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It seems to have been a (lack of) fuel issue: http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20160322X70716&key=1 NTSB Identification: CEN16LA129 14 CFR Part 91: General Aviation Accident occurred Friday, March 18, 2016 in Wichita, KS Aircraft: MOONEY M20C, registration: N9262M Injuries: 2 Minor. This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. On March 18, 2016, about 1115 central daylight time, a Mooney M20C, N9262M, lost engine power while on approach to the Col. James Jabara Airport (AAO), Wichita, Kansas. The pilot and his passenger received minor injuries. The airplane was substantially damaged. The airplane was registered to and operated by the Sabris Corporation, Wichita, Kansas, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The flight originated from Dickson (M02), Tennessee, about 1130 was destined for AAO. The pilot said he was on an extended downwind leg for landing when the engine suddenly lost power. He did not recall the forced landing. A Federal Aviation Administration inspector who examined the airplane reported finding no fuel in the left fuel tank. The fuel selector was positioned on the left tank. Some fuel was noted in the right fuel tank. The auxiliary fuel pump switch was off. There was no evidence of fuel spillage on the ground.

As N1395W says, it can. The flight review is instruction, and requires a minimum of one hour of ground training in addition to a mininum af one hour of flight training. The IPC is a proficiency check, with proscribed tasks. 14 CFR 61.56 (flight review) states that it can be accomplished in combination with the requirements of 14 CFR 61.57 (recent experience). As long as it's OK with the instructor and you get both endorsements, you will have satisfied the regulations. Since the instructor is signing you off, it might be best to discuss what would be required beforehand. Here are excerpts from the two regs: 14 CFR 61.56 (h) The requirements of this section may be accomplished in combination with the requirements of Sec. 61.57 and other applicable recent experience requirements at the discretion of the authorized instructor conducting the flight review. 14 CFR 61.57(c) Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if: (1) Use of an airplane, powered-lift, helicopter, or airship for maintaining instrument experience. Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following-- (i) Six instrument approaches. (ii) Holding procedures and tasks. (iii) Intercepting and tracking courses through the use of navigational electronic systems.

A Mooney Mite?

Don Maxwell is well respected and will be able to give you expert advice. He is very generous with his time, and would answer a phone call or email.

Mike Elliott is a Master CFII and while based in the Clearwater FL, area, does travel to teach. He also posts on this site as mike_elliott. His email is: mike@aviating.com.

This past weekend was another nice weekend for flying. We practiced some approaches, and took the opportunity to get gas at Ft Myers (KFMY). On Saturday, we flew up to Ocala, FL (KOCF) for the Florida Mooney group lunch. There were close to 30 at lunch, and at least 12 Mooneys. Aaron (CaptainAB) posted some pictures, including his delightful daughters checking out a Mooney! CarolAnn Garratt was running a program for young girls as part of Women in Aviation at the airport; there were tower tours, airplane rides and a military helicopter with an all female crew. We had the opportunity to fly CarolAnn to her home airport Flying Tiger (FL54). Interesting runway, with tall trees at both ends making for an unmarked displaced threshold. There is also a pesky 700 ft cell tower in the pattern. Fortunately CarolAnn fully briefed us. We got home in time to enjoy a beautiful sunset.

www.wunderground.com, along with aviationweather.gov.

KFXE to TJBQ (Aguadilla, PR) is 860 nm; KFXE to San Juan, PR is 909 nm. We have done this trip several times, at ~175 kts burning ~13.6 g/hr. So estimate 70-75 gals in still air. That's comfortable in an Ovation which holds ~100 gals. If it only holds 89 gals, it's possible to get extended range tanks; José (Piloto) can speak to this! We met an SR22 pilot who flew regularly between TJBQ and KFXE. He said he'd never made the trip non-stop; he'd always stop in Stella Maris, Bahamas.

Video of landing: http://abc7ny.com/news/video-father-daughter-saved-by-plane-deployed-parachute-when-aircraft-crashes-in-hauppauge-/1235493/ Direct link here: http://youtu.be/jP8rjHtlYH0 It's definitely not gently wafting down...

From the Guide for Aviation Medical Examiners pg 58 (found here: http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/aam/ame/guide/media/guide.pdf) "The FAA expects that airmen will not resume airman duties until their treating health care professional determines that their post-operative vision has stabilized, there are no significant adverse effects or complications (such as halos, rings, haze, impaired night vision and glare), the appropriate vision standards are met, and they have been reviewed by an Examiner or AMCD. When this determination is made, the airman should have the treating health care professional document this in the health care record, a copy of which should be forwarded to the AMCD before resumption of airman duties. If the health care professional's determination is favorable and after consultation and review by an Examiner, the applicant may resume airman duties, unless informed otherwise by the FAA."

Oddly enough, it is apparently legal to depart in IMC in uncontrolled airspace without an IFR clearance as long as you are in VMC when you enter controlled airspace. The cloud clearances in class G airspace refer to VFR flight; if you and the airplane meet the requirements for IFR flight, it's legal. So in theory, one could takeoff in IMC without a clearance, and when it's VFR enter controlled airspace. I'm neither advocating this or saying it's safe; just that it's permitted by the regulations. Here's a lengthy discussion on Beechtalk: http://www.beechtalk.com/forums/viewtopic.php?f=42&t=89781 As Hank and snwash02 have posted, filing to the VOR or a point enroute would also work; you could then tell ATC you wanted to practice holds either IFR, or cancel and practice in VMC on your own. It's usually faster to have an IFR flight plan on file when you call the national clearance delivery number (888-766-8267). When we called them, it took a while to get a clearance when they couldn't find our flight plan.

It's been a beautiful 2 days for flying in South Florida. Yesterday we flew to Sarasota (KSRQ) and couldn't do better than a 30 kt headwind at 4,500 ft on the way over. Fortunately, we had a 40 kt tailwind on the way back at 9,500 ft. Today started like this: We flew to Leesberg (KLEE) (only a 10 kt or so headwind) for a program hosted by Wipaire, maker of floats. Unfortunately, they don't make floats for Mooneys :-( One of the presenters showed this slide: That panel certainly looks familiar... Gas was $2.77/gal, so we filled up! We had a nice 30 kt tailwind coming back, and Orlando cleared us through their class B airspace.

OK, true story: David and I were waxing our Mooney and this very nice gentleman came by and admired the plane. He then ssked how we liked our plane, and we started talking about Mooneys. He then casually asked whether we were familiar with long range tanks for the Mooney. After we demonstrated our total ignorance he described them in detail. At the end of our conversation, when we asked him his name, he said he was José Monroy. He is truly a humble gentleman, in addition to being a brilliant engineer.

John Collins ForeFlight post: http://blog.foreflight.com/2016/02/05/filing-icao-flight-plans-in-foreflight/ John posts extensively on Beechtalk and is the go to guy for these types of questions. Here's one thread; his posts are on page 5 & 6: http://blog.foreflight.com/2016/02/05/filing-icao-flight-plans-in-foreflight/ Here's Garmin's info: https://fly.garmin.com/fly-garmin/support/icao-flight-plans and Garmin's spreadsheet with some equipment and codes: https://static.garmincdn.com/apps/fly/files/support/icao-flight-plans/Garmin_ICAO_Flight_Plan_Information.xlsx

Scott Dennstaedt has discussed this issue here: https://www.avwxworkshops.com/forum/read.php?8,550. The NTSB issued this safety alert which suggested that satellite weather displayed in the cockpit could be as old as 15-20 mins: http://www.ntsb.gov/safety/safety-alerts/Documents/SA_017.pdf Scott's point was that might be true for FIS-B weather, but it was an overstatement for the providers WSI and WxWorks.

I was quoting Richard Simile. I personally don't think this is a clever approach. Sorry if I wasn't clear.

Richard Simile said it was for marketing. It "adds" 78 lbs to full fuel payload. The pre-2014 Ovation 2 and Acclaim hold 102 gals, with the Monroy (Piloto) option to 130 gals. As Anthony said, the standard used to be 89 gals. The max landing weight is still 3200 lbs.

Thanks Dan, you're too kind!

The expertise of the respondents is amazing! As Marauder said, since this is carrying 100% oxygen, all the components need to be free of oil (hydorcarbon) contaminants. In the dive shop, we use Dawn or a similar detergent.

The issue Dan is referring to is a specific G1000 issue, and appears partly related to the G1000 software being part of the airplane's TC. It is possible to turn off the G1000 transponder GTX 33 before each flight, or possibly configure the G1000 not to turn on the transponder at all. Then install a transponder that has an STC for a G1000 Bravo (in Dan's case). I don't know if that exists. At any rate, that won't get ADS-B in displayed on the G1000. Mooney's current ADS-B out solution is the GTX 33ES. It is a 1090 MHz out box only, and requires a WAAS position source. Garmin has no plans to provide the GTX 33ES with its own WAAS source. It's not an ADS-B solution at all. If you go with the GTX 33ES, then you have to wait for Mooney to pay Garmin to provide the WAAS software for the STEC autopilot which Mooney must then get certified by the FAA. (And, Trek from Garmin says Mooney hasn't finished the GTX 33ES ADS-B out compliance with the FAA). You'll also need two GPS receiver units (GIA 63W) and 2 WAAS antennas (antennae?). A GDL-88 is a 978 UAT ADS-B out and dual band ADS-B in solution. However, for it to work with the G1000 requires software from Mooney via Garmin. It will display traffic and weather on the G1000, and with FlightStream, will display on a tablet with ForeFlight or Garmin Pilot. FlightStream will also alllow flight plan transfer to and from a tablet. Although there is a version if the GDL 88 with its own WAAS position source, it's unclear whether Garmin will offer this for a G1000 installation (so far no). Thus, this solution will also require the WAAS software which Mooney doesn't have yet, and the two GIA 63Ws and antennas. Garmin may have the GDL 88 software for the G1000 ready next year, but Mooney has not yet finalized anything with Garmin, according to Trek. The GTX 345 is independent of the G1000 software and Mooney's TC, and is a 1090 MHz out, dual band in ADS-B solution. It is STC'd for the Mooney G1000 airplanes (as well as a whole long list of other airplanes). It has its own WAAS position source, and will display ADS-B traffic and weather on the G1000, and on tablets via Bluetooth. It does not support FlightStream and flight plan transfers. It will pass through current TIS and TAS traffic for display on the G1000. It fits (with some rewiring and a different bracket) in the slot where the GTX 33 is currently, but it does require a WAAS GPS antenna and another antenna to receive the ADS-B in traffic and weather. As stated above, it does not provide WAAS navigation data, so no WAAS approaches and vertical navigation. So where does this leave Dan? You can wait for the WAAS STEC G1000 software and hardware and hope it's not too expensive. Then the list price is only $5000 for the GTX 345 (plus installation) and you don't need the GTX 33ES, the GDL 88, or the software from Garmin to make that work. You only give up FlightStream with the ability to transfer flight plans to and from a tablet. If you really want FlightStream and have upgraded to WAAS, then you can opt for a GTX 33ES and a GDL 88, and wait for the software for the GDL 88. This assumes Mooney will get the software from Garmin (the TC issue). Getting the GTX 345 now will cost $800 more (plus GPS antenna and installation) if Dan ultimately decides to upgrade to WAAS. It also precludes FlightStream. But he will get ADS-B traffic and weather on his G1000 now, if that's an important consideration. It seems that the installation of the GTX 345 is going to be easier and less expensive than installing a GDL 88. it would be easier for Mooney to not support the GDL 88, although that might be problematic for the airplanes now being delivered with a GTX 33ES. Since ADS-B is not required until 2020, deciding what to do in 2018 is probably enough time to get it installed, and you'll know whether you're getting WAAS navigation. If ADS-B is really important now, then you're possibly spending ~$1000 on a WAAS position source you may not need later on. Either way, unless you really want FlightStream, there's no need for the GDL 88. It seem like it's a major advantage that the GTX 345 is not tied to the TC but STC'd by Garmin, and is relatively independent of the G1000 software. It will only require standard G1000 software; the current software 401.30 from 2008 should work, although GDU version 16 (which Mooney has not released if it has it) will support Garmin's Trend Tracking technology. Waiting will also allow time to sort out the GDL 88 situation (for FlightStream).

http://www.ainonline.com/aviation-news/business-aviation/2015-12-23/cbp-returns-seized-king-air-questions-persist Beechtalk thread: http://www.beechtalk.com/forums/viewtopic.php?f=7&t=118275

Chris, We did not specifically ask about Capstone. There is a lengthy thread on Beechtalk which Trek started here: http://www.beechtalk.com/forums/viewtopic.php?f=21&t=119062. This is from Trek on Beechtalk: Hello Jo, you're correct the GDU 620 software will need to be updated which is planned on the next release for summer time this year. There's a lot of reasons the WX 500 took so long which I won't get into, but the G500/600 update is a priority and will be addressed quickly. And: Hello Richard,there are plans to release the 429 data formats for use by other third party displays. it will be up to them to release software to enable this feature.

We spoke with Garmin, and can offer some limited information. All this information is from the field engineering support group (some information comes from Trek Lawler). We only asked about the G1000 version which is the GTX 345R. Apparently, similar to the GDL 84 and GDL 88, the unit will be STC'd for the G1000 Ovations. That means it will not require Mooney's blessing except for software. So it's not like getting WAAS with an STEC. With regards to software, it will work with the version of the Mooney G1000 software currently shipping (401.34, GDU v14.02), but not the version in the pre 2014 Moneys (401.30, GDU v9.03). Note that the Mooneys now being delivered with the GTX 33ES transponder are not yet ADS-B out certified, according to Trek. We've asked him if this will require a software revision from Garmin or whether this is just a Mooney/FAA issue. Apparently the form factor is different and it will need a new bracket. No one had the dimensions of the new unit; we asked Trek to provide them if he could. The unit will display TIS traffic and FIS weather on a tablet with Garmin Pilot or ForeFlight via Bluetooth (Garmin Connext); it does not have FlightStream and will not transfer flight plans. It will display traffic and weather on the G1000. Traffic can coexist with an active traffic system (TAS); they're not entirely sure hiw this will work with XM; presumably there will be the option to choose on the weather page of the MFD, but they were not sure. It does not appear as if there will be any trade-in credit for the GTX 33. Garmin's "TargetTrend" technology (for traffic display) will require a newer version of the software (GDU v15).

Yesterday was a beautiful day for flying in South Florida, albeit a bit windy. A cold front had just passed, and the barometric pressure was 30.24". We practiced some approaches with 35 kt crosswinds, and 90 degree crosswind landings 15G25. We also got gas at KFMY. Note the beautiful clear blue sky. (Fuel price isn't so bad either!)

Thanks Craig for setting this up for the Mooney Summit! This year's Mooney Summit at Panama City Beach is September 29 – October 2, 2016. Registration for the Summit will be in the beginning of July at www.mooneysummit.com. More to come from Ron and Mike.