irishpilot

Very cool. We almost flew in this past weekend but flew to Mustang Island instead. We may fly to T82 this weekend. Sent from my Pixel 3a using Tapatalk

Depends on the size of the passenger. Regardless, it would be really tight. I'd say a plane with two doors would be more practical for your needs. Sent from my Pixel 3a using Tapatalk

The US military continues to push for autonomous drones and semi-autonomous. Without humans on board, it is a different risk calculus than with passengers. However, when redundancy is built into the system, machines make fewer mistakes than humans. According to the attached FAA report, 60-80% of all GA accidents are attributed (causal and/or contributing) to human error. This report gives a good breakdown on the kind of human errors. Statistically speaking, it makes sense for more autonomy. When AI is able to correct and learn from its mistakes, we'll see commercial aviation move towards pilotless aircraft. IMHO, I think that ttransition will go from FAA requiring two pilots down to one. 2006 FAA Human Error Report.pdf

Are we talking about filing (IFR vs VFR) or prevailing conditions (VMC vs IMC)? If you have the money, there is no question about whether to get your IFR ticket. It will make you a more precise pilot capable of flying in IMC safely. For high altitude long distance Mooney flights, if the weather is VMC for the entire route of flight, I will go to the high teens and fly VFR with flight following. I get flight following for IFE backup. If there is any question about wx along my route of flight, I file IFR. For short trips less than an hour, I stay low and fly VFR unless wx drives me to file IFR. Lastly, as a military pilot, when I fly GA aircraft I stay out of active MOAs. If it is during the week, I'll check with the controlling agency to ensure the MOA is cold. If not, I fly around, over, or under. All above is technique, not procedure. Use as you see fit. Sent from my Pixel 3a using Tapatalk

It's not. It's across the spectrum. Training and currency are two factors we can control as Mooney pilots. Recurrent training, and flying on a regular basis can help keep habit patterns, checks and checklists fresh. Sent from my Pixel 3a using Tapatalk

My Bravo is expensive enough to properly maintain and it's flown regularly. I can't imagine all the "surprises" waiting for you with this project. Sent from my Pixel 3a using Tapatalk

Interesting read. It's tough when comparing a non-IR pilot with IR pilot when those two types may fly in very different conditions. It would be interesting to compare the accident rates between those two in VMC conditions and then as a total (which the paper does). Regardless, another factor that greatly affects the data is currency and training.

Lots of great advice here and from different perspectives. Just for perspective, the USAF takes someone off the street and their first 80-90 hours is in an 1,100 hp T-6A Texan II, then their next 80-90 hours is in a T-1 (based off of Beach 400) or T-38 (supersonic capable). That means someone who starts flying the C-17 or F-35 will have between 180-220 hours total. It's all in the quality of instruction. Find a great Mooney CFI and they'll get you ready.

@Jonny, I applaud you and your team for breathing new life into Mooney! You have a lot of people at MS rooting for you. As such, I think there's a great PR opportunity to do a Mooney "roof stomp" aka Factory fly-in. Great photo op and story. It can be organized to be socially distant. I know a few of us would volunteer to organize.

Ohio trips in the winter will be an issue with icing. For comparison, last year I traveled bi-weekly from San Antonio to Alabama. I never planned to fly in/through icing, but used the TKS three times. However, I understand if TKS is outside your price point. Jimmy at Kestrel is good people. He's got tons of Mooney's and personally owns a K and C. Sent from my Pixel 3a using Tapatalk

Hello @J-D and welcome to MS! How far along are you in your training? First, any of the models listed are great commuters. Pros and cons for turbo vs non-turbo. Lots of threads on this. Second, list your "must have" vs "nice to have" capability/equipment. Third, be realistic on how much you'll be able to commute with your plane. I've commuted off-and-on with two Mooney's (and E and Bravo). Until you have your IFR ticket, wx will be your limiting factor. Once you have it, wx will still be your limiting factor. Always have a backup travel plan so you never put yourself in a square corner when making a Go/No Go decision. Fourth, I know there are some MSers in the DFW area. See if you can get a flight in each of the models you're looking at. Good luck with the training and with your Mooney search! Sent from my Pixel 3a using Tapatalk

I paid $250 for an on-sale Pixel 3a and I pay only for the data I use with Fi. A great, no-nonsense phone with a plan I can live with for the data I use. The 4a is out now and better than the 3a.

man, I must be lucky. I never have issues connecting to my GTX345 and I've stuffed the Bravo full of bags and people and still connected. However, after reading this thread, it sounds like signal blocking is a problem. Sent from my Pixel 3a using Tapatalk

I just use tapatalk on my mobile devices. I didn't even know the website was updated. Sent from my Pixel 3a using Tapatalk

My technique is to go full flaps once I break out. Going missed IMC with Flaps T/O is less of a handful than flaps LDG. Sent from my Pixel 3a using Tapatalk

@donkaye, I am jealous of your 28 years of airplane ownership. Very cool! Sent from my Pixel 3a using Tapatalk

please tell us about your thoughts on switching to twin G5s. It all looks great! I'm thinking about doing that in my Bravo. Sent from my Pixel 3a using Tapatalk

With full long range tanks what useful load do you have left? I think long range tanks are really only good for solo flying. At least with my Bravo's UL. For fam flying, I can only take 60 gal with 4 ppl (2 adults, 2 kids) and bags. That puts me right at gross. Sent from my Pixel 3a using Tapatalk

The plane is really a great XC plane. Range, useful load, fuel burn, speed, and equipment is all there. Do I wish it had more legs, not really. Do I wish it went higher, nope. Do I wish it had a bit more useful load, yes. Not a lot of A&Ps are knowledgeable on the Bravo's engine, so finding one who had experience is important. Bravo's are slippery, but they just take inflight planning; however, I rarely use my speed brakes. They are speed sensitive on landing. 5-10 knots fast will eat up runway. I really like the extra room in the long body Mooney. I'd be curious what others think. Sent from my Pixel 3a using Tapatalk

If I could afford a turbine, a IV-PT is the way to go in style! Sent from my Pixel 3a using Tapatalk

My leak was at the tank due to improper tightening. It is a simple system. Sent from my Pixel 3a using Tapatalk

@211º, would the purpose of this forum page be to ask, learn and transmit IFR/IMC knowledge and techniques? If so, I'd pitch it to@mooniac58. It's a great idea. Sent from my Pixel 3a using Tapatalk

can't speak to Ovation, but my Bravo TKS works as advertised. Ops tested in icing and works as long as you don't wait for accumulation. System does need to be ran periodically for pump and lines. Don't plan on flying in icing, but it is nice to have when encountered. Sent from my Pixel 3a using Tapatalk

It is required for military aircraft to say "gear down" on base for VMC and at the FAF on an instrument approach. Mil towers back us up if they haven't heard the gear down call. Doing the same thing at the same point is how the military offsets the risk of a gear up. Sent from my Pixel 3a using Tapatalk

I used Box aviation when I lived in Montgomery. Erik Box is a class act and is very honest. He kept my M20E running great.