mike_elliott

On paper, this is designed to be the best Summit yet. Rick has worked tirelessly to really put a pro event together. When it happens, it will truly be a "dont miss" event. Save a few vacation days and take off work to attend. Those that have prioritized it in the past have been glad they did. Thanks Rick for your diligence and tenacity in this organization.

One of my Ovation clients does this. He will spend a full 4 days on the plane doing paint correction first. While his time might not be worth as much as a heart surgeon's, a couple hundred in material and 4 days of time generally warrant about 2500, remembering that his net is not your gross. The results are stunning

We started a 501c3 and a charitable foundation to support downed Mooney pilot's families after one such member, Bill Gilliland. His legacy lives thru the generosity of the Mooney family to help those less fortunate of us. RIP Bill. www.mooneysummit.com iwannadonate@mooneysummit.com

As in most designs, there is a compromise that has to be made. It is my understanding smaller cowl inlets were considered, but as Dan suggests, would impact cooling in the high teens/FL's and the 120KIAS Climbs to the FL that warranted the large openings. Kevin Hawley can opine further, I think he lurks here on occasion. Those with Ovations will note the higher #5 CHTs they have on climb and the smaller openings.

Dan, your plane would be faster too if not for the FIKI and you flying it with your foot on the left rudder all the time, making it dog walk thru the sky

well, there is that. It does seem that we lead from behind here.

One of these days, Garmin will have the GNS 7000 that is tied to a neural network and using AI, evaluates your flight profiles in real time. Your license and your rates will be determined on how you slap around your aluminum mistress, what kind of situations and weather you expose her and yourself to, etc. Think Im kidding? look for it in Auto insurance in the near future. In fact, look for AI to become a very large player in our future lives. The good thing is it wont penalize us old farts just because we are old and "thats the way we have always done it" actuarial policy. It will hammer the anti authority types and possibly ban you from tweeting about it. Then, it will be on to autonomous flight.....

Alex, this is something I typically do with clients on Flight reviews. Go up to a safe altitude say 4500' on a cardinal heading, climbing at Vy, upon reaching the altitude, chop power, count to 5..this is your brain trying to process you just lost an engine. Say to yourself "this belongs to the insurance company", Now 45deg bank into the wind and pitch for best glide at your weight. If you don't know might I suggest using 95 kts. After you turn 180 deg, continue straight ahead for about 3 sec then 45 the opposite direction for 90 deg. This simulates a base to final turn. Upon reaching the completion of the 45, roll out to level and note the altitude. If your good, it will be less than 800' in a Bravo. but in real life, your use of 1K feet is good. Meanwhile, while doing this maneuver, simulate changing the 3 things that make an engine run. GAS, AIR and SPARK. dont try to figure out which in a real situation as figuring takes precious time. Just start changing them all, hopefully she will breath fire again. start with boost pump, then change fuel tank, then add alt air, then change mags up. You can practice this on the ground in the hangar with the engine off, develop a flow and muscle memory. Prior to launching at any airport, figure out what your plan is if you have an engine out in the kill zone (below 1K feet AGL) Where will you land? After 1K you have more options, can lower the nose to cruise climb 120kts and start breathing again. Just like the Cirrus guys, develop a habit of "turnback active" when doing your 1K AGL checklist (don't have one? get one together,,,you know, things like double check flaps up, landing light off, cruise climb settings etc)

yep, here they come Dan, I only cheat in racing :), not chest pounding. This plane probably had about 12 hrs on it when this pic was taken. People are told not to believe their eyes nowdays, so I'll refer you to lee Drumheller as my witness. This plane lives in Florida now so it probably has slowed down about 30 kts from corrosion if it is even still airworthy They are all hand made and some are just a bit straighter than others. 31-0001 is also stupid fast, but it had 10 years of test pilot tweaking done on it, 33-0012 just flat fell off the line hot, was painted by plane schemers in Gadsen and that paint job was impressive from a laminar flow prospective. It also was very light when it was re-weighed after we took it to KERV from paint. I dont know where Jonathon got the ultra light weight paint, but Stacey weighed it and just shook his head.....something like a 9 lb gain over naked.

Nope, 29" 2400 Like I say, it is the fastest one, about 8 kts faster than N711PP Ray. I KNEW there would be some pushback, unfortunately, I dont have a pic of MFD, but suffice it to say, I dont run a clients plane at 33" except during the first 1K of altitude. You know that, we talked about it But dont take my word for it, call up Troy Harrell former owner or better yet, Lee Drumheller. Lee was in the right seat when this was taken!

Close guess, 31-0001 was the development plane for the Acclaim, known as "captain Mikey's plane". It was tweaked as well as it could be. Here is a before and after pic, and a shot of N218TA's speed for those whos BS detectors are mis calibrated

It depends on the particular plane. Handling not all that different. Speed, the fastest Ultra I have been in was 33-0012, the fastest type S was 31-0001. They also were both about the same TAS and fuel flow. Anyone want to care to guess why 31-0001 is so fast? There were a few aero tweaks to the Ultra's which should make them inherently a bit more efficient. Personally, the extra door is nice. Both are larger and the ability to get out quickly from the pilots' side just may save a life sometime. They are a bit tricky to get adjusted to close correctly when new, and perhaps this would have been a non issue for the factory if they were carbon fiber vs fiberglass. Once they are dialed in, they are great. And while im dinging the new Ultra, a qwerty keyboard would have been a nicer touch if Garmin offered one. While I think it is great to be able to plunk in freq's etc from the keyboard vs twisting a knob or having to have an IPAD to flightstream things, I still find I hunt a bit on the keyboard as is, while a qwerty would have been natural. The seats are much more comfortable for longer hauls like KPIE to T82 than their older sibs, but stops in KNEW for some Lagniappe also helps cure any fatigue And if they would have put a trim switch on the right side, thats where I would fly it from when flying solo, simply because my muscle memory of thingamajigs are better on that side right now, not owning my own

I met the new owner at St. Petersburg airport in Clearwater after this Ultra, SN 33-0006 was flown from Switzerland the day before. This was one of the few Ultras I have not flown or trained the owner in as of now, and honestly didn't think I would get to set foot in this one until I found out it was coming back to the States. Being from California, the new owner was short on real weather IFR and training and this was high on his list to get accomplished. Summer rainy season here in the tropics didnt disappoint. We got in an number of approaches at Brooksville and St. Pete, along with enough landings that he was very comfortable in xwind and normal conditions. After 3 days here, we headed to his new to him home in Texas, where he now bases the plane in Fredricksburg. His energy management and ability to stay ahead of the plane allowed for a lot of time to be spent on systems when ceilings or thunderstorms kept us out of the air, which being new to the NXI, was required anyway. Fortunately, Sheltair had a GPU at our disposal for just such work. Once in Texas, we had planned to spend the morning doing a few more approaches into KERV, his bad condition alternate, and some more at T82, but a 25G35 90 deg xwind won out and he correctly decided it is better to just sit that morning out before taking me to Austin for my return flight home where I had commitments the next day. I did recommend he get with Don, myself and Kevin Kammer often, while his skillset is fine, his goal is to stay competent not just current. I am glad he spent some time with Don and Don got to fly in his great plane! I am sure he was as good with you as he was with me, Don. His attitude and ADM made it a pleasure to spend time with him and now call him friend. Answer to a question 14.6 GPH 182 TAS at 10K 30 LOP, and this one is FIKI, If we wanted to burn 23 push over 29" and go up high, It would probably do upwards of 225 to 230, as thats what the other FIKI birds will do. Dan, what have you got out of yours?

I wish I could change up the hyperlink stuff. We use square space and it is not one of the things they give me control over, unfortunately. I'll try to be more deliberate in hyperlinking to clarify, missing it was easy for sure

..ahhh....nevermind...

I just made it a bit more obvious, it now says Click Here for Mooney Summit VIII Tentative Agenda

If Mooney wasnt able to make the Acclaim profitably for 800K, and you took 50K out to put in a less expensive IO390 and 50K out to put in less expensive Garmin toys and 10K out to cheapen it up on the inside and 20K out to leave it bare aluminum, Would you buy an underpowered Ovation for 650K that has 0 time engine and needs paint? Would Mooney want to start losing money making them in this configuration?

Aerox has donated a 4 place system to the Mooney Summit's silent auction this year. Here is your chance to pick one up AND support our charity to aid downed Mooney Pilot's families. Insure you win it, simply bid list like you would pay at Spruce, sportys etc. and know that the moneys you spend will go to a great cause.

FIKI and AC?

Shameless plug mode = ON Scott with Aerox will be a Mooney owner in the near future, and is a kind sponsor this year of the Mooney Summit. Reach out to him for your O needs, great guy! Highly recommend supporting those who support the Mooney community https://www.aerox.com/ Shameless plug mode = off

If this is N688MD, I have trained a couple of the previous owners of this plane, it also was owned by a list member who wanted to buy it back after it was sold. This is a well cared for plane owned currently by a stand up guy. It would be on the top of a very short list of planes i would own.

I have had a 256 roll over in the soup on AP with me before, thankfully an Aspen provided conflicting info and verification said the aspen was correct, so I disengaged immediately before a really really bad thing happened. Train often for fine swiss watch failures. These are not new devices that are being relied upon. This particular plane did not have an Aspen digital to analog e100 driving the K(r)AP 150, but instead still relied on attitude info from the fine swiss watch KI256

Peter put out another Utube, he's making a yard ornament out of the Raptor and going to design another using electric fans

The guy that fixes a lot of them gave you the fix..grab that sucker and pull on it to unbend the arm. Failing that, send it to Don and he will fix it for you and a for a few bitcoin

It is my understanding Mooney currently isnt staffed to handle direct to end user parts sales and inquiries. The have a few people wearing many many hats each whos time must be allocated to the jobs they have. Part of being a Mooney Service center involves part acquisition for the end users and handling parts sales, and making your inquiry thru one of them might prove to be fruitful. Steve Rue now at Don Maxwell used to handle the factory to service center parts and I am sure can help you out. Laura at SWTA can get you info as well as Tamar at AGL and Eric at Oasis