irishpilot

@christian79, welcome aboard! You stationed at Shaw? Sent from my Pixel 3a using Tapatalk

The gear ups are directly related to lack of standardized training and various levels of proficiency. Humans are creatures of habit. If you are a pilot who puts the gear down as you think of it, and it occurs at a different place in the pattern, you are at an elevated risk to forget. CFIs should be teaching repeatable habits that apply multiple aircraft. I teach and fly this: in the VFR pattern, gear goes down midfield downwind, and I'm trimmed and on speed prior to turning base. No gear down = no turn to base. For instrument practice, I am configured, trimmed, and on-speed at the FAF or GS Intercept. Regardless of approach, gear is reconfirmed short final. Use GUMPS, GRUMPS or whatever neumonic, just as long as it's done exactly the same every time. For us CFI/IIs, we need to ensure pilots execute positive habits. Finally, I don't care if you have 100 hrs or 10,000 - everyone need refresher training. BFR isn't enough. Fly safe! Sent from my Pixel 3a using Tapatalk

It looks like the exhaust valve had carbon between the valve seat and valve. Valves in good shape. Sent from my Pixel 3a using Tapatalk

Kurt Willman at Stinson. The plane is hangared there as well. Sent from my Pixel 3a using Tapatalk

Agreed - great advice. It's not flying until we figure out the Piston. Awaiting results from my A&P. Sent from my Pixel 3a using Tapatalk

Awesome! Just ordered. Sent from my Pixel 3a using Tapatalk

I don't have that darn male USB cable. I'm trying to tack one down so I can pull the data. Sent from my Pixel 3a using Tapatalk

Hey all, my A&P and I are kind of stumped on what could cause a weird compression issue. I took the plane in for a mild engine surge at 38"/2575 during the first few hundred feet of climbout. We combined this with the annual inspection and that's where my A&P found the #2 cylinder showed 5 psi on cold compression check and 10 psi on the hot. I've been flying the plane a lot (15 hrs/mo), and there was no indication on the JPI. CHT and oil consumption normal and no engine roughness. The engine is a TIO-540-A1FB. Attached is a recent flight at 17,000'. Anyone know what would cause such low compression with no other associated indications? The A&P is pulling the jug today but I want to be sure there isn't some A1FB specific causes that could cause this. Thanks!

very sad news. The frame rate on the cameras is 30 fps and it's only a few frames that catches the plane. High velocity impact. Normally stalls and/or spins are slower vertical speed. Hopefully the NTSB can figure out the cause. Sent from my Pixel 3a using Tapatalk

We still do that in the AF and we are not allowed to roll off the perch or go inside the FAF without gear down and confirmed. I also apply that to my civilian flying. Also, a crusty WWII pilot taught me a long time ago that always check your gear one last time going over the overun/fence as that's your last chance reasonably to catch it. BTW, I still call my gear down Mooney flying (not required) because I do both mil and civ flying and try to keep my habit pattern the same. Sent from my Pixel 3a using Tapatalk

I've done both. Both have their pros and cons. A good partnership allows you to have more purchasing power and splitting mx costs is very nice. However, you need to be able to buy out your partner or you risk selling at a loss if the market goes soft. Perfect example is current conditions due to CV19. Sent from my Pixel 3a using Tapatalk

what Model Mooney? Sent from my Pixel 3a using Tapatalk

Thanks@carusoam. What we are witnessing for both military and civilian ATC is reduced hours, skeleton shifts, and increased controller workload. Because of enclosed work conditions controlling agencies have gone to hard scheduled shifts which takes scheduling flexibility away. However, if someone pops positive for CV19, ATC can stay open or reduce the down time due to the hard scheduled shifts. When talking to Centers or busy App areas (LAX, SFO, DEN, etc), a technique is to check in, "tail #, alt, request." That seems to help when ATC is simulcasting on multiple freqs. Also, if they hook you up, a "thanks" goes a long ways. Fly safe, Your Friendly Safety Mod Sent from my Pixel 3a using Tapatalk

Thanks for the update! I will follow suit on my upcoming Mx and see if it helps. Sent from my Pixel 3a using Tapatalk

If you like to fly West, turbos are awesome. However, Mx increases accordingly. I loved my E, but the Bravo is a different airplane in capability. A 252 has a whole lot of capability as well. However, there is something to be said with simplicity and efficiency and Mooney got it right with the C/E/F. Sent from my Pixel 3a using Tapatalk

This brings up a good point for discussion. I've flown many times in convective areas, and agree that avoiding Tstorms is much easier when you can see them. Embedded TStorms should make us think twice about our route of flight or altitude. Modern Mooney's have the option of going into the FLs, but sometimes that climb may put you through an icing level IMC. ADSB & XM weather are great for trends but they aren't updated fast enough to try and shoot the gaps in storms. On board wx radar is the fastest, but not all are created equal. This comes down to mission planning and having plan B inflight. Tough reading accident reports like this one. Hopefully we can all learn from this and be safer for it. Your friendly Safety Mod

Gear up as well. Just realize when it comes to selling, you'll lose a certain percentage of buyers as they'll shy away from large repairs in the logs. My first Mooney had a gear up from the PO and was professionally repaired. I had some folk walk because of the history. After my experience with my previous Mooney, I wouldn't buy a Modern Mooney with repaired damage unless I really trusted the reputation of the repair center. Sent from my Pixel 3a using Tapatalk

I am WOT until single engine 180 alt. I use 800' as my guide. Then 34/2400 up to the FLs if going with the wind. Sent from my Pixel 3a using Tapatalk

Let us know how the new part works. My Bravo sees between 195-205 from an avg of 11k-23k alt. Sent from my Pixel 3a using Tapatalk

yep, been using iFlightPlanner as a quick planning tool when I don't have my EFB with Foreflight. It's better than the Jepp product, especially when searching for intersections or waypoints. Easy click and drag. However, I use Foreflight almost exclusively because their desktop version saves routes I was working on and is easy to pull up on the EFB. Sent from my Pixel 3a using Tapatalk

It is not rumor. They have several flybys in the works. Both the Navy and AF will post the dates and places as things firm up. It helps when POTUS wants to see more flybys. Sent from my Pixel 3a using Tapatalk

Very glad that landing turned out the way it did. Highways look attractive but as you can see in the video, there are wires, overpasses, and signs. All of which should be avoided. Oh, and traffic. I civilian teach students to use highways only as a last resort and if chosen, carry more airspeed to use to avoid last minute obstacles. I prefer fields, or other open spaces devoid of obstacles. For military students, we teach no off-field landings. If we can't make an emergency runway, we eject. Sent from my Pixel 3a using Tapatalk

I almost had the same thing happen. My #6 cylinder only had a few hundred hours, but was running CHT 35-50 degrees hotter than the others. It wasn't allowing me to run high altitude which was my indicator to get it scoped. Found the value discolored. It would not have made the next annual. Like yours, it showed no signs of distress during the annual. I am a big fan the JPI units as I can see exactly what's going on in my engine. Worth the time and money investment. Sent from my Pixel 3a using Tapatalk

now that would be awesome...right until the gear or wings sheared off! Sent from my Pixel 3a using Tapatalk

Our cat did great! She cried a little at first, them was chill. Three hop in one day. Sent from my Pixel 3a using Tapatalk