Robert C.

Hmm...the original POH cites (cited?) the EI Tac as required and the G1000 Tac as advisory, or do I misremember? My G1000 Tach currently fluctuates between 0 and overspeed when I get above 3000ft and/or get close to cruise speed. Loose connections from the magneto it seems. Happily I have the EI Tach so I just periodically get the cowl of and reseat/jiggle/adjust the wires and I'm back in business (will hopefully get more permanently fixed at the next annual).

Spent 7 years in them (not current though)

ditto If I burn ~15-16 gph I'll see low 180s KTAS, not sure I've ever seen 190, but will admit I never tried either.

They tested both.

@YettiNot necessarily. Mike is referring to the same airspeed (or AOA) but having a higher ground speed due to the higher density altitude and with that comes longer rollout and braking distance. @Mike: what I have noticed most this summer is that it has been breezier and more gusty where I've been flying. I end up carrying a bit more airspeed than I should. However, I haven't really noticed the factors you mention that much. Could the heat over the runway make for more float?

FYI: Scott Dennstaedt is organizing 2 more live seminars. I imagine that for the 1st one we'll all be either at the Mooney Summit or the Mooney Homecoming...but who knows about the late Oct one https://www.beechtalk.com/forums/viewtopic.php?f=42&t=140885 Robert

Maybe the new NXi has it, but I don't think you can get it with the original G1000 software or the new version that comes with the WAAS Upgrade SB. At least I haven't heard any mention of it.

Cool! I enjoy Osaka almost as much as Kyoto. Remember staying in a hotel in Osaka which had an English country church (small one) imported and rebuilt inside the hotel for weddings. They also had a small art gallery with Renoir and Monet paintings. Amazing place. Amazing country.

Cool, you have real eagle eyes to spot that. Big movie studios near Elstree (many Bond films were made there) which may explain how they ended up there for that shot.

just saw this entry for CYBW Calgary/Springbank Airport Name Calgary/Springbank Airport Region Prairie Region District Calgary Languages English Contact Us Local Address: 175 MacLaurin Dr. Calgary AB T3Z 3S4 Services Air Airport of Entry/CANPASS (AOE/CAN) CANPASS services are offered during normal hours of operation of the airport. AOE/15 services may also be provided to unscheduled general aviation flights only (Canpass & Non-Canpass) between the hours of 09:00 to 21:00 weekly.

I haven't checked in a while but seem to recall that Lethbridge is a port of entry. CYBW is ofc much more convenient if you go straight to Banff. I'd check and see if you can't get Canpass in time. GL, and let us know how it goes. I have a cousin in Calgary that I intend to visit some day on my way to my daughter in B.C.

Danbury?

Thanks guys, I'll look for a good day to refly the profile and confirm it before discussing it with my A&P.

ditto and ditto Robert

The other day I flew my first "GAMI Spread Test" flight and found a spread of 1gph. I probably should fly the pattern again to make sure I didn't mess it up, but if it is 1 gph is that wide/large enough to think about doing something? (stock injectors TCM IO-550G) Robert

Hi Sam, Your student may want to check out www.mooneyflyer.com which has a listing of Mooney specific instructors by State. In NJ there is Parvez Dara, daraparvez@gmail.com, 732-240-4004. I flew with Parvez at the Chattanooga PPP earlier this month and would happily recommend him (and the PPP programs) to anyone wanting to get to know their Mooney better. Robert

LOL, lying awake rethinking this. I'm back to the Bernouilli explanation being wrong. If Bernouilli was the only reason then aircraft couldn't fly inverted and symmetrical airfoils wouldn't produce lift. As Hank said, the AoA must be (main part of) the answer. Robert

Okay, I'm back to Bernouilli being right. I don't get why the downward directed airflow creates a force component that works on the wing. So why would Bernouilli work? Atmospheric pressure above and below the wing are for all practical purposes identical. So you can think of there being hard floors above and below the wing, think of it as the wing operating in a wind tunnel. The roof and floor in effect are the stack of air molecules that create the air pressure we know and love in the real world. As the wing moves forward (air blows through the wind tunnel) the air has less space above the wing (distance to the roof) than below the wing (to the floor). hence the air above the wing has to move faster than the air below the wing (same pressure from the front - same number of air molecules - has to go through a smaller space above than below). As the air moves faster the pressure drops and lift is created. what am i missing?

Great video and explanation. I never found the Bernoulli effect intuitive as it applied to wings. But as a High School glider pilot I just accepted what my instructor told me even when it didn't seem clear why those particles of air had to meet up after their trip over/below the wing. Then I got to engineering school and learned that Bernouilli's "law" or "principle" actually states that a change in speed leads to a change in pressure. Also, as the video authors note, the principle specifically is referencing a single flow line. What makes it so confusing is that the air flowing over the airfoil will be faster than that flowing below. So the formula actually works in that it correctly predicts lower pressure above than below the wing. However, Bernouilli's law does not attribute causality to the shape of the airfoil. Being a civil, rather than aeronautical, engineer by training, I never gave much thought to Newton's 3rd law as the correct explanation. Look forward to a proper aeronautical engineer weighing in Robert

Sounds like good, sound, conservative ADM. It's probably just me but I would have gone for the new runaway so I wouldn't have to worry about the X-wind on top of everything else. Do you know from the logs how many hrs since the last magneto inspection? The IO-550 / Ovation calls for 500hr inspections as I recall, but developing problems can and should be found at the annual as well.

search is your friend, there are a number of posts on the 345R and WAAS upgrade with names of shops and prices quoted. Admittedly, some of those posts are several pages long

Welcome to the club Lotso ! Hope to see you at a get-together or MAPA PPP some day. Where are you based?

LOL, you beat me to it. Just saw the post and was going to respond. There have been several similar incidents like this reported here on Mooneyspace (including one by me). Chafed wires through the yoke was the problem. So you were right to check the wires With that failure mode what'll happen is that when the yoke is moved the chafing wires cause the fault. So when trouble shooting on the ground you don't move the yoke like you're flying when playing with the trim and you can't replicate. My AP remembered this problem from a Piper he worked on many years ago and he was right!

Interesting...according to Flying Magazine the Piper M600 will do about 275 kts at that fuel flow (max cruise...it drinks 39gph at economy cruise). Priced around $3 million with the popular options which I think is close to the Cirrus Jet price?

Then comment/report fees on the AOPA Website