PeteMc

Sorry if I missed it and someone else said it, but this is where an organized course like the Mooney Safety Foundation's PPP would be very helpful. It has been a few years, but I remember that in other areas where the POH was a bit thin, they had created a "best practices" (my term) to fill in the blanks. I'm sure they did this for the older models for Emergency Procedures too, I just have never paid much attention to what they were saying about the other models.

Ummm... You're not supposed to roll a Mooney....

Be sure to send me all your money, just in case you decide to go to the Strip. If you're going to toss it away, I think I'm a much better recipient!!

I changed my procedures for dropping the gear quite a bit since my first days in a retractable. I flew for a few decades out of a fairly busy Airport, I just looked and last year they had 262,113 operations. So if you happen to go flying and get caught when all the flights schools and other weekend traffic was arriving you often ended up with a 5+ mile outbound Downwind followed by the 5+ mile inbound Final, all while you're down at Pattern Altitude. So now if I'm at a Non Towered field with no traffic, I'll drop the gear mid field like I was originally taught. But if I'm on one of those low slow LOOOONG finals behind a 172, I'll hold the gear until I'm getting close to where I can glide to the Airport. In the engine out situation you described, I'm hoping that since not dropping the gear is not my first move for landing, may be a help if it ever happens to me. And I also have to remember to tell any new (to me) CFI that I have very different procedures for dropping the gear or it flips them out! ADDED: And we all need to remember that Landing Assured with the gear UP is going to change drastically with the gear down if you really have no power. So assuming I'm not going into some short farmers field, I think on 99.9% of the runways the threshold would be disappearing beneath the nose before I dropped the gear.

But if it's an electrical issue, then no GPS. I guess if the G500Txi has the optional Battery Backup it is not as much of an issue. But if it doesn't, I wonder if the configuration is the same (per Garmin). I'd interested to hear Garmin's logic on making the GI275 dependent on the PFD. I always believed the point of a Backup is to have a separate independent source in case things look off and you want a second source. I'd want that to also be true if you're in a full power loss situation and on battery.

I'm no avionics expert, but it sure sounds like something is configured or wired wrong. Or maybe there's a mode you need to switch on the GI275. If it is a true backup, I totally agree that if you loose the G500 or for whatever reason the GI275 goes into its stand-alone mode, it should be running off its own magnetometers. Except for GPS data, mine is a separate instrument, not connected to anything else. So it's interesting that if it meets the requirements of a "Backup" it was wired where another device can be interfere with its functionality/integrity.

Nope, totally talking Non-Towered Airports (don't think I'd be self announcing at a Towered Apt. ) And AC90-66B came out in 03/18 and they had been talking about ADS-B for a few years before that. So I'm assuming the FAA had some mandate to bring it's documents up to date with the pending ADS-B mandate. But then again, they may have been blowing smoke in the seminar I think I heard it in.

Actually... I think it is so you can match up the intentions you hear with the N# that a lot of us can now see with ADS-B. So I now 1234 coming in from the west is going to enter the pattern by flying directly over mid field so 5 minutes. Rather than swinging way around and coming back in on a standard 45 degree entry 15+ minutes. And I can monitor their progress between calls to see if you're timing works out with theirs, or if there might be a conflict. If you have ADS-B, they already have your track, so what you say on the radio is irrelevant. And if you turn off your ADS-B to say... fly under a bridge, they still got you even if you don't say a word....

Why not fly back to BTV and do the PPP with me Sept 6, 7 & 8??? But I'm also going to push them to maybe do a PPP here at SFF. Maybe not next year since I'm going back this year, but the year after maybe. I wonder how many others here in the PNW we can get to try and convince them to come?

Just curious if you did anything pulled something specific out or did anything special to get to a full 1000 lbs?

That's my point. You really do nothing but drop the gear and you go down. I'm not sure if I learned it before the MAPA PPP or it was at my first PPP, but the way they teach it. EVERYTHING is done before the FAF based on known power settings. Right before you intercept the GS you drop the gear and the drag matches you're descent. So you pretty much are on the GS with no fuss. If you have gear, etc. down before the FAF, then you're going to have to start playing with power as you go down. Not what you want to do. (When are we going flying? )

You pull power? I set to power and then just drop the gear and start down. Some minor adjustments might be need on the way down pending temps, etc. to get the speed where I want it. If it's an ILS, the gear goes down when the GS just past 1 bar from the GS interception.

Apologies! I just saw the post where it looked like you were say you could get info by doing that.

Please DO NOT use that or any of the other useless phrases like "last call" every. My guess is you haven't flown in areas with a lot of non towered fields and even though years ago they tried to add frequencies, there are still a LOT that are close to each other. It's bad enough with the legitimate calls and then you're blocked by one of these type calls. So if you get in the habit at some sleepy non towered field and then fly into a busy area, you're going to be "that guy" that everyone hates. And if you think it's just me saying this. Take a look at AIM 4-1-9 g. (1): “Traffic in the area, please advise” is not a recognized Self−Announce Position and/or Intention phrase and should not be used under any condition.

Didn't you just say Aerox told you that you could NOT change from steel to composite? And aren't they now the STC holder after buying out Scott?

The 231 would be a good plane for you, especially at your base altitude. Here are a few answers and thoughts. 1,000 lbs useful load is going to be pushing it. After removing the vacuum system and the older radios I now have 902 lbs usable, that leaves 470 lbs with full tanks. Yes, all four seats are usable, but I don't know how it is for a 6'. Everyone I've had in the back seat says there is plenty of room when the front seat people pull forward. You're right that there may not be many -GB engines left. But if you find one, especially a high time one, that should drive the price down. So use the -GB to do all your training, get extra hours for insurance, etc., etc. and just have in the plan to replace the engine. If the plane does not already have a Merlyn Black Magic Wastegate, you're going to want one. You might also consider an intercooler, but not as critical as the Merlyn.

You may be right that the video wasn't posted before. Here's the link to the original discussion about the crash here: https://mooneyspace.com/topic/45481-crash-at-47n-loss-of-power-on-takeoff-5-6-2023/ And there was another one there the year before in April, 2022: https://mooneyspace.com/topic/41940-bravo-lands-in-the-front-yard-of-a-new-jersey-home/ Central Jersey is a nice little airport with inexpensive fuel (at least it was when I was back east). But there are trees at one end and it always seemed like a smaller runway than it really is. And not just because it's narrow, just where it sits gives it a funny visual impression. At least to me.

As @EricJ pointed out, it's a quick way to see if everything looks good. But in reality, I think it's just a quick question from the PPP staff to see if you can find the answer. And since it's not in my POH, it took a little digging and help from my friends.... They have a couple of others paired together on the form I like. The first is 4.5 Maximum baggage with 180 lb pilot, full fuel and then 4.6 [Location] of baggage carried for loading in 4.5 So.... Trick question or just poorly worded? (I'll also note that they had "locating" and I changed it to "Location" here, so it could just be bad wording.) But my "baggage" compartment is limited to 120 lbs. Regardless of the wight of the Pilot, I can only load 120 lbs of "baggage." And for the next one... It's in the "Baggage Area/Compartment." Now, if they really meant how much can I LOAD in my plane with a 180 lbs pilot and full fuel. Then I'd put 120 in the Baggage area and 171 in the back seat.

@Brandt This is old... May, 2023. You can read about it in multiple places, here's one link: https://asn.flightsafety.org/wikibase/312151

Is there a list on AOPA somewhere? So far I haven't found one. I may need an appraisal to make sure I don't get gouged by the WA State Use Tax. Just because the plane was purchased and originally kept in non tax states, I've been told WA is probably going to go for the full sales tax equivalent (their Use Tax) of what the going market is, not even what I paid for the plane over 30 years ago. So I'm also hoping an appraisal will reduce the pain.

Just say "single engine" and it will register with them.

That's one option. I have one iPad that's dedicated to flying (Air) and one that was for work, but has ForeFlight loaded (Pro). And then FltPlan Go and Avare on my Android as a backup to the backup. (Really wish ForeFlight would make a "Lite" version for Android for continuity.)

What can I tell you. It's not in the POH that came in the plane and it's not in the one I called Mooney and ordered right after I got the plane to have at home.

Interesting, my POH does not show that figure, but the Service Manual does. I did a search, but never scrolled through the Svc Manual to the drawing. Thx! And... do you have a 252 or a 231? Your pages look a LOT better than mine.

I'm filling out the PPP form... And remembering why I didn't like school. So the one thing I can't find in the POH, Svc Manual, various other publications is the Prop Clearance for a K/231. Google wasn't even my friend with various search phrases. I'm sure the info is right in front of my nose and I keep looking right past it. So???? Can someone tell me where to look? Or just tell me the clearance!? (Feel like I should sign my post like one of those old newspaper columns... Maybe "Perplexed Prop Head")