gsxrpilot

You'll LOVE the EDM-900. We're already flying the most efficient four-place airframe ever certified. A good engine monitor will ensure you get the most efficiency out of the engine as well. It's a match that can't be beat.

Someone will be along shortly with an opinion on that speed. But what we don't know is how much power you were making because we don't know where you were in relation to Peak EGT. The number 1300° EGT doesn't say anything. We'd need to know where that number is in relation to Peak EGT. Do you have the factory single EGT probe, or do you have an engine monitor with 4 EGT probes?

I'd post data from my flight to Oshkosh, but that would just be mean. And besides, it's a turbo so not apples to apples. Can you download the data from your UBG-16? Does it have FF on it? If so, you can upload it to SavvyAnalysis and share the link. The collective here can dissect the data and tell you how it compares to the rest of the cohort.

The Caravan won't fly again until Oshkosh 2020. Clinics aren't scheduled until Feb 2020. Those of us who fly formation will continue to do so. There were several groups of "Caravan" pilots who left Oshkosh in flights of 2, 3 or even 4 planes in formation. I have no doubt that this matter will be concluded and appropriate adjustments made whether policy, procedure, training, or whatever is appropriate, before the Clinics start up in Feb 2020. While the legal, financial, issues are complex the flying issues are simple. I will likely be flying formation with other Caravan pilots here in Denver in the next few weeks and have no reservations doing so. As pilots, we take risks that others might see as foolish, every time we take off. But evidently we all agree the benefits outweigh the risk. I personally feel the same way about formation flying. I know how it has positively effected my flying skills. I also realize the benefits of mutual support during cross country flights in formation. Add to that the enjoyment, and for me, the benefits of formation flying greatly outweigh the risks. And just like as pilots we recognize the risk of flying is not nearly as significant as the non-flying public might imagine, the risk of formation flying is significantly less than what pilots without formation training, might imagine. I'm not trying to push formation flying on anyone. But I would encourage pilots to withhold judgement until taking the opportunity to participate in a proper controlled formation training environment. Many of you like to drive performance cars. And as much as I enjoy driving my BMW on the street, in the mountains, and generally all the time. There is something extra fun about taking it to the track. In that very controlled environment, I can learn to become a better driver, explore the edges of performance, etc. all in a safe environment. And while we generally wear helmets when at track days, it is very unlikely that a car will even get damaged during a track day, much less likely anyone will get injured. In fact, many of us would believe the most dangerous part of track day, is the drive to and from the track. Formation flying for me is a similar type environment and situation. It's not a perfect analogy, but it works for me. And now the standard @carusoam disclaimer... *My comments here are my personal observations and opinions and in no way reflect nor should be interpreted as the official position of the Mooney Caravan.

I’m in full agreement with that fuel situation. Better to have it all in one tank rather than split between two tanks.

I like having my EDM900 on the left side within easy view.

As soon as I can speak without jeopardizing insurance claims or affecting enforcement action, I will. Until then, I don't care how badly you'd like to know. Secondly, formation flying is not something one can learn from a forum like this, and likewise the details, cause, mitigation, etc, won't make nearly as much sense in a forum like this as they will discussed as part of a proper formation training clinic. So for those who really care enough to need to know, sign up for a Caravan formation clinic in the spring and learn the details. You're in no way obligated to fly with the Caravan, or to even fly formation. But chances are, you'll be impressed with the seriousness, professionalism, and safety culture promoted by the Caravan regarding formation flying. And for many, just like me, it's become one of my very favorite activities to do with my airplane. Many of us log upwards of 50 hours per year flying formation just because we enjoy it. And for my friends and I, it has easily replaced the $100 hamburger as our favorite good weather weekend flying activity. Finally, for the truly brave, or foolhardy, my right seat is always available for anyone who'd like to go up and see what it's all about.

The engine monitor you want in your M20F is the EDM900. The 930 just takes up extra panel real estate. To get the same full Primary replacement of all engine gauges, you'd have to install two EI instruments, the CGR30P and CGR30C. But the EDM900 puts all that in a single Primary gauge. While it's true that EI has wonderful customer support, JPI is still acceptable. And I'd rather only have to buy, install, and maintain one instrument to replace ALL factory engine instruments rather than two.

Who did the pre-buy? I would start by having a talk with that person.

Mooney International is a sponsor of the Mooney Caravan and in fact our largest sponsor by $$ contributed. We really appreciate their support each year. While they don't sponsor a particular event, like the BBQ, they do sponsor the Caravan as a whole. *The annual BBQ is paid for by tickets sold to those attending. There were some complaints this year that we were charging some people, when in actuality, everyone including Caravan participants had to purchase a ticket for the BBQ.

Your point is well made. And while I agree with the Caravan leadership, that MooneySpace and other online forums are not the place to hash out what happened, there has already been and will continue to be a strong response to this incident. This incident is properly discussed and will be better understood within the context of the proper procedures of formation flying. And within that context... Every pilot who flies with the Caravan is always required to qualify or re-qualify within the calendar year of the Caravan. In other words, even if all 62 pilots return next year, they each are required to re-qualify to fly with the Caravan during the spring of 2020. That includes those of us who fly with the Caravan every year and have flown for many years. This incident will surely be discussed and addressed at length at each clinic. Therefore every pilot flying with next years Caravan will benefit from the lessons learned. Caravan Clinics consist of a day of ground school followed by two days of flying. This will provide ample time to put proper emphasis on the procedures that will help to ensure an incident like this never happens again. Caravan Clinics start in February and continue through May. And are scheduled around the country. Anyone is welcome to attend and participate.

This!

That sounds like a great time!

I'd love to be able to weigh in, but as a Board Member of the Mooney Caravan organization, and with an ongoing investigation, I'm just not permitted to do so.

LOL I think you're referring to me here. I don't have a problem with anyone speculating on what happened and what could be done to prevent something like this from happening again... But as I was there and know what happened, I won't participate in the speculation because of the ongoing investigation. But speculate away...

The best speed mod out there is the ability to skip a fuel stop. The 201 windshield is the best ROI mod as it gives a couple of knots AND improves (modernizes) the look of the plane as well. Cowl mod is good for a couple of knots as well...

The closest place I'd try first is Joey Cole at Cole Aviation in Dalton, GA. Second, just because a little further away is Lynn at AGL Aviation in Morganton, NC.

Yep, I'm with @kortopates on this. I use LOP all the time... but only in cruise. And if I know I'm descending towards an Instrument approach, I"ll go back ROP prior to even getting into the approach environment. Even though engine management is much easier with the 252, I still don't want to be trying to fine tune the engine while also trying to keep needles centered on an approach. LOP is for those long stretches at altitude where nothing else is going on.

I'll have to disagree with your assessment. The Bonanza's invited the entire Mooney Caravan to dinner Monday night in the N40. I think about 30 or so went. It was a really nice time. I have the list but won't be posting it for obvious reasons of privacy. Suffice it to say we had 62 Mooneys in this year's group.

As I said about Oshkosh last year, I'd have fired the entire booth staff at Mooney. Evidently they did. But this year they have to fire this bunch as well. Anyone who walked into both the Cirrus booth and the Mooney booth could tell the difference. I spend too much of my life on exhibit floors at conferences. A good booth staff member will actively pitch to every person who stops for 2 seconds. Even if you know they won't buy, they're the wrong audience, etc. One reason is just to perfect the pitch. It takes time to get the pitch dialed in, and on a million dollar sale, the pitch needs to be on point. So you use all the riff raff coming through the booth to practice on. So that when the guy with a million to spend shows up, you've got the pitch dialed in. Of course, never mind the fact that you might not recognize the guy with the million dollar checkbook and miss the opportunity all together. Mooney can't seem to figure this simple thing out. I'm sure the Oshkosh booth cost a fortune. It's a shame they staffed it with knuckleheads.

My SensorCon is usually at 0 but sometimes I see it as high as 10 while taxiing on the ground. On one flight it was reading in the low 50's during a short flight. I landed, took the cowl off and found the oil breather tube disconnected. I won't fly in a Mooney without shoulder harnesses and won't fly in one without a SensorCon or Guardian CO detector.

From the panel to the back seat looks anything but crushed to me.

Can you show an example of a Mooney "crumpled like a beer can"? I've seen plenty of Mooney crashes, and the cage is always intact. People climb out of horribly mangled Mooneys because the cabin hasn't "crumpled". Personally, your full of shit with this statement. On your second statement, you rightly state "properly used CAPS deployment". The key here is "properly used" and can apply to nearly every single accident. A "properly used" airplane is almost 100% survivable as well. We start with pilot who "improperly" fly/manage their airplane, but then we expect them to "properly" use the chute. Which if done, increases survivability significantly. But so does "properly" managing fuel, "properly" finding best glide, "properly" heading to the NRST or picking a suitable field. As soon as you add "properly", all kinds of accidents are survivable. I'll do the other stuff "properly" and then I don't need the chute.

Here's the photo with the MPG. The 252 truly is a special airplane.

Sorry for being delinquent on this topic. I asked if any Mooneys are on the current AML. They said the only airplane on the AML today is the A36. They showed me the list of airplanes "up next" and the M20K and M20J are on that list. They told me to expect my K to be on the AML by this August. I also asked if the KAP150 can be upgraded to the AeroCruze. I was told no, only the KFC autopilots can be upgraded... but then the person I was talking to didn't know that for sure and couldn't explain why. I wasn't able to find anyone who could absolutely answer that question. I also asked about the upgrade process. They said it's not 100% plug and play but will take just a little wiring. They couldn't give me a definitive answer on the need to overhaul the servos. It's always frustrating at Oshkosh as you have a lot of sales and marketing people who don't know anymore than I can learn from my laptop, Google, and an hour or two researching.