% of the time at 600-800 feet. I got better as I practiced more. Note I said runway environment not the actual lined up for the reverse runway, as if I can land normally anywhere on the flat airport/ grass/ taxiway in this emergency, that's something you have a better chance of walking away from. Note that this is a sim and I knew it was coming so I didn't spend any time going "WT..." which is a factor. But I think it is a good idea to practice so you know your limitations in case this ever happens.

Great! If you get one you'll love it. When I was transitioning from rental to owning an airplane I thought about buying an arrow or an archer which I had lots of time in, but realized I would outgrow that in around 1 year. I have not outgrown my Bravo yet and I don't think I ever will. (okok. unless they develop a pressurized Bravo one.. maybe On a side note, I was once flying at around 18,000 feet at 230+ knots and ATC kept referring to me as King Air 0RA, I corrected him and told him I'm Mooney RA, he replied "You're in a Mooney?" (He said in a tone that sounded like, yeah right you can't go that high or fast in a Mooney, you must be in a twin) I answered yes and chuckled for quite some time.

All sorts of ways to do this, and there probably isn't only one answer. I pull my gear up when I know I cant make a normal landing with wheels down. For example if I have 100 feet of runway left and engine quits, I would rather land gear up to decrease the chance of over-running the runway into traffic or whatever lies beyond. (Pertinent for me as I fly out of busy airports surrounded by cars) As for the impossible turn, that's a whole other topic. I tried it in a simulator, and was highly educational. It is an uncomfortable, acrobatic maneuver that has to be done essentially immediately on noticing engine failure at low altitude. When I first practiced this maneuver, I was able to successfully get back to the runway environment in the sim 50% of the time at 500 feet, all of the time at 800 feet, and around 70% of the time at 600-800 feet. I got better as I practiced more. Note I said runway environment not the actual lined up for the reverse runway, as if I can land normally anywhere on the flat airport/ grass/ taxiway in this emergency, that's something you have a better chance of walking away from. Note that this is a sim and I knew it was coming so I didn't spend any time going "WT..." which is a factor. But I think it is a good idea to practice so you know your limitations in case this ever happens.

From your described mission profile, you should seriously think about an M20M (Bravo). You will have density altitude restrictions on buying a non turbo airplane flying into and out of high elevation airports. On a long distance flight, you can fly as high as 25,000 feet with oxygen to take advantage of tailwinds and exceed 250 knot ground speeds. This would get you the speed for time to do business travel, and flexibility to get above obstacles and sometimes weather without issues. The tradeoff cost is fuel. A Bravo is not very fuel efficient burning about 17-18 gph in cruise, whereas a J is the most fuel efficient Mooney out there. An acclaim will do the same thing and a few knots faster than a Bravo, but the cost is much more than a typical M, as you can get a great M for under $200k, whereas a similar Acclaim would be $450k and up. Proficiency would be a big determining factor though. Would highly recommend getting a Mooney Specific flight instructor to do your transition training which is crucial if you want to fly any of these models. Good luck!

Excellent. Ill see what they say. I actually asked my mechanic who said since it hooked into the audio system it would have to be installed by an avionics shop (I bet that's just him being too busy) but ill forward your comments to the avioncs shop thanks! Sounds like this is something that a mechanic or an avionics shop could do based on your excellent description of the process.

Awesome thanks Don, I’ll shop around. That’s more like it for a $1,000 part

Hugely helpful. I got a labor quote of 32 hours for install which seemed high to me. Do you have a mooney this was installed in?