irishpilot

Stay away from towering Cumulonimbus. Cumulus are popcorn-like and the rate of growth will often dictate their turbulence. Dewpoint and freezing levels are terms to be familiar with. Modern tools that can help in-cickpit are ADS-B, XM WX, Foreflight connected to a Stratus, etc. Lastly, when talking to Center, the earlier you ask for deviations, the better And, as always, when in doubt, wait it out. Sent from my SM-N950U using Tapatalk

everyone, let's keep this discussion focused. @201er, I appreciate your thread start, but for the Safety forum, please do not post links to personal blog/vlogs unless they have safety-focused content. For general commenting, I recommend the general forum. However, your post is leading to discussion relating to GA uncontrolled patterns and what is considered procedure vs preference, which is good. For everyone, please refrain from generalizing types of pilots by the plane they fly. For example, "all Cirrus or all Mooney pilots do....". Also, one more tip when talking safety - emotions do not help. Discussion needs to be objective with arguments backed by CFRs, AD, SD, NTSB, or other published guidelines or procedures. I know this is sometimes difficult when you are personally involved in a near mis, or other safety incident. Thanks for reading and stay safe!

Fellow aviators, Welcome to the Safety page dedicated to focusing on safety-related topics that will make us safer aviators. In order to do this, we'll need some ROEs, to follow shortly. I am the safety moderator and as such, I'll need your help keeping the threads in this section on point. Threads that drift from productive safety analysis to non-helpful conjecture, name-calling, etc. will be deleted or closed. The purpose of this section is to use facts, NTSB data, and eye-witness accounts to analyze Mooney accidents so that we can collectively learn and apply to all of us Mooney flyers. General safety article links, safety best practices, safety topics to discuss, are all highly encouraged. I will try to post a safety topics of the month for general discussion and Q&A. Thank you for being a part of this and please PM me suggestions or issues you see. We are better and safer as a collective group than as individuals. I look forward to our discourse! Sent from my SM-N950U using Tapatalk

Thanks @toto, I was pointed to him and we are discussing.

@pwnel, thanks for the guidelines! This helps a ton. If you wouldn't mind, can you ask the SAAF mods if they are okay with us using their safety guidelines as a template? @elimansour, thank you for volunteering. I'll take you up on that offer. @mike_elliott, thank you for leading the donation effort. As a community it is important to rally to those in need. Donation sent.

I agree that threads in the general section of MS should be factual and focus on people, their family, what we can do as an organization to help and support fellow Mooney drivers. I recommend we create a Safety page that is designed to post factual info on Mooney mishaps where we collectively learn about the events, analyze the data (NTSB reports, eye witness accounts, etc.) and then recommend procedures and/or techniques going forward to avoid future mishaps. I think COPA does an admirable job building Cirrus accident ststistics, and discussions led by their safety rep. This is how we collectively track, document and propagate a safer community. I volunteer to help structure the new page if someone can point me to MS founding mods. -Ryan Sent from my SM-N950U using Tapatalk

I won't take sides on the shock cooling but I also use @gxrpilot descent technique. I plan for 500 ft/min and throttle back in the descent to arrive at pattern altitude on speed. I descend fast, arrive at my target alt 5-10 NM prior to airport with the throttle back and use level slow down in the thicker air. Works great and is a gradual pwr reduction. In my old E, I cruised between 8-11k. Sent from my SM-N950U using Tapatalk

You can purchase a very capable airplane if you step up to twins. Just gotta ask yourself if you are good with the fuel & the potential for two overhauls (worst case). Mx can be more as twins can have complex systems. I enjoy flying twins, but I'd rather rent them for the occasional trip and fly a fast single for the rest. You can't go wrong with C310 or twin Baron. Also, check out 1980's PA46. Px, great glide ratio, TKS, and useful load around 1300. You could take four and still have a few hrs of fuel. Back to Mooney, I still highly recommend them as very capable and fast singles. Sent from my SM-N950U using Tapatalk

Desertnomad, welcome aboard! Here's my quick take. You already have a capable 140kt plane with a sweet panel. To upgrade speed you are in M20K, Bravo, Rocket, Ovation or Acclaim territory. Those models cruise between 175-220 TAS, most come with O2, some with TKS or FIKI. However, on most Mooney aircraft, you'll be hard-pressed to find a model that you can take 4 adults and full gas, let alone out of a high DA airport. Speaking of high DA, I'd lean towards a turbo aircraft, but that's personal preference. My recommendation is search, keep asking questions and try to fly with one of us. Speaking of which, I may be flying out to North Las Vegas late July once I close on the Bravo. BTW, if you had a slower aircraft, I'd say look at the short body Mooney's, but you'd be only gaining 5-10 kts. However, I did love my fuel-injected M20E. 10 gph @ 155kts. Sent from my SM-N950U using Tapatalk

I've done both. Clubs are great if you fly mostly out-and-backs, or two day trips. If you like to go on longer trips, or have a schedule that constantly changes, ownership makes more sense. However, agree that if you don't know which model you like, a club is a great way to get Mooney time (insurance will like that later) and dial in your "must have's" vs your "like-to-have's". Sent from my SM-N950U using Tapatalk

I just went through this when looking to purchase. The three airframes on my short list were SR22T (G3), PA46, and a modern Mooney. My requirement is 200 kts in the FLs, some form of icing protection (TKS or FIKI), and the ability to go 600-800NM non-stop. I ultimately chose Mooney because of the economy-to-speed ratio, I know the airframe, and the mx costs are manageable. If you really need six seats, I'd look at twins as well. That being said, the reason I didn't choose the PA-46 is because insurance was double the Mooney. I was quoted $5,700/yr and that is with thousands of hrs in pressurized & high performance airplanes. Also, it won't fit in a standard T-Hangar, top ends on the early engines only get about 500 hrs. However, I think if you go in with open eyes on operating costs, the PA-46 is an excellent XC machine with good useful load. It also glides well at around 14:1. I highly recommend you email MOPA and get a guest pass. Their forum is similar to MS...very friendly pilots who are willing to share their experiences. Sent from my SM-N950U using Tapatalk

Bummer to hear. I've been flying with them for 12 years with zero problems or failures. I heard there is another option that's like the Halos, but I haven't been fitted for them yet. Back to the OP, another thing to think about when comparing ANR, is what frequency it is targeting. Upper-mids is where jet-related hearing damage occurs. Not sure about GA piston, but I'd guess it's mid freq. Sent from my SM-N950U using Tapatalk

Valid, but I almost lost my 530W because of flying through heavy rain. It shorted and I had to get it overhauled by Garmin. Not fun and not cheap. However, you are totally right, the 201 mod is not avionics mx friendly. Sent from my SM-N950U using Tapatalk

For my day job, I fly with a HGU-55P helmet rated between 35-45 dB protection and use Westone's ACCES earplugs. I can hear everything and they give an additional 32 dB protection. Before then it was just the helmet and foamies (not near as good). Standard David Clarks are good for 23 dB. Most ANR will give you up to 30dB, frequency depending. Halos state 30-45 dB protection. I have never used Halos, but if their protection is what they say, I'll be switching from my Lightspeed Zulus. For those using the Halos, do you have ear protection on top, or is in-ear good enough? There is no such thing as too much hearing protection. Good subject to discuss. Sent from my SM-N950U using Tapatalk

Agree with this. Struggled with leaking panels in my M20E. Fixed it with window seal and plastic guards for extra insurance. After messing with the panels, I'd opt for the 201 mod, despite only being able to access the panel from below. Sent from my SM-N950U using Tapatalk

@carusoam, absolutely! My business partner and I both have day jobs flying and are all about TT. We we're looking at TT in Texas, but haven't lined anything up just yet. Because of our schedule, we'd need to knock it out over 2-3 days front-loaded. Any recommendations are always welcome. Sent from my SM-N950U using Tapatalk

Agreed on knowing systems before flying. In the military, we memorize Critical Action Procedures or Boldface, limits, prohibitive maneuvers, etc. I apply that to every new civilian plane I fly and it serves me well. For the Bravo, I am focusing on: general knowledge & limitations engine emergency procedures engine out glide IMC engine-out penetration procedures electrical & vacuum emergencies FIKI system electrical system fuel system O2 system emergency procedures gear system & emergencies I'll branch out to the more non time-critical stuff after I get a handle on this list. I'm used to flying complex and high performance jets & turbines, so I don't take the Bravo lightly. However, looking forward to 200 kts in the FLs! Sent from my SM-N950U using Tapatalk

@carusoam, thanks for the tips. That's why this forum is so great. I've heard of some items you listed, but not the 2U TC'd plane...I'll look that up. I used to wrench on my E with A&P supervision, but my current job takes most of my time, so I'll be paying. The plane will be based at KSKF and Kerrville, TX is just down the road. Sent from my SM-N950U using Tapatalk

My bi-weekly commute is right on the ragged edge of non-stop flying carrying IFR reserves. 650NM. Can make it East-bound, but West will be wind-dependent. And yep, I'm used to long flights, piddle packs, and XM radio commutes. Oh, and a good Chipotle gut bomb mid-flight. Sent from my SM-N950U using Tapatalk

thanks all, I'll continue reading. I'll conservatively use the aforementioned fuel calcs, but will want to dial in the EDM 900. Sent from my SM-N950U using Tapatalk

Hello all, I'm in the process of a Bravo pre-buy and I have a few questions on standard range tanks, how much fuel actually fits in the wings, and range with your power setting since I'm gettting the trend that flying the book numbers isn't recommended. 1. Confirm standard tanks are 95 gals (89 useable)? 2. I've read in some previous posts that some folk can fit 100 gals if they are patient? Is this confirmed or internet WOM? 3. For those rocking standard tanks, with your power setting, what ranges do you see (assumption is landing with IFR fuel reserves)? 4. For those not flying book numbers, has anyone created a cheat-sheet with recommended power settings, range, fuel/flow, etc. for mission planning? If not, I'll start building it. I apologize in advance if this has been covered, but I was unable to find it. Thanks in advance!

Update: looked at a Rocket and Bravo, now putting an offer on the Bravo. Best fit for our mission and has FIKI and redundant systems. MTF... Sent from my SM-N950U using Tapatalk

I agree with@ragsf15e, I don't enter the pattern unless I have all aircraft accounted for. This only protects you against aircraft you know about. This reminds me about the time I got a face full of a Steerman flying tight patterns with no radio. It sucks so stay vigilant. As a CFI, I'm very strict with my students on flying by "the numbers" in the pattern. This builds good habit patterns for pitch & power settings inside the cockpit as well as repeatable ground tracts in the pattern. If they can't do the pattern basics with ease, no solo. BTW, they learn from their pattern mistakes faster when they fly that way. Sorry to hear such about such a lax attitude from that CFI. We're not paid to be students friends, we're paid to make them the safe, professional aviators. Sent from my SM-N950U using Tapatalk

Thanks for all the advice. As of now my business partner and I have narrowed it down to a fully equipped 252 and a Bravo. Going to look at both this week. Will report back. Sent from my SM-N950U using Tapatalk

@toto, just found out from my business partner it is a larger hangar. It will fit a PA-46. We are closing the PA-46 option for other reasons. Now down to Mooney and Cirrus (or Cirri @caruso!). Sent from my SM-N950U using Tapatalk