bonal

What my instructor stressed was being aware of how winds will determine when to make your base to final and if done at the right time the need for a crab should be minimal as the cross wind will align you with the runway. We spent a lot of time flying the box and around a fixed point. Really fun and valuable lesson to see the effects of winds and how to compensate for them.

Lee is a true gentleman and also been given the wright brothers aviation awards for both airmanship and maintenance. Fun to watch video since it features my home base.

Short rudder on ours as well. Afternoon cross winds are the norm at our home field. 15 to 20 knots has never been a problem but would be a good idea to take some instruction from an experienced Mooney CFI to get practiced at how it responds to control inputs. I tend to use forward slips to keep center line.

Today's flight was yesterday. We flew down to LVK to visit the family was also my verification flight for my newly installed Sky beacon (thanks to Spleecho) for not only a nice price on his used unit but for programming it to my transponder. Called Oakland center prior to flight to advise and after climbing out over the lake to assure line of sight for radio contact. Reached out to center which responded right away with a code and confirmed receiving gps signal cleared us ok for VFR navigation direct to destination within the mode C veil. As always Snoopy performance was perfect and trip was without any issues. The dispatch rate of this little airplane has been 99.999% in the several years we have owned it. Also just to let folks know the restaurant at Lampson 1o2 has re opened after some renovation and new management. Haven't tried it yet it's called Reds at the Sky Room. And they have added a pilots lounge that is next to LASAR. To access enter AWOS frequency.

I strongly agree with others that think it's useful to discuss all possible causes because it broadens the scope of things we add to our own level of experience. Let's suppose it was a prop failure but thinking about fuel starvation creates another reminder to be 100% sure about fuel requirements and supply. Another possibility not discussed as to why no evidence of fuel in photos and no fire is the possibility this plane was equipped with bladders that survived the impact. I would like to know if it was because looking at the damage to the area of the wing that contains fuel and if bladders were present and held the fuel it would be clear evidence that they do add a level of protection against fire. I'm sure this will become know from the investigation. We can speculate and still be respectful to all involved in this sad situation

Looking at all the attached pics and there isn't much showing the nose in fact not much of the whole front remaining at least that can be seen from those photos. Such a short flight hard to imagine they ran out of fuel but I suppose anything is possible. Patience I'm sure we will find out what happened and then we can all learn from this horrible accident

Terrible terrible news. Expect it will be quite some time before we know the whole story. Just sucks when these things happen to our fellow flyers. Prayers out to all that were in their lives.

Mooney space win win. I noticed in the first post that the Sky beacon was being replaced so I reached out and we struck a good deal for the purchase of the unit which I installed today. So how about that now I'm compliant and can fly into the Charlie and Bravo. Truth is we only needed it for KLVK as its one we need to access for family and it is just a mile or two into the SFO veil. Thanks again Spleecho and good luck with all your upgrades

Way way back in the day my old friends would always drink single malt scotch definitely as far from a bunch of yuppies as any group can get. Typical was Glenlivit 22 bucks for a 12 year old back in the 80's. Macallan has always been my favorite along with Bunnahabhain. Back then a couple of them went to visit Scotland and came back with a bottle of Macallan royal marriage it was a blend from Charles and Diana's birth dates. One of the best I have ever had. Don't see those guys any more since moving away but I am sure the tradition of single malt is still the case when they get together. I don't drink much at all anymore but if my wife and I go out and I see a bottle of Macallan behind the bar I will always treat myself to a shot, neat of course. Interesting subject for a bunch of aviators remember it's not just 8 from bottle to throttle but any level of impairment be safe but more importantly be smart. just googled the 1981 bottling of the Macallan royal marriage, average current price 6000 pounds. Looks like you can still get a 12 year old Livit single malt for under 25 dollars.

Good to here when we last had it done he was not planning to keep going so must have found a place off field to keep going. But I remember him telling me that he is not permitted to service anywhere on airport property so yes only works if you remove prop and get it to him.

If your referring to golden state propeller he is no longer there. Airport remodeling forced him off the property and I think he just closed shop. Too bad he was great to work with and only charged a hundred twenty five

We took Snoopy out a few days ago, weather has been not so hot for most of a month. Was just a milk run but a perfect flight except for one little mistake.

Straw hoop design, made it elementary school for a paper airplane contest. It flew the farthest and won

Not aware of a 1 AMU adsb option cheapest I know of is Garmin GDL at 1.7 AMU but requires around 8 hours to install or Uavionics at 1.9 AMU but with simple install. Please advise if you have knowledge of a thousand dollar solution

Magneto

Agree with the second part but when I think of an automotive counter to a Cirrus I don't think BMW I think Dodge Grand Caravan

Yet they are the most loyal loving creatures on earth and have far fewer foul habits than their human masters

I was at a disadvantage parking my 150 not 50 yards from a major Mooney shop. Seeing all the different Mooneys coming and going made it tough to move up any other way. Since your goal is to get your IR really think about the avionics you want as well as the normal pre buy inspection when doing your search. As many here on panel space, I mean Mooney space it's a lot to invest to upgrade your avionics as compared to letting the previous owner pay for it. Have fun and good luck

Hence my point about significant cylinder head design changes. It's amazing how much performance we get from modern engines running on the crap they sell at the pump. I wonder what would be possible if we could get 103 or 105 octane at the pumps like the good old days

I think my V6 150hp Mercury weighs around 320 pounds and that's the total weight including everything the power head the housing lower unit and trim and tilt hydraulics as well as the bracket that hangs it to the transom. Actually the oil injection is extremely simple and reliable it also has a backup oil supply that provides around 30 minutes reserve in the event of a main system failure that has a built in warning horn to advise the operator if there is a failure. Also, these engines often sit for long long periods of time with no use and suffer no detrimental effect. Ad to that we all worry about corrosion these engines are designed to operate in salt water can't think of a more hostile environment than that and continue to run year after year. edit, a two stroke diesel would be nice not needing an ignition system but as I said before my Mercury has redundant electronic ignition systems. Marine design has some serious safety concerns just like aviation

Lots of discussion on the need for a replacement to our traditional engines and for a number of reasons most significantly high cost of manufacturing and fuel availability. I agree with the comment that our traditional engine does the job it was designed to do very well. I don't know why they are so expensive to manufacture other than the stupid product liability that is needed to protect from ambulance chasing attorneys. The other is because of the environmental battle against the lead in our fuel making it so hard to get outside of North America. All other forms of internal combustion engines have been designed to operate with un leaded fuel but this is not going to happen without major design changes to the cylinder heads and computer controlled ignition and fuel injection. In response to the diesel outboard well I do know that the lower unit on my v6 Mercury is no where near 150 pounds. One of the biggest complaint that the out board consumers had when environmental requirements forced the use of 4 strokes was the additional weight of these engines. Not as big a deal on a boat but still has an impact on WOT performance on their respective hulls. As for what would be a great engine for an airplane my favorite would be a V6 or 8 cylinder 2 stroke. These motors are designed to run a 100% power for long periods develop high torque at lower rpm and are super light because there is no valve train needed. With fuel injection along with oil injection run very clean on unleaded auto. And since their is no valve train the engines are extremely compact which would allow for the needed water cooling so you would not have a big areodynamic penalty since the engine is so much smaller there would be room to provide air to the radiator. As for life span my 1986 Mercury still makes max RPM and has never been overhauled. It also has redundant ignition systems since being at sea with a dead engine is arguably just as bad as losing one in flight.

I usually don't have much to add do to a lack of knowledge on most threads on the MS and this may fall into that same scenario. Back before my Mooney ownership we were the proud owners of a nice little C150 that I bought to train in. During that time the FAA issued an AW directive advising that intentional spins were prohibited. The reason given was two incidents where following accident investigation found that the rudder could become jammed or caught on the fixed rudder stops on the tail. The two options to resolve the issue was to install larger bumpers on the stops or to mount a placard on the panel stating intentional spins prohibited. IN the two investigationss one was an airplane that was out of annual and the other was undetermined if the stuck rudder was the cause or if it was resultant of the impact. This was two incidents out of a fleet of over seventeen thousand 150's. The consensus was that the addition of the rubber bumpers would in fact reduce rudder athority. As mentioned before it takes very quick and full control deflection to get the 150 into a true spin. Lots of fun by the way. My point is there are many different reasons for spin restrictions. I opted for the placard on the panel and then from that time forward I would only accidentally spin my 150.

I love this comparison. As someone that spent a number of years racing sprint karts the steering is very heavy but nothing short of an F1 car is more responsive. I never even think about weather control is heavy or light it just is what it is and becomes second nature even when doing steep banks just turn trim and let go the yoke pressure and around you go. As others have said the Mooney just feels tight, think it and it responds.

its a new year and we were going to get out and fly today but winds were really whipped up and the sky's just didn't look very friendly. I hope all of you fellow Mooney Space flyers will share your flights with stories and photos here on the today's flight thread. Hope everyone has a great year in 2020. Thank you in advance for all that participate