irishpilot

Hello there and welcome! I'm moving this thread to the General section. I'm sure you'll get great advice. Sent from my Pixel 4a using Tapatalk

I run the yearly fatal and general Mooney accidents and the top causes. I pull this from the NTSB and search for all Mooney's. As stated in this thread, it lags about 18-24 months before I have a complete year to run. You can see the 2017 and 2018 accident analysis stickies in the Safety Section. Also, I'm moving this thread to the safety section. Please keep the discussion going. -Safety Mod Sent from my Pixel 4a using Tapatalk

Any volunteers?? Sent from my Pixel 4a using Tapatalk

Hey ya'll, if you are waiting on parts that can only be ordered through Mooney please drop a line if you are having a hard time getting your needed parts ordered. A few of us are waiting on an gear airspeed switch and Mooney has yet to put a batch order in. I've heard rumor that some owners have been waiting four months and yet no batch order. @Jonny - if you're reading this, call or PM as I'd be happy to figure out a way to get us owners and some MSCs to get the necessary number to get a batch order through. I've confirmed this specific part non-availability with Dugosh and @Dmax . We're here to support Mooney Corp, but we need the information to flow a little better, especially with parts availability or non-availability. For other high-demand parts that folk are waiting on from Mooney - please drop them here so we can have a consolidated list. Thanks!

All, it's been a great time running the safety section of Mooneyspace, but as I'm selling my Bravo to move onto a six seater, it's time for a current owner to keep the safety show running. Thanks to @mooniac58 for letting me set up the safety section and help grow our Mooney safety culture. If anyone is interested in running the safety moderator position, please let me know. If you have safety training, classes, or certifications, please consider volunteering. You will be paying it forward to our Mooney community.

That seems like a pretty small $ amount to file a claim. I'd probably pay out of pocket to avoid the hassle of filing, but I am fairly ignorant on aviation claims. Sent from my Pixel 4a using Tapatalk

I agree, it was awesome seeing vendors busy with potential buyers, but a bummer no Mooney presence at OSH. It was a great year, and I think those who are willing to finance will be looking towards new aircraft. If there was an event to reintroduce Mooney, this was it. On a related note, I've been having a really hard time getting the Mooney parts department to give me a call back, and when I do get them on the line, they are very non-committal on when they'll be putting in an order. A little frustrating.

@donkaye, it was great meeting you and your bride in person!

I used the discount link and bought the updated one. Worked great coming to OSH this year. Great safety equipment. Sent from my Pixel 4a using Tapatalk

Looks great, Craig. Thanks for doing this!

There are rent vs own calculators out there, and is typically is over 100 hrs per year before it at least breaks even. However, Murphy is a twisted soul and has a law, so just when you think you are gonna have a low cost year, something will break. you'll notice around here we don't refer to airplane costs in thousands of dollars, but in AMUs. 1 AMU = $1,000 USD. That being said, nothing like owning your own airplane and being the master of your domain. Best of luck!

There's two camps of advice here. The price is more like $4500 if you send both brakes and the control box in, which is what Precise recommends if you call them. If they are still under warranty, then send them in. If not, then see if you can fix them on field. These speed brakes are really simple and I agree with others, you and your A&P should at least open them up and inspect. Worm gears and springs are easy to lube or replace. Lastly, I disagree that only one deploying is a safety issue. Bottom line, speed brakes are not required, otherwise Mooney would have had them as part of the airframe certification process. If only one comes up, drag increases, but there is no loss of stability or aileron control. Do I recommend flying around with one speed brake - no, but if it happens and you can't get it to go back down with the switch, pull the SB circuit breaker and it should retract. Lastly, my advice should not be construed as advocating for deferred Mx. It isn't. If the speed brakes don't work, you should get them fixed one way or another. They are a useful tool.

Here's are a few techniques I use and teach: On takeoff climbout the gear stays down if there have enough runway to land on if the engine quits. Once there is not enough runway available, the gear comes up. For short runways, I use "two climbing, good engine, gear." If you verify that your altimeter, VVI and engine stack are all good prior to touching the handle, you'll be safely climbing and high enough to not settle back onto the runway. For landing, the gear comes down at the same place every time and is checked a minimum of three times before the flare. For VFR patterns, the gear comes down abeam midfield, so that I'm trimmed and onspeed by the perch point. Gear is checked at the perch, halfway around (500'), and again short final. For instrument approaches, I configure at the FAF and I confirm configuration prior to descending. This applies for both precision and non-precision approaches. I check configuration again af DH/MDA, and again before I flare. I verbalize the gear down call even if flying solo for times I'm with a pilot and using CRM.

I'm partial to the M20E as it is the short body hot rod! It was my first Mooney and I routinely saw 155 kts. It had some speed mods. It is a great plane for your mission. I'm partial to the fuel injected engine. However, the M20C/E/F are all awesome and would fit your mission well.

Moved to Safety Section.

It's all about supersonic airfoil design and not making so many compromises that the plane doesn't have an abnormally high stall/landing speed. Current airfoil/military jet design requires a lot of fuel to get through the boundary layer and above 1.0M. Once super, most 4th and 5th gen US fighters really accelerate. Reduced boom signature is good enough vs "boomless". Booming is primarily a trajectory thing, so going super level at FL450 vs going super at 10,000' and pointed at the ground are two very different signatures. I think with enough R&D, we'll see new supersonic passenger aircraft. However, with the renewed focus on carbon footprint and the pressure on civil carriers, it will be tough to make a business case. We'll see what the total amount of Jet-A/mile of travel ends up being. BTW, Boom Aircraft is going to have to get better engines than the J-85 if they want efficiency to compete. I assume they're using the J-85 just to propel their demonstrator.

Ordered! That's a great deal with the discount code.

Guys, thanks for forwarding the discount code. I've been needing to get an active sensor for a while. This is a great time to do so!

@LANCECASPER, $30-40k for 100ish pounds is too steep for me. I think it is just wishful thinking on my part...

Yeah, it's probably wishful thinking it would just be upgraded pucks, but probably not. Does anyone know what the mods are to the Bonanza GW increase? I've heard that's very useful for that crowd.

I've been keeping my ear to the ground about this announcement from Mooney since late last year. I called Mooney last month and they say "we're working on it" but no timeline released. Has anyone heard anything? I'm also on the Mooney forum but no updates from there either. A 400-500 lb useful load would be a real gamechanger for carrying 4x real humans, fuel and luggage.

Just get one you can use the mini in portrait and landscape. when I want to use the synthetic vision, I use landscape.

This reason is why I'm selling my Mooney. It's an awesome plane, but as families grow, it does limit the mission. I like the idea of twins, but not the reality of having to use long runways, mx, currency, insurance, etc. If I had a big hangar, I'd look at the PA-46. T-210 and A36 are also good six seat singles.

Mine is a 2000 and has the standard tanks. They should hold more if you take your time filling. It takes me about another 5-7 min to do so as you're going against gravity. I still adhere to the gross weight limit of 3368 lbs.

My Bravo is currently for sale and listed on this forum. It's flown regularly. It burns 19 gph at 29/2400 and 17 at 2700/2400. If you are patient, you can stuff 100 gal in the plane. The only difference between the Bravo 89 gal tanks and the longer range tanks is the slit in the filler neck inside the tank. I've put just a tad over 100 and flew 5.3 hrs with 30 min reserve. That gets you just shy of 900 NM. Not bad for a day's flying.