Guitarmaster

Please elaborate... Sent from my Pixel 2 XL using Tapatalk

I have not found anything uncomfortable about the 310. I run 180+ KTAS at 21GPH. Lots of room to move around. All this in addition to being super sexy! [emoji16] Sent from my Pixel 2 XL using Tapatalk

When mine did this, I poked a piece of .032 safety wire in the vent hole on the top. Cleared right up and never came back. Your mileage may vary, but it's a cheap thing to try first. Sent from my Pixel 2 XL using Tapatalk

Does the altimeter jump at the same time? Sent from my Pixel 2 XL using Tapatalk

Have to hit the sack now so they can try and kill me in the sim tomorrow again. Thanks for the discussion and thought exercise Hank!

Not being difficult at all I love these discussions. I think it's just a matter of velocity. I would bet, if there was an accelerometer in the plane, when the engine quit, everything else being equal, there would be a very momentary pitch-up, however slight, before the stronger forces overcame it. I don't have the numbers, but the thrust line is probably around 3 degrees downward. Maybe a fun study for the engineering types (not me) to figure out the force vectors surrounding the airplane in slow flight and cruise. I'm sure it can be quantified mathematically.... I was told there would be no math however In the end, It always amazes me how fast the airspeed bleeds and how strong the natural tendency is to pull-up when close to the ground. Add a distraction and it can go south very quickly. By aggressively unloading the wing, the stall risk is automatically brought to nearly zero and gives you precious seconds to evaluate and respond to the situation. The nose can always be raised if all is looking good.

My main point is there are always two things that come into play in abnormal situations. Surprise and recognition. Typically it takes two seconds to understand and accept what is happening... then reaction comes. It's those few seconds of keeping the nose up that can kill. If unloading the wing is trained as an automatic response to any loss of thrust or aircraft upset, your chances of a successful outcome increase dramatically. I like stacking the odds in my favor. One thing I learned today: I can and do induce control inputs (namely rudder) without knowing it. The sim keeps track of that stuff. I mention it because most don't have the benefit of screwing up in a level D simulator. In a high-stress, high-AOA situation, there is a good chance you will be pushing the rudder, unbeknownst to you, and accelerating the stall of one wing. I am always looking for ways to make my GA flying as close to as safe as my heavy iron flying. I love discussions like this for that reason.

Remember, you are trimmed for 170 MPH and your inertia vector is horizontal . As we all know, the Mooney is a trim hog and in cruise, it is nearly full nose-down trim in cruise (at least my "F" was). Try this... at altitude, set yourself up in an initial climb profile. Gear and flaps hanging out (if you use them). You now have an upward inertia vector. Yank the power and watch how fast the speed bleeds. In addition to this, make a hard floor and envision trees say, 100 feet below you. The thrust line is a slight downward vector, so at slow speed, high AOA, the engine is pulling downward a bit. The initial loss of the downward vector will initially create a pitch-up moment. It's all about AOA and keeping the buffer from critical AOA. A small change in direction vector with a high AOA (high drag) will move you toward that critical point rapidly.

What creates the need to push the yoke is the upward pitch, inertia and thrust vector change. Yes, given enough altitude, the airplane will return to stable flight (gliding) at the trimmed speed. In the meantime, the speed will bleed fast and you are already slow. Combine that with an inherent fear of hitting the ground and you have the classic, pull back when the airplane is close to stall problem. Training is the only thing that will overcome this. It is well proven, a person will never step up to the task in a fight-or-flight (so-to-speak) scenario. Instead, they will fall back on their lowest level of training.

Great video and goes right along with the numerous AOA discussions. Unload the wing first, then work the problem. I apply the same principle in my 310. Many get killed in a twin for the EXACT reason they do in a single. The industry calls it a Vmc roll, but it's really nothing more than exceeding crossover AOA. In a single, it results in a spin; the twin has another engine to help you over the top. The solution is exactly the same as a single: push forward until the airspeed increases to AT LEAST Vmc, but I like to see Vyse before climbing... and pushing forward that close to the ground is really hard to do. I just got out of the simulator, at my day job, practicing this very thing. Glad to see the airlines beginning to focus on stick and rudder skills again! Just calculated my MMS as 121 MPH. Strangely enough, that is Vyse in my plane. Coincidence? Doubtful.... I typically fly fast anyway, but this is a great number to know!

To me this is very simple, does the STC paperwork say "FAA approved?" If it does, your local FAA guy has no say in the matter. His fight is with the higher-ups. In the meantime, I would install it and turn it on as the STC says. When I was going through upgrade training at my current job, I found a couple of things that seemed strange and probably not the most safe as far as procedures. I asked the FAA guy directly about it, his response? "What does it say on the bottom of the page?" There is no way you can get violated in this. All that being said, It definitely makes sense to have it active anytime the Avionics Master is on. Sent from my Pixel 2 XL using Tapatalk

This^^^. Or throw a tail beacon on it for now. Sent from my Pixel 2 XL using Tapatalk

You might try The Avionics Place in Rockford, il Sent from my Pixel 2 XL using Tapatalk

You might try the 70/50 rule for each departure. Sent from my Pixel 2 XL using Tapatalk

Without knowing all the particulars, is my understanding the FBO has the right to do with what they want on the ramp. I have specifically told them not to touch my plane, and I have come out to find it moved. I politely talked to the FBO and ask them why they moved it and went against my wishes. I explained to them why I did not want the airplane touched due to turn limits. Did they understood, and it is never happened again. Since that time, I make it a point to park in the back so that it doesn't get moved. I specifically ask them to do that. it's a bit of a hassle walking all the way across the ramp, but that's okay with me. My advice is to talk to the FBO, explain your concerns about moving your aircraft without your permission, especially as a Mooney owner, and come up with a solution together. Sent from my Pixel 2 XL using Tapatalk

We normally think of wake turbulence encounters in terms of big jets, but small planes can really pack a punch in the right conditions. Sent from my Pixel 2 XL using Tapatalk

Certainly looked like a wake turbulence encounter. Sent from my Pixel 2 XL using Tapatalk

Congrats John! I know how much work you put into that airplane! Well deserved... [emoji4] Sent from my Pixel 2 XL using Tapatalk

Me want... Sent from my Pixel 2 XL using Tapatalk

I will take two engines over a chute. [emoji4] Sent from my Pixel 2 XL using Tapatalk

Yep. Riley Ann. [emoji16] Sent from my Pixel 2 XL using Tapatalk

I would try Avionics Place in KRFD. They are very good. Sent from my Pixel 2 XL using Tapatalk

Maybe this thread will help.... https://r.tapatalk.com/shareLink?url=https://mooneyspace.com/topic/27787-stratus-external-gps-antenna-satellite-interference-follow-up/&share_tid=27787&share_fid=55491&share_type=t Stratus external GPS antenna satellite interference follow-up. Sent from my Pixel 2 XL using Tapatalk

Sounds like you have it nailed down to the ESG. I just bought a Status ES at KOSH this year for the new plane. please post when you find the resolution! Sent from my Pixel 2 XL using Tapatalk

See if you can plug only power into the 2i. Do not connect the ADSb or gps connections. Connect it up to your iPad and see if it works. When I had my S2 with my esg, it started giving me accuracy >5M. Disconnected from the esg, it was dead on. Never did figure out why it did that. Sent from my Pixel 2 XL using Tapatalk