irishpilot

Already in AL. Next weekend is another opportunity. Fly Safe, Safety Forum Mod

I'm leaving for AL this afternoon. I'm in SAT and if you're paying for fuel to AR, I can fly you. Fly Safe, Safety Forum Mod

It's a great step forward and gets the rest GA closer to the Cirrus Chute, but not all the way. In order to get all the way there, Garmin needs an engine-out autonomous profile. Here's my suggestion: Plane detects engine failure and does: 1. Turn - towards nearest airfield 2. Climb - zoom to capture best glide 3. Clean - leave up to pilot discretion? 4. Check - checklist for restart, check to see if inside glide profile, checklist for off-field landing If we can get to autonomous engine out profiles, it will make it that much safer, especially in low wx situations. Fly Safe, Safety Forum Mod

Depends on how much you want to spend. My first Mooney was a '65 E. It was awesome and perfect for 350NM XCs. That thing cruised at 155kts burning 10.5 gph ROP. The C is also great. F has a little more room. If you've got the money to spend Mooney's only get faster from there. Fly Safe, Safety Forum Mod

Just my biased $0.02. I learned to fly in CO and have lots of time flying in the Wasatch range in UT. I've flown everything from 160 hp C172s to jets. If you plan on flying XC during the winter, the most capable plane gives you the most options. A FIKI Bravo gets you in the FLs. I'm sure an Ovation would also be a good choice, but I don't have first-hand experience with them. I really like the climb rate a turbo gives me and I routinely fly between FL180-220. That being said, you could totally rock any Mooney, it just depends on how flexible you want to be with your travel plans. Fly Safe, Safety Forum Mod

budget ceiling? Fly Safe, Safety Forum Mod

Piddle packs are awesome...can order them online. Fly Safe, Safety Forum Mod

Holy smokes, that's a lot of posts! Congrats and thanks for making this a welcoming forum. Fly Safe, Safety Forum Mod

Aside from personal experience (mine included), I highly recommend reading and studying the POH. The POH is the standard for what folks should study when asking where they can fly in/out of. I recommend running the numbers for both light and heavy weight, at SL and at a higher field elevation. This will give you a good working knowledge of what fields are availble. Fly Safe, Safety Forum Mod

I fly mine into 1T8 for mx work and it's 2890'. I taxi clear at the halfway point. Short field landings light weight aren't too bad in the Bravo's. It's the takeoff distance, especially with a 50' obstacle. Run the POH numbers heavy weight vs light. That's why I takeoff light and early, even at a 700' field elevation. Fly Safe, Safety Forum Mod

@Browncbr1, thanks for posting and willing to have this discourse on MS. Events like this are perfect to analyze, reflect and learn. Great post! If you are good with it, I'd like to move this thread to the safety section as this is the discourse we want to encourage for our Mooney Safety Culture. Fly Safe, Safety Forum Mod

This post serves to post the 2017 Mooney Fatal Accidents so we can learn and discuss prevention methods in an effort to lower future fatal accidents for our community. I'll break down the info as best I can, and I will highlight possible causes if they are not identified by the NTSB. In 2017, there were four fatal accidents resulting in six fatalities. I've attached the final reports and discuss the preliminary: 01/2017 - CFIT (final report) - pilot flew into terrain with mountain obscuration 03/2017 - CFIT (final report) - possible spatial disorientation on takeoff, night VMC 09/2017 - engine out (possible fuel starvation from left side blockage) Final report - Plane crashed with reported no engine. Plane had useable fuel, but NTSB noted fuel blockage on left side. 11/2017 - possible loss of control (Preliminary Report) - possible loss of control due to turbulence in IMC. No data to back this assessment up other than post-crash interviews from ground personnel from departure point Recommendations/takeaways for us: 1. CFIT accounts for 50% of 2017 Mooney fatalities. Ways to for us to mitigate this is keep current with IFR procedures and associated training. Also, for those of us with autopilots, know when to use autopilots to reduce workload, especially in IMC or low-illumination flights. 2. Review and practice emergency procedures. This especially applies to engine failure inflight. Depending on the model, most checklists require fuel selector switch, fuel pressure verify, mixture, boost pump on, MP, mixture and prop full forward, check mags are on. 3. Review decision making and how it may be affected with "get home-itis". This applies to each of our own personal limits. Some will only fly day VFR, where others will fly hard IMC. The key is to fly at a rate that keeps you comfortable with the environment you plan to fly in. For those of us with Instrument tickets, ask yourself when is the last time you flew under the hood practicing approaches? For those who don't have instrument ratings, when is the last time you flew refresher training with a CFI on maneuvers such as the standard-rate 180 degree turn to get yourself out of inadvertent IMC? Recency, flight currency and proficiency are all tied together when evaluating your personal mins and what you can handle when conditions are less than stellar. These are just my observations and thoughts on how to help our community analyze accidents and how to incorporate what we learn into our safety culture. Mar 2017 - CFIT (final).pdf Sep 2017 - Power loss (poss fuel block).pdf Jan 2017 - CFIT (final).pdf

Donated. Please add me to the list.

Thanks for posting. Here's my recommendation for this scenario: 1. Be configured prior to the FAF - I don't teach dropping flaps without the gear - this gets you out of your normal habit pattern and can lead you down the path of a gear-up landing, especially when dealing with the unexpected. 2. Glideslope Intercept is the the lightning bolt on an approach. Since you were not at GS intercept and at the FAF, transition to the LOC, follow the procedure and descend to the MDA. If you are able to capture the GS prior to the VDP, then continue your pre-planned ILS 3. If unable to re-capture the GS and you hit the MDA, continue to missed approach point. If visual the runway prior to the VDP, use that as your descent point. If inside the VDP and prior to the MAP, determine whether you can continue with a safe landing. If not, go missed at the MAP. Like you said, if uncomfortable at the FAF with the vectors/restrictions given, break off the approach and get vectored back around.

I have to run half cowls, but I'm fighting a known CHT issue on my #6. It's an ongoing thread under this section. However, I'm still able to keep temps under 400. Fly Safe, Safety Forum Mod

29/2400 in a Bravo = 18 gph. That power setting conservatively gets you 165 TAS below 5k, and 200 TAS at FL220. I usually fly upper teens to lower FLs and plan for 180-190 TAS. Will the plane run faster, yep, but plan on 20 gph and higher temps. I'm following the advice of many Bravo owners and running the engine conservatively. Fly Safe, Safety Forum Mod

I just did the M20E to Bravo transition. They are both Mooney's but different planes. Since the C and E are similar in size and capability, you are looking at a similar jump. The Bravo is made for long XC and that is where it shines. I regularly fly 700NM XCs 2-3 times per month (non-stop both E and W). I couldn't count on that with my old E at that rate without the tools in a Bravo. As an example, yesterday I flew from Destin, FL to Montgomery, AL, then to San Antonio, TX. The Bravo has redundancy: two batteries, two alts, two static, etc. It also has FIKI, O2, Turbo which allows for easy access to the FLs and the ability to get through an icing layer, should you need it. I don't plan on flying in ice, but have the system as an added tool. Bravo differences: heavier on the controls, heavier gross weight, flies faster, lands faster, longer fuselage, more complicated engine management, easier to fall behind the aircraft, fuel burn double of a C model. My wife is a destination gal and didn't really like the M20E because it was small inside and we couldn't take much with our kids in back. She likes the Bravo much better because we have more luggage space and rear seat space. We can hold half tanks, weekend bags, and still go a long ways and be under gross (kids still small). Others are spot-on with ensuring you get the training and are comfortable with the systems and pacing you'll need in the Bravo. If you have more specific questions, please PM me. Fly Safe, Safety Forum Mod

I flew at FL190 this morning. the fresh air vent isn't fully closing. will have my A&P adjust. Fly Safe, Safety Forum Mod

I'm going to fly high again tomorrow. I have a feeling my fresh air vent isn't fully closing. Fly Safe, Safety Forum Mod

Great info about slips, especially regarding why it is not recommended in LB Mooney's. I try to set my descents not planning on using speedbrakes, I use them where I'd normally slip and I find the increase in descent rate to be good and manageable. I agree with crab-to-slip over the numbers. I've found my Bravo to be very stable in crosswinds using that method. Fly Safe, Safety Forum Mod

Hoping to find a buyer that prioritizes the upgrades as much as you do is possible. However, you will be limiting your demographic. Plane sales are tricky. Price too low and you lose out $. Price too high and the plane will sit on the market. Serious buyers who have time on their side will watch the plane market and see it go stale. From what you've written, I'd recommend you do selective upgrades that will retain high resale value. You can gain significant capability with used avionics that will hold resale. For example, you do a 530W/430W with a GTX 345, paired to an iPad with Foreflight you will have ADS-B, LPV, XM WX and ADS-B wx, etc. You could also go other routes that will give similar capes. Or you can go newer with 750/650, etc. Lots of choices of you step away from the latest avionics. Fly Safe, Safety Forum Mod

I think if you run straight numbers, the upgrade costs will add up pretty quickly. However, if you keep the plane another 10 years, the costs become less relevant because of the usage. If you plan to sell in the next few years, the upgrade costs become more of a factor. What do you have in mind for your plane's upgrades? Fly Safe, Safety Forum Mod

thanks for the responses. I double-checked the vent controls and they are fully seating. I will have my A&P look at the fresh air vent. It sounds like that needs adjusting. Fly Safe, Safety Forum Mod

I've been doing some long-haul high alt flights (FL160-FL200) and it gets cold. I've noticed that with all my vent levers closed there is still cold air blowing from the vent underneath the front coffee cup holders. If I turn on the heat, it comes out lukewarm from that same vent. It's cold enough to require a sweater with hoodie. Below 15k, the heater is fine. Questions are: 1. is the center console vent always on? 2. Any tricks to help button up the cabin to keep warm air in better? Fly Safe, Safety Forum Mod

Agreed, high alt is hard on the body. Also take into account circadian rhythm. Taking off for a long night of flying after working all day is much different than leaving in the AM for that same flight. Fly Safe, Safety Forum Mod