Hondo

Agree. http://www.onaircraft.com/the-planes/the-silver-eagle/ Eleven available on controller. http://www.controller.com/list/list.aspx?ETID=1&catid=8&Manu=CESSNA&Mdltxt=P210+SILVER+EAGLE&mdlx=exact&setype=1 What do they cost to maintain and insure?

Headed east at 11000, 155 on IFR plan, center called and said unidentified traffic at your altitude headed toward you, would you like higher. I said, “It is clear, where is he?” At your 11 o’clock 4 miles. I saw him about 15 seconds later, 2 miles away headed directly at me. I waited to see if he would turn. At 1 mile he turned slightly right and passed behind me 10 seconds later. A white Belanca Viking, at 11000 headed west at about 170 knots talking to no one. It can be hard to see a plane headed directly at you, even if you know where to look. As previously said, one that will get you is the one that overruns you. Those poor guys in that Cessna that were hit from behind by that F16, never had a chance. Apparently, the F16 was on an approach talking to ATC. Looking forward to the Appareo transponder, Stratus 2S and Foreflight combination.

As Byron said, unavoidable exposure to ozone, UV light and oxygen will cause tires to deteriorate. http://car-storage.com/article/tire-dry-rot/ Tire life normally ranges from 6 to 10 years, with shorter life in hot climates. Tips on how to clean and protect tires. http://www.coolridesonline.net/news-blog/how-to-maintenance-tips/how-to-clean-and-protect-your-tires/ Anyone tried 303 Protectant?

FWIW Mike Busch recommends 10-15% overinflation. I’ve used Michelin airstop tubes and Condor tires for years with no problems. Nitrogen http://www.getnitrogen.org/sub.php?view=getTheFacts&subpage=betterthanair

Exactly! Having an abort point in mind is a good idea whether the runway has a 1/2 sign, runway remaining signs or no signs. I am assuming no one would attempt to fly unless they thought they had sufficient margin to safely takeoff and clear surrounding obstacles.

Some pointers for mountain flying. http://www.mountainflying.com/pages/mountain-flying/rule_of_thumb.html Decrease weight. For the Ovation at 3368, 3100 and 2700 pounds the takeoff speeds are 67, 64 and 60 KIAS respectively. Going from 3368 to 2700 pounds will reduce takeoff roll by ~ 40%. Wally Moran talks about the effects of runway slope and wind. http://www.pilotworkshop.com/tips/downslope_runway_performance.htm After you have lightened the load, inflated the tires, run the numbers and leaned for best power, would you know when to abort if performance is not as expected? If the airport has a “1/2” sign and you haven’t attained 70% of your takeoff speed when you reach it, you should abort (AIM Fig 7-5-1).

aaronk25, Could be. http://11hc.44rf.com/manuals/engine-prop/lycoming/aerosportspower-library/360_series_ops_manual/sec_3a-operating-instructions.pdf See page 3-7 With an IO-360-A3B6D 25TDC timing, I cruise at 30 LOP.

Jack Norris, aeronautical engineer, technical director for the Voyager, wrote a great book, The Logic of Flight the Thinking Man’s Way to Fly. http://propellersexplained.com/ Jack goes to great lengths to make it easy for the layman to understand. David Rogers, aeronautical engineer and ATP provides a simple rule of thumb for propeller efficiency at altitude. http://www.nar-associates.com/technical-flying/propeller/cruise_propeller_efficiency_screen.pdf LOP operation has been discussed a lot here, but brake specific fuel consumption is at a minimum about 35 degrees F LOP. Flying there could save you a fuel stop and reduce your total trip time.

Deakin explains exhaust valve failure. http://www.avweb.com/news/pelican/182155-1.html He says poor valve seat to valve fit became problematic for Continental engines after 1991. The key elements in good valve cooling are: 1. Good valve face to valve seat contact (it needs to be nearly perfect); and 2. Good valve stem to valve guide fit; and 3. Cool cylinder head temperatures. These VASTLY outweigh the effect of EGT. Deakin flatly asserts that virtually all valve problems originate with the factory or the overhaul shop. Evidently, Monti Barrett agrees. Barrett Precision Engines uses Serdi to get a precise valve seat to valve fit. http://www.autoheadperformance.com/main/page_our_shop_serdi_seat_cutter.html

Most probable causes of burnt valves are: Irregular valve sealing with cylinder head valve seat. Carbon residues generated by incomplete combustion (rich mixture) will appear at the seat region and will jeopardize the sealing between the valve and its seat This allows combustion gases to escape past the valve concentrated at only one point Incorrect valve clearance can jeopardize the valve sealing and also cause this type of failure Not likely. Carbon buildup is much more likely running ROP than LOP. The EGT is the same at 50 ROP as at 50 LOP. Running LOP will completely burn the fuel without leaving carbon behind to compromise the exhaust valve seal and CHTs will be 30+ degrees cooler. Running LOP at cruise power settings (65% - 55%) will reduce the likelihood of exhaust valve failure, the engine will run cleaner, cooler and more efficiently. Deakin and Busch like it for good reasons.

Read Martha King’s ‘When not to talk to ATC’ in the April issue of FLYING magazine.

CHTs below 300°F cause lead fouling. To prevent lead fouling, avgas contains a "lead scavenging agent" called ethylene dibromide, which dissolves excess lead and passes it out the exhaust pipe. However, ethylene dibromide doesn't work effectively unless combustion temperatures are fairly high. That's why lead fouling problems tend to emerge when CHTs are below about 300°F. If possible, the 325 to 375 range works well. That's hot enough for effective lead scavenging and cool enough to keep the cylinder heads and valve guides happy. Advice from Shell. http://www.shell.com/global/products-services/solutions-for-businesses/aviation/aeroshell/knowledge-centre/technical-talk/techart18-30071600.html

Trivia... Ever wonder why the B36 was built? It was built to carry the Mark-17, an 11 megaton hydrogen bomb, which was 25' long, 5' in diameter and weighed 41,000 pounds. The B36 was the only airplane that could carry it. http://en.wikipedia.org/wiki/Mark_17_nuclear_bomb

Jim Price recommends the ACR 2881 or 2880 PLB in the Nov Mooney Flyer. http://www.themooneyflyer.com/ Aircraft Spruce https://www.aircraftspruce.com/search/search.php?s=ACR%20PLB Why pay unnecessary installation costs?

Jaki, Don't know whether this will help, but this is how I bought mine. Hadn't flown in a long time. After checking Trade-A-Plane for about six months, I finally found one. Two guys in Maryland owned it. They seemed like good guys. After getting a MSC recommendation from Dugosh, I offered to pay for the prebuy if one would fly it to the MSC in Ohio. He flew it to the MSC in low IFR. When I talked to the MSC, he told me he would like to buy it if I didn't. Sounded good. Next, I had to pay for it and get it home to Texas. Frank offered to fly me home and I bought him a return ticket. That was great. I got to watch and quiz him for about nine hours. I paid cash and we went over the paperwork together. In retrospect, I think I was lucky that they were indeed good guys. If I had to do it again, I would probably use an escrow service. Good luck.

Bendix King KSN-770 http://ksn.app.bendixking.com/training/

Like McClure said, my biggest fear is also a take off power failure and fire. A friend with over 20,000 hours and multiple jet type ratings, lost power on takeoff at less than 300'. The only field available wasn't good enough. The Mooney fuel tanks ruptured and exploded on contact. marks mentioned the death turnback. Here is an article about the impossible turn. http://jeremy.zawodny.com/flying/turnback.pdf With no good options in front, how much altitude would you require to consider turning back? Looks like landing in water may be a better option due to fire risk, unless there is a good spot on land. Thanks for the no flap tip.

I once killed a cylinder by taxing too rich. Back at the hangar, checked the plugs (carbon), cleaned and reinstalled them. Taxied back with mixture out 1" and the run up was normal. Rich for takeoff with no problems since (>600 hours). A mixture rich enough to foul a plug will show up on the engine monitor as an EGT reading dropping well below the other cylinders, which tells you that the fire is about to go out.

Call 830-370-0019 or home 558-9441, ask for Leo A&P IA with 30+ years experience on Mooneys.

Bob, According to the first question in the Q&A, it does, but I would verify that with Garmin.

If you have a Garmin WAAS GPS, does it make sense to wait for the KT74? The KT74 was made by Trig. Garmin was founded by engineers who left Bendix King. The KT74 costs 1500 to 2000 less than the GTX330ES, but the GTX is available now, provides traffic to the 430W/530W or the GTN650/750, has OAT, timers, alerts, communicates with other Garmin products like the 496/696 and compatibility is not an issue. Features: https://www.aircraftspruce.com/catalog/avpages/garmingtx330es.php Q&A https://www.aircraftspruce.com/catalog/avpages/garmingtx330es.php. The last time I 'saved' money I ended up with an orphaned product.

I flew for years without knowing enough about engine management or how fast to fly approaches. After finally finding my AP supplement on the internet, I was surprised to find I had been flying approaches 20 knots faster than the AP supplement specified. Guess that experience is useful if ATC pushes you. These numbers work for me. Takeoff 2700 WOT 1000 AGL 2600 transition to cruise climb, when MP drops to 26 lean till smooth Cruise 2400 WOT LOP (a religious issue) Descent 2400 and 19 Approach level 2400 and 17 ~120 knots 1-2 NM from FAF 2400 and 15 100-110 knots (about the same as VFR downwind with gear up) Gear...................................DOWN .5 from FAF or one dot below GS Non precision ......... At FAF Time, turn, twist, throttle, talk MDA level.................20/2400, .90 knots MDA descent...........15/2400, 80 -90 knots Boost pump......................ON Prop.................................FORWARD Flaps................................Half, Full flaps optional with runway in sight GUMP..............................Check Threshold flaps H/F.........70/65 Dropping the gear will normally put you on the GS at 80 - 90 knots.

PTK said "For hot start: Throttle is at ~1000RPM or so from last shutdown and mixture is ICO. I don't touch anything. Simply turn the key. When she fires, which is typically in a couple blades, in comes mixture helping her smooth out. Don't need full mixture. Just enough to smooth her out. Again use your judgment as to how hot is hot and apply some variation either way." Agree. I should have said Richer instead of Rich in my cookbook. Pushing the mixture in requires a little feel to get it running smoothly. Too rich a mixture can kill it, especially at high DA.

Check the Century 41 AP POH supplement http://www.mooney.com/wp-content/uploads/2014/03/century_41.pdf see page 13. One of them is probably the pitch synch switch. As for the second switch or button, normally the go around switch is on the panel. If yours isn't, it may be the GA switch.

Here is what Rod Machado said about logging an IFR approach. QUESTION #4 Hi Rod, I have a question about logging IFR time and approaches. I'm on an IFR flight plan and part of it in true IMC (instrument meteorological conditions). I break out at 4,000 feet in VMC (visual meteorological conditions) flew the ILS approach in VMC conditions. Is that a loggable approach for instrument currency? Thanks, Terrance ANSWER #4 Greetings Terrance : In the May-June 1982 issue of Flight Forum , the FAA said, "...In order to log approaches toward IFR currency, the approaches must be carried at least through the so-called critical elements. This could include conducting the approach to a landing, to the minimum altitude and\or missed approach point, or through the approved missed approach procedure." In regard to breaking out from IMC to VMC on the approach, here's what the FAA had to say in their July-August 1990 issue of Flight Forum . "...Once you have been cleared for and have initiated an instrument approach in IMC, you may log that approach for instrument currency, regardless of the altitude at which you break out of the clouds. When doing a simulated IFR approach you should fly the prescribed instrument approach procedure to DH or MDA to maximize the training benefit." Since you didn't begin your approach in IMC, you can't log that approach towards meeting the instrument currency (recent flight experience) requirements.