PeteMc

I don't have any info on your options down there.... But something that holds true these days with any Shop is to TALK TO THEM NOW! A lot of shops have personnel issues and it is taking longer to get the Annual done and there are a lot of people in line. So once you decide upon whom you're going to use, call and get on their schedule. If you keep using the same shop, they (should) remember when your annual is due and be expecting you. But it will make the scheduling much smoother if you still call a few months out just to be on their radar and then follow a few times as you near the date. And my shop didn't care if I moved it a week or so because of my schedule, so you shouldn't be tied to A drop off date. But just work with them and they'll work with you.

That's what is was. Not a Reg change but legal interpretation. And the ATP one I remember they came up with a way as to why you could do it, just don't remember what it was.

I believe some Regs have changed so this doesn't work anymore, but years ago you could have four. I'll defer to anyone else that remembers how this worked, but I think it was as simple as: 1) Pilot manipulating the controls and under the hood... 2) Pilot designated as PIC... 3) CFII giving instruction... 4) ATP because they can/could always log time while on a flight (there may have been more to this one, but there was a way to make it work).

So it is similar to the 231 in that you need to watch the max MP. You can't just have "everything full in" and blast off at Sea Level?

As I understand it TECHNICALLY the pilot flying under the Hood can only log the time WHILE HE IS UNDER THE HOOD. Otherwise there is no need for two crew members for that flight. Now if you're flying under the Hood and you need to build more time than your Safety PIC, there is nothing to say you can't make them PIC when you go under the hood and take it back when you take the Hood off. Again... You only need two crewmembers in a Mooney when one of you is using a view limiting device. (Yes there could be some Commercial flight that no one would typically do in a Mooney, but it might require two crewmembers.)

I did totally miss that. Thanks for the catch!

If you only have the Merlyn Wastegate and not the intercooler, then you just lean per the manual and temps for ROP. If you're going to go LOP, then it's mostly with temps and a feel for the engine. As temps vary during the year I'll have various luck with my engine for LOP if I want to keep any power. No issues if I'm just cruising. I'll agree with most of the comments that you need to be light handed with the throttle, but MUCH less than if you had the Fixed Wastegate (that was a pain). But after a few flights you'll know how much to crank (or push) the throttle to get enough power to spin up the turbo without overboosting. Then it's just a quick glace over to bring your power up to 39/40". A little more attentions obviously needs to go into the power on a shorter field to make sur ethe power is good when you release the brakes. In the climb, pending how high you're going, you will need to watch the MP and add a little every so often. Even more so in the descent! As you come down the pressure will build faster than a normally aspirated engine. So you need to keep an eye on it if you were up in the high teens or even FLs and you come all the way down. The speed increasing will be a good clue. Big advantage of the Merlyn is you still have some throttle left and additional power as you keep climbing above 15K. That's where with the Fixed Wastegate (pending air temps) the engine would start to preform like a normally aspirated engine.

From various mechanics, various Mooney groups and attending multiple PPPs, I've never heard anyone say you can't use 40" on takeoff or in climb in a 231 (vs 252). I've been doing it for decades and have never had a head separation. Do you have a few sources or is it an old wives tale you're hanging on to???

With the Encore you can take off from basically sea level with everything full in? Not something you can do with the 231 even with the Merlyn.

If the intent is to give him some solid practice on making that 180 with confidence and some skill if he does find himself in IMC, then I think it's a great idea. That's why they include it in your Primary training. But I don't know that you (or I) should be giving that instruction to your friend, I think he really should go seek out a CFII. Just explain to them that the goal is skill and confidence for that Oh Sh*t moment to turn around. And even if he turns around there's sill no blue sky. No need for explaining in detail "join the Localizer" or much at all about Instrument Flight Rules or Procedures. But a lot about no sudden movements, slowly turn on the Autopilot, once stable immediately get out the Mayday and get help from ATC to get him back into VMC. If it's a wacky Wx change and fog came out of nowhere, then let them get a CFII to talk him down. (My wife knows EXACTLY who she's going to have them call to talk her down. A CFII that knows my plane well and if he's not around, there's a BU that also knows the plane, just not as well, but better than a total stranger.)

Sorry. I misunderstood your "...You wouldn't generally do this if the destination is IMC. We've got Whidbey Naval Air Station nearby, and they'll provide a PAR if you ask, but this 'no-nav' IFR is not useful for that kind of weather. It's only useful if you can get vectored below the ceiling..." comment that you actually would fly this way.

Not at all what I'm thinking. I just don't think today you'd be able to launch for more than a very short flight without some sort of Nav Radios. If shit hit the fan am I going to point the noise down and end it right there, of course not. With my map and compass I'm going to go someplace. (In reality I'm going to turn on my various backups because that MUCH safer and just stupid not to use and have tools with you for emergencies.) Biggest NO on the conversation for me is that the Reg was written when so many planes stayed lower and scud running was a norm, so it was up to you to pick how high and which way. That was even true back then of the larger planes, but as planes got larger and flew higher... GEE people, including PILOTS, decided it wasn't a good idea to go up high stuck in the clouds without having something other than a compass. And again, for the most part the pilot decided how high and if they wanted to go Right, Left or do a 180. Now we talk about doing it in modern day in busy airspace where it's not up to you to pick your altitude or heading. Following a RV is no different than following a magenta line, you need to follow the line you were Cleared to follow, be in on a electronic map or in your head and on your compass. Sure you can ask for up, down, left, right, etc. But now days with the airspace in a LOT of the country, you're going to possibly NOT get what you asked for. Quick hops in airspace where the Controllers know you (..."oh, here's that RV Only guy again...") sure, they'll give you a Clearance if they can. But I wonder how many times they've said no. And if something did happen, radio failure and and maybe an airspace incursion because of radio failure... Gee, did someone say Reckless and Careless for pushing the envelope with an older Reg written for different airspace and aircraft capabilities? And I'm all for blasting off not talking to anyone if you don't need to. Also few for a LOT of years in some very busy airspace and reckless and careless came to mind a lot of times even in VMC when you got people that did not do their homework before they came blasting in and causing major issues. (Excuse me while I go put my soapbox away... )

Is it yes? I have to admit I couldn't just find it just now in my quick search, but I thought there had been an additional Legal Interpretation that you needed to be able to continue if you lost Comms. I'm pretty sure they did not have you in mind with your scenario of flying with just Radar Vectors. But I seem to remember it being an additional clarification of the basic equipment list. And if you lost your radio you would have no other means of Navigation and you would then definitely fall into this category. But again... I can't find what I thought I read, so know way to confirm what the details were. And yes, I get you're not talking about blasting off into hard IMC but more of a Rules Awareness process. ADDED: Found it right in front of my nose... I learned years ago from a very high FAA guy that would comment on the regs and how people wanted to always read them to their advantage vs. just reading them - which is the way legally they would be interpreted. So... 91.205(d) only states that an airplane must have: (2) Two-way radio communication and navigation equipment suitable for the route to be flown. Pay special attention to the "...AND navigation equipment..." Doesn't specify what kind, just that you have it. If it said radio OR nav equipment that would be a different story. So that's why I would question your interpretation that you only need a radio.

I have a 231 with a KFC200 that is being driven by my Aspen. If you get the ACU100 you can keep the KI525a if you want, but the Aspen will work with the KFC200 just fine. And I also have the 3rd party Altitude Select. Not as graceful as the Altitude PRE Select that could be added to the KFC200, but a LOT less money. And I punch the button as a backup in busy airspace. There have been times when I've paused before I respond, write something down or make a change as I'm nearing my Altitude. But then I've gone ahead and done the other task and just monitored the Alt. Select to make sure it does level off. Worked every time, so worth the money when flying single pilot IFR. (Also have a GI275 as a backup AI. But didn't see a need to have something other than by PFD driving the autopilot.)

Here's a link to their compatible autopilots. In my search though I also saw a press release for the Trio Pro Pilot autopilot, but I don't see it on the list. So your best bet is to probably call or email Aspen directly. https://aspenavionics.com/support/evolution-approvals/

Okay then.... I've met the source of the story!!!!

Okay... I guess I've tuned the guy out totally. What is he selling???? Some super sponges for the tail or something??

Not sure what @BravoWhiskey's answer was back then. Mine would be to let the Controller know and just ask them to read me the Fixes and Altitudes, Missed, etc. Then I'd draw out my own Chart. When I get near the IAF I'd remind them that this is a No Chart approach and to keep me honest. Don't know if it was on a true story or just one all CFIIs tell to newbies, but have you heard the one where the cockpit door opens and the charts sitting on the Pax Seat ALL get sucked out the door....

I'm assuming they do the same thing. But when you mentioned their name I looked at the website and it looked pricier than RAM.

Sure, if you like it on your leg/lap. They look like nice cases with some ventilation. But if you're going to yoke mount your iPad, then for 1/4 the price you might look at the RAM mounts.

Is your iPad in a case? That is usually the cause of the overheating. I leave my iPad plugged in most of the time and it has never overheated. No case though, just in a RAM yoke mount.

The iPad could easily have overheated. Not everyone's iPad will overheat, but it is a known issue. Especially if they leave them in a case where it can't cool properly. Also could have been an outright hardware failure. How it "failed" we'll probably never know.

I don't know ATC requirements, but the controller mentioned they were "discussing it" and "not sure if it is legal." It wouldn't shock me if the Manager was whom he was discussing it with, but even if it was two controllers, there was the discussion. So my gut tells me they're required, but someone would need to have a controller weigh in.

You may be right.... But I also wonder if he's an IFR newbie or someone that just barely keeps current and when they lost the plate they lost all "smarts" and confidence. Also wouldn't surprise me if they never learned or, again, doesn't train enough to know how to load the approach actually on the GPS, he just loaded it in the iPad and sent it to the GPS. Hope the FSDO has a LONG talk with him and requires some serious training. We don't know, but there easily could have been passengers onboard.

GREAT PATIENCE on Controller's part! I'd buy him a beer any time! (Anyone know who he is or his Operating Initials?) Wonder what the FSDO ultimately did?