irishpilot

Same here, first time in a Mooney was during the pre buy. They are perfect cross country planes. Congrats! Sent from my Galaxy S5 via Tapatalk

Hypoxia is insidious and unless you have experienced it before, can be difficult to identify. I'm glad you were able to figure it out and get on O2! The body is affected by recent sleep patterns, caloric intake, caffeine and alcohol as well. One day you could fly at 11,500 and the next 8,500 is too much. The reason for O2 at lower altitudes for night operations is because our acuity at night is severely reduced. A lack of O2 makes your night vision hampers it even more.

I'm jumping in this thread late. I'm also a new to Mooney ownership. It is definitely expensive. My price cap was $50k and I was able to stay under that with a M20E with WAAS. My question is, can you afford paying cash for a $5k annual? It would hurt, but if the answer is no, you need to really weigh getting in at $30k. For Mooneys that price limits your options. Also, these planes are designed as XC planes. As such, I would not consider buying a VFR panel. If you only have funds for buying a plane or getting an IFR rating, I would choose the rating. If you have funds for both, get an IFR capable plane and start your IFR training. Good luck in your search and keep asking questions! Drop me a PM if you want to chat more about options. Sent from my Galaxy S5 via Tapatalk

To all, my intent was not to state overtly or otherwise, that military pilots are better. I am sorry if it came across that way. I have been active as a GA pilot for over 20 years and will be active long after the military. I love the freedom and culture that comes with GA flying. I wouldn't be on this site otherwise. If any of you feel that I've alienated you, please drop me a PM so we can discuss further. I mean that sincerely as I really enjoy this forum for the wealth of info relating to all things Mooney. Sent from my Galaxy S5 via Tapatalk

I don't think that is a fair statement to the F-16 pilot or the two who were killed. I respect your anger but disagree with how you voiced it. Have a nice day and fly safe. Sent from my Galaxy S5 via Tapatalk

I'll the company tomorrow and see what they say. Thanks again and I'll post what I find. Sent from my Galaxy S5 via Tapatalk

Pros and cons to each. Jumping in a AF jet and flying VFR without turning the transponder on is generally frowned upon. When Uncle Sam is paying the bills, you lose a lot of freedom. That is why GA flying is so awesome! Sent from my Galaxy S5 via Tapatalk

So I went out to the plane today and adjusted the roll sensitivity per the instructions and that seemed to work, but I still have a fail indication after the initial BIT. I think I'll have to get it to the avionics shop. Any other ideas? Does the computer store fault codes? Sent from my Galaxy S5 via Tapatalk

Midlife's guidance is basically lean to peak then enriched slightly for 50-100 ROP. He just steps through the procedure thoroughly. I have most of my GA flying in CO and the knuckle gets you close and then you can hone in using the mentioned steps. Happy flying! Sent from my Galaxy S5 via Tapatalk

I use my first knuckle on my index finger. That sets the initial mixture in the ballpark and works for CO elevations. Sent from my Galaxy S5 via Tapatalk

Man, that's a neat concept, decent pricing and a modern update. Enjoy! Sent from my Galaxy S5 via Tapatalk

That's why it is nice when you are at an airport thar uses one runway for IFR procedures and another for besting up the VFR pattern. USAF pilot training bases are much more efficient at those procedures. BTW, being able to come up initial and bleed energy in the turn allows extremely quick landings. For GA flying, I try to not get too bent out of shape for we all were learning and messing up pattern ops and radio calls. Sent from my Galaxy S5 via Tapatalk

Thanks so much for the link! I had no idea the site had those. I will adjust the roll on the ground and see if it stablizes. Sent from my Galaxy S5 via Tapatalk

I think it may be the roll because I only engage the system with the needle centered. Small changes in heading cause it to hunt and then fail. Is there anything I can do besides take it in? Sent from my Galaxy S5 via Tapatalk

Anyone have issues with an STEC autopilot? I have an STEC-55X in my plane and it's causing some issues. The plane is new to me and wasn't flown much before I bought it, so I'm ironing out the squawks. If I engage HDG or NAV + ALT and the plane is already on steering, it will hold altitude and heading for a while. If it has to make a steering correction, it will get into an oscillation and then turn on with "FAIL" listed on the Alerter page. I can reengage it and it will do the same, but then the system will finally display fail and not work unless I cycle power. Does anyone know the cause of this and is there anything I can troubleshoot before taking it to an avionics shop (which is a ways away)? Thanks!

Congrats! I'm going to throw some stuff out that may be unpopular, but it's the stuff I've learned over the years 20 years of personal/professional flying. First, don't rush to buy a plane until you learn everything you can about each type and fly in each. There are plenty of pilots who are more than glad to go up for an hr so you can get some hands on flying. If you are planning on doing anything more than pleasure flying, you need additional ratings. Too often I see people buy planes that are XC machines with no IFR ticket and think they are going to fly long distances on a frequent basis. That is asking to put yourself in a tough spot when unexpected wx pops up. If you truly want to use a Mooney or Bonanza for what it is intended for, start your IFR training...you will be a better pilot for it. As far as planes, Cessna 172/182 are much more forgiving and easier to stay in front of. They are also less economic and are like driving a truck. Bonanzas are very nice. Don't be scared of the V tails, they have a bad rap because people got behind the aircraft and oversped the airframe. They are bigger inside than a Mooney. I chose a Mooney because of the economical speed. They are also solid IFR platforms. I use it to commute on a regular basis, so I make sure I'm current on instrument approaches and I have XM wx in cockpit to help me when weather is a factor. One last note, none of the aircraft you mentioned are hard IFR planes. I consider those that have anti ice equipment to include boots, heating elements, etc. Again, this is just my perspective. Keep asking questions so you build your SA. Sent from my Galaxy S5 via Tapatalk

On jacks. If you ever have your plane in for mx, I highly recommend helping pull panels or go and learn about the systems hands on. Sent from my Galaxy S5 via Tapatalk

It's definitely the air px switch. Replacing this weekend. Relays are new and tested good. Sent from my Galaxy S5 via Tapatalk

I found a switch. Does anyone know if the gear override that is in newer Mooney's can be added as an STC for a M20E? If so, I may go through the hassle of putting one in.

It is the air px switch. Anyone know where I can get a new one? The current switch is from 1967. Sent from my Galaxy S5 via Tapatalk

I've flown in some nasty stuff for work, but that is in a high performance jet aircraft. With my Mooney, I will avoid icing, embedded TSorms, fog and low ceilings along my route (below approach mins). These planes are fast but won't be able to get over a lot of weather jets can, so remember that when you are on the fence. Sent from my Galaxy S5 via Tapatalk

Any autopilot/wing leveler can be overridden by a spatially disoriented pilot. I think the big difference is training. If said individual is IFR trained or at least has experience in recognizing unusual attitudes, they are more likely to use the tools available to fight against Spatial D. If you fly long enough, you will become disoriented at one point (can happen VMC or IMC). The training is what saves pilots.

Status update: the aircraft is on Jacks and the gear went up at random airspeeds and not consistently . The last time, they couldn't get the gear up until over 85 mph. That seems like the airspeed switch is malfunctioning. Has anyone else seen that? Sent from my Galaxy S5 via Tapatalk

I've got the plane back to KMGM (home base) and I'm going to help my A&P troubleshoot Tuesday. I'll have an update then.

Thanks all for the input. It helps me narrow down places to look. We are gonna throw it on Jacks and see what we find. Sent from my Galaxy S5 via Tapatalk