bonal

I don't think Mr. G is implying aerobic wing overs in the pattern but that pilots need to understand how to fly their airplanes and that making a descending thirty to say 45 degree bank with the wing unloaded should not be foreign territory when flying the pattern. Personally I find power off base and final turns with a 30 bank to give very consistent results with a rate of descent between 300 and 400fpm. And if you don't get the result you expect then for shits sake go around. But it's all about planning knowing where you are relative to the runway and what the winds are doing. As for entering while others are in or approaching the pattern I always make sure I know what and where everyone is and if I'm not certain then I will stay clear until I am. Communication between pilots and making sure position reports make sense you have to assume folks might not know your local ground reference at your home field. Just my 1 cents worth.

My last annual we could not run the engine due to Calfire prohibiting ground ops during airport closure for fire fighting the plane had been grounded as a result for some weeks and one of my cylinders only gave 60 / 80 cold after the annual and with Calfire permission we were allowed to run up the engine and re test and got 78/80

Some points to consider keep in mind this is a C and he is doing high rpm ground runs with an OAT at 103 degrees I bet there aren't too many dog house Mooneys that can keep it under 400 degrees in these conditions. I agree the temps and oil pressure do have a relationship and as such your pressure is low compared to what I am used to seeing in my C. When things are running hot and hot I still see at least 75psi in cruise and around 80 in climb with CHT around 360 and 400 respectively on my factory gauge.

Well done sir

Hope and pray that his injuries are not too severe and a full and speedy recovery takes place. Have you spoken to your friend and if so anything you can provide as to what happened. Speculation does bring food for thought but facts are truly the best tool for us to all learn from this unfortunate accident.

I will give this a shot. Our 64 D/C has no engine monitor just the standard gauges for that year model. So based on that I'm trying to figure out how ROP I run. My normal procedure after level is to let airspeed build then reduce rpm to 2400 to 2500 depending on OAT and altitude. Then set MP to desired again depending on OAT and altitude looking to keep CHT as cool as possible usually I can get as low as 360ish and oil temp to come down to around 200 to 205. Once MP is set and things start cooling down I begin to set mixture watching my EGT which of course has no indication but POH indicates 25 degrees for each hatch mark on the gauge. I usually see the needle reach the middle of the range sometimes one or even one point five passed half way before I detect the engine starting to miss. This varies depending on air conditions but I have never seen the EGT drop passed peak as I lean. If I'm at 6500 or above altitude I do the throttle out just enough to see MP move ever so slightly and set RPM to give me Rpm/1000 plus MP equals 47 which based on all I have read is a safe power level. So, can anyone tell me based on better monitoring equipment how rich of peak I run. I'm going to try adding a little carb heat as others have noted an improvement in fuel/air distribution to all cylinders and see if I can find peak EGT. I understand all our old o360's are going to perform differently but just curious what the collective wisdom of MS might opine on the subject. thank you in advance for your thoughts.

For longer higher flights above 6000 I try to get as close to 47 MP + RPM/1000 as possible. 2400 to 2450 seems to provide good oil and cylinder temps. The problem with my airplane is Since I can't get past peak mixture before I start to feel the engine start to miss I really have no idea what my ROP is. If down lower and in hotter weather will typically run 2400/20. Most flights I keep it pretty easy on the engine. It's impressive how much difference you get in speed depending on your settings. no fuel flow meter but block number is 9 gallons per hour on higher longer flights. Climb cruise descend. WOT with throttle just back to see the MP move and 2450 gives us around 145 knots true.

I attended the Reno races many many years ago before I was flying. What is it like to fly in do they close the airport completely or are there times to allow folks to arrive depart by air. is there any parking for folks wanting to fly in or are you better off flying to Reno and renting a car etc. As cool as it is I have hesitated to attend because like so many things it has become a happening and so crowded with celebrities and corporate types the general admission people are kind of shut out. Back when I went it wasn't a big deal and not the huge crowds like they get now.

This reminds me of a flight when I was doing my private training with my instructor and we were at about 5000 ft and a couple miles east of UKI which is at about 600 ft elevation. My instructor pulled the power to my 150 and left it to me to do an emergency landing. The runway was to my left as we were headed north more or less parallel to runway heading. As I made for the runway I felt we were way too high so I executed a 360 turn in the area of the down wind to base part of the pattern. By the time I had things lined up I knew we were going to end up short. My instructor gave me back my engine and asked me why I did what I did. This is another example of how important it is to learn how your bird performs in all scenarios. Once we lose the big fan out front we only get one shot at getting it down safely.

Yeah 220 230 to get to around 45 to the runway that's what I did as opposed to my previous post after I replayed it in my mind. I was making some power but not sure how much a conti 200 is producing at 1500 rpm with the throttle pulled to idle was probably more windmilling than hp. There are different levels of engine out and this must also be taken into account. Lots of decisions to be made in zero time.

This has been a very informative topic and congrats to MS posters for staying on topic. What if is one of my favorite thought processes during all aspects of flight especially on departure as I think it's the most dangerous time we face. I can share my own experience. Back before we got our Mooney I bought a c150 to train in for my ppl. My wife and I wer taking off with full fuel and a couple bags lets just say max gross. About 300 ft we lost a cylinder and the engine was vibrating so bad that I was worried we were going to shake apart. There aren't too many good options for straight ahead from 28 at home so I started a left turn to get back to the field. I could only get about 14 or 15 hundred rpm so there was some available thrust but we were sinking at around 200fpm. I remember really pushing on the yoke as we banked at 30 degrees. As we all know one of the down sides of a Cessna is the wing hides your view of the runway when making pattern turns so my attention was devided between airspeed heading rate of descent and looking out the window as the trees were growing taller by the second. After about 270 degrees of turn went wings level about 100ft AGL and had the departure end of the runway right in front for an easy right turn to line it up. Rwy 28 is a right pattern and I have never done anything but a right crosswind as SOP but the wind was coming from the left as it usually does so my thinking was to turn into the wind for displacement while I had the greatest amount of altitude and energy. Then when I had to make my turn to line things up the tail wind helped me reach the runway with no trouble. Had I done it the other way I doubt I would have had enough of what I needed to make it back. I understand the points made about turning down wind first but if you think about it I would rather have a tail wind helping me get back than a head wind fighting me when I am closer to the ground. its clear that a lot of choices have to be made very very quickly and instinctively when things happen so close to the ground and I think we can all agree is no matter what always keep flying the airplane Great discussion every one

Yesterday's flight makes three in almost as many days trip to meet family to celebrate a belated Mother's Day at LVK. There was some cross winds at 90 degrees gusting to 12 and I might have caught a gust but lost all lift a few feet above the runway and the bottom fell out. Ugh. Prior to that as we entered the 45 CT advised that a P51 was departing and making a cross wind turn that put him right to left low in front of us. If I had 50's in the wing I could have rolled left and been right on his six. As we headed for home there was some convective build up over the east side of the lake again this is so unusual for this time of year. Not near as much bumping as I expected and second landing was much better.

PM me with your email and I will forward to him what are you looking for instruction on so I can advise him on what you looking to do.

Took my CFI down to o69 so he could ferry a very nice 1970 E back to 1o2 for service. Definitely made a difference having just flown a few days ago much less rust on the PIC. After we turned off the runway his only comment was nicely done. Was definitely a more challenging flight as he (being an) instructor made sure there were plenty of questions asked of me about lots of different requirements of flying. I think he likes to keep me a little distracted to see how I perform throughout the entire trip. As always Snoopy performed beautifully. It took a bit of effort to get there but our little Mooney is about as reliable an airplane as one could hope for.

I find it easier to pull than to push and was thinking of using an old waterski handle and rope with a carabiner connected to the tail tie down ring. Any harm in pulling from the tie down

If BRS is the solution to Mooney sales and if major modifications to the gear and seats are not possible why not just use a bigger chute to lower the rate of drop making it survivable. Whatever material is being used for parachutes these days I'm sure is pretty light so a big canopy wouldn't make that much difference.

I suppose I should add my thoughts before this thread spins into locked down mode. Of course this is a truly sad event and thankfully no wife or kids and no one else involved I'm sure there are family and friends that will feel the loss. I don't know how old this fellow was but I think this reminds me of my crazy youth when I was immortal and spent my time riding and racing high performance sport bikes something that is viewed by the majority as a foolish risky behavior. Back then there was no internet nor 24/7 news cycle so accidents didn't get much discussion. Now it's open for comment by millions of people and I think we can all agree that the news folks have a mostly dim view of general aviation as a useless dangerous hobby for wealthy adventure types. It's likely this guy was just having fun unfortunately an airplane is a much more demanding vehicle than a sport bike and it ended up costing him his life. My thoughts and prayers go out to his family and friends may he rest in peace

I think UL is a bigger issue than no BRS as a selling point that near 400 pounds is significant when it comes to passengers fuel and stuff. I'm sure there are new pilots / owners that might think the safety factor is important possibly because they don't feel as confident about dead stick landings as the seasoned pilots might. As for me and in answer to Mikes question if I had to choose and if I had the financial ability I would choose the Mooney based on performance and pure esthetics. And it seems that based on all the comments comparing how they fly I get the feeling the Cirrus is not as tight. What I love about my old Mooney is when it's in the air it responds like a new Porsche left right up down just think it and it does it. I can only imagine how sweet the new ones feel.

Just read an AOPA article they are cancelling the whole thing after this season and the US round will not take place this year. Totally sucks I wish I drank red bull so I could protest by quitting there products

Seems like the aviation industry has a lot more in common with the medical and health care industry than anything else

Possibly but still effects the final cost

You and me both my friend. Flew to STS yesterday and definitely had some rust showing on the old PIC. Nothing major and much to be happy about but it's a good thing Snoopy flys better than its pilot. Hopefully these unusual weather systems will stop. Strong convective activity expected for Thursday in our area. Very strange for this time of year.

Does any of us know what it actually costs to make one of these beautiful Mooneys. I've said this before on another thread where we were complaining about costs I had a conversation with the president of Cirrus some years ago and I asked him what percentage of the cost went to cover the product liability. He told me straight to my face it was about 65%

This would be very challenging to do in my medium but definitely got me thinking.