L. Trotter

Sorry, I don't know how to move items from one post to another. If you search "Preferred iPad mounting technique" you will find 3 pages of examples. Multiple pictures are also present that demonstrate different mounts. TRULEY AMAZING....I think of just a few years ago when our flying was done with reference to several needles and an artificial horizon. Our spatial awareness was literally in your "minds eye". Now look at our panels.....It's like flying by virtual reality. I don't know about the rest of you, but I realllly don't miss my ADF or Loran.

These "fixes" will indeed work. just make sure you have a carbon monoxide indicator in the plane to alert you if CO is building up. The continuous outside air flow was intended to keep the CO levels down.

For those who enjoy leisurely continuous learning and becoming a more knowledgeable pilot, a fun way is through the "Mooney Flyer". It can be found online at http://themooneyflyer.com/. This is a free publication through the hard work of Phil Corman/Jim Price. As you might expect the reading is very Mooney specific. The Jan 2018 issue has a very nice review of V speeds and a inadvertent stall discussion at different phases of flight. It really is some fun reading!

Lynn at AGL Aviation (KMRN) is a great place to consider. He is extremely thorough and will not disappoint. He knows Mooney's.

Indeed, there are 4 small holes in the cold air intake flap that joins the common air mixture chamber on the long bodies. You will note that there is always a little airflow through the forward vents that can not be turned off. This continuous airflow is coming from the 4 small holes. In the winter this air is really cold and becomes a real problem as far as comfort is concerned. I found that the cold air intake for the mixing box originates from the forward side vent just in front of the door. My solution was to "plug" the cold air intake vent with a small cloth. A 2 second fix. Ya, it worked and the cold air no longer diluted what hot air was produced. Additionally, no more continuous cold air flow. Now for my schooling by a Mooney factory A&P....Apparently, the continuous air flow was needed to keep CO (carbon monoxide) levels low and safe with in the cabin. The unfortunate continuous air flow is a required safety element. I was advised to remove the cloth, wear a coat and enjoy the "clean air"!

Yesterday, I picked up the Acclaim (in San Marcos, Tx-KHYI) from it's 1st annual since I purchased her .....ouch! ALOT was missed in the pre-purchase inspection by another Mooney shop. The good news is she is up to factory specs and fly's like a dream. The trip home to Chesapeake, Va (KCPK) was uneventful, that is if you did not look at the ground speed! Yes, I know I had a ridiculous tail wind, but to cruise at FL230 to take advantage of the wind was sure nice. This is my personal best GS in a Mooney. I did hit 280 kts of smooth flying.

I've had several Mooney maintenance issues that Lynn at AGL has taken care of. I can speak highly of them. You will not be disappointed - knowledgeable and very thorough. I do not hesitate to fly down from Norfolk, Virginia for the Mooney expertise. As I recall, Lynn has trained with Don Maxwell.

+1 for KEQY. less traffic, nice FBO. All the needed approaches and Fee structure favorable to GA.

An Inadvertent Spin and What I Learned About Flying a Mooney I originally posted this to the Mooney Mail List back in December, 1996. -- Don Kaye With all the reading I'd been doing about stall/spin accidents, I decided about 6 months ago that it would be a good idea to have students do a couple during recurrency training (one of my better ideas--sure---). Naturally, they should be practiced to the left to make it more difficult (you know, torque, p-factor, slipstream effect). What I'm about to describe involved M20K's, but is applicable to other models, too. OK, so we climbed up to 6,000 feet. I had the student configure for the landing configuration, full flaps and gear down. I demo'd it and then let the students do a couple. Gradually increase a skid with increasing left rudder and simultaneously feed in more and more right aileron and back elevator until the stall. With the first 4 students nobody particularly enjoyed them, but they worked out ok. Everyone was so nervous that the instant the airplane started to stall, the yoke was released and power was simultaneously added, coordinated rudder and aileron and recovery was complete. (Your basic Power, Pitch, Bank recovery for nose up stall). However----student number 5 decided that he wanted to really see the "break". He held back pressure, I kid you not, just 1 second too long. My new experience now tells me that Mooneys don't snap like the Cessnas in a cross controlled stall--the wing just casually rolls vertical along with the nose going vertical and you quickly "accelerate" into, you guessed it, a spin. Not only did the spin rate rapidly increase, but the aircraft began to porpoise in the spin. I said, "I've the airplane" and the student quickly lifted his hands off the yoke and said "Be my guest." Since getting my ATP, I've always stressed "smoothness" in flying an airplane. I "smoothly" pushed the nose down, pulled the power, and applied full right rudder. The rotation continued--and continued--and continued. Just as my heart rate was really starting to increase and the sweat was beginning to break out on the "right" side of my face (of course you know that flight instructors never sweat on their left side) and plan B needed to be thought up, the rotation started to slow and stop and I gradually pulled up. The altitude was 5,000 so we were test pilots for only one turn (like we did a 2 turn spin). There were a couple of seconds there when---. Back on the phone to Mooney, I talked to Joel, one of their test pilots about the slow rate of recovery from the spin, and he gave me an earful! It seems he's had plenty spin recovery practice during certification. Here's some of the "other" things he said to me which I really took note of: 1. Forget smoothness when it comes to spin recovery! Abrupt full elevator forward right now! 2. Flaps up to prevent stress on the flaps and more importantly to get the air flowing over the rudder more effectively. 3. If recovery isn't affected using the above technique, then use full rudder into the spin followed by full rudder opposite the spin. 4. If that doesn't work, then increase then decrease power a couple of times. 5. If that doesn't work--well, he's never had it go that far. He said Mooneys are slow to come out of spins, so as the POH's say, "don't get into them." I've decided not to give cross controlled stall practice routinely anymore. If you're not really current, I recommend not practicing these by yourself, and even if you are don't do them without first taking a good Mooney specific flight instructor along with you for some additional "comfort". MOST IMPORTANTLY! Watch out for the situations where this vicious type of stall can occur. -- Don Kaye I found this some where....... LT

Perhaps this has already been discussed or thought about....... The area surrounding the airport looks quite rural. Would it be possible to just tow the plane to the airport using back roads and then utilize a larger gate elseware?

A recent personal experience with ice. Not good. First a little background – I live in SD and have been flying the northern tear year round for some 30 years. I'd like to think I know ice but she's a fickle thing with many faces.I currently fly a Mooney with TKS and am very familiar with the systems capabilities and lack there of. It was April 7, 2017. The flight was from Stockton, CA (KSCK) to Corvallis, OR (KCVO). IFR conditions prevailed over the mountains with NO icing forecasted. Along the southern Oregon coast at approximately 12,000 feet, temperature hovering around 0 to -2 C (10 C lower than forecasted), TKS system primed and running on low, I encountered freezing rain! I immediately turned the TKS system to high. In a matter of 10 seconds my windshield and leading edge of the wing accumulated approximately 1 1/2 inch of ice-maybe more. it looked as though my tail was worse. I could not believe how incredibly fast things happened. From my perspective at this moment the TKS system was of no value. The system was completely overwhelmed. TKS fluid could be seen running back over the top of the wing from previous use. The ice accumulated perhaps a foot back from the leading edge. Within five seconds of the encounter I had requested immediate course reversal from ATC. Per my routine I make mental notes of cloud brakes/layers/temps and other more favorable locations as I continually update plan B, C and D. I returned to a clearing that was shortly behind me. I made a circling descending pattern to the MEA. This put me in warmer air, out of the rain and allowed the TKS system to catch up. I was able to shed ice off all protected surfaces of the plane.I completed the rest of the trip uneventfully at a lower altitude. On my same ATC frequency was another pilot in my same area. He was in serious trouble. I could hear the frantic cries of the pilot asking for help. "I have no airspeed", "I can't maintain altitude", "I'm losing control", "I'm going down" were repeated over and over. ATC was trying to offer assistance but could do little. After about 5 minutes the radio went silent. I later learned the next AM that a Malibu went down killing all 4 on board. I don't know if it was the aircraft- I suspect it was given the time and location. A very sobering experience. Take home lessons: 1. Ice kills, period! (even in capable aircraft) 2. Wether forecasted or not, expect ice in ANY visible moisture with temps +4C or lower (maybe to -25 or -30 C). This includes summer months as well. I have encountered ice every month of the year. 3. With temp inversions, beware if you are flying in freezing temps below clouds-VFR. 4. Always have plan B and C. Updates these plans continuously. 5. Expect the unexpected. 6. If you are FIKI equipped, you are not invincible. These systems should be considered a means of buying time to get out of the icing condition. 7. There is a reason non-FIKI ideas (WD-40, Rain-X, pre flight TKS spray etc.) are not certified. We and are passengers (family) are not test subjects. I know will all want more utility out of our planes. Flying safe will allow you more time to get that utility. 8. Icing conditions are VERY unpredictable. You can think "I will only pick up a little" and actually load up faster than you can believe. In a real way, ice is winters equivalent of the summer thunderstorm. I'm not sure which is worse. You will quickly run out of power if airframe icing is not Shed. 9. If you are picking up ice on descent.....Don't use airbrakes and consider a no flap landing with higher than normal airspeed-perhaps +10 kts, maybe more if heavy. 10. When/if you encounter ice, take immediate pro active action to get out of the situation-TIME IS OF THE ESSENCE! The bottom line....treat ice like you want your daughter (or son) treated while dating....With absolute RESPECT!

A turbo charged Mooney with TKS is a very capable machine for year around flying. As you might expect there will be rare days when all general aviation aircraft should stay on the ground. Sure, a pressurized cabin and turbo prop would be nice until it comes time for annual and engine replacement/overhaul. It's hard to beat the utility and economics of owning a Mooney.

A little different perspective on cold climate operation. We've discussed the plane needs- how about people needs. It seems the heater upfront is quite adequate down to about -20 to -30 c. However, those in the back are freezing. Has anybody rigged up a small tube that directs the hot air flow from the center console out flow back to the passengers? Maybe A single tube that "Y's" along the floorboard.

The "5 yr, no questions asked warranty" of the Reiff system requires that it be placed by an A&P. About 2 hrs ? of time if experienced placing the system.

Several years ago I was attempting to land in Soda Springs, Idaho (U78). It had recently snowed but the runway had been plowed and there were no issued NOTAM'S. On short final I could see the black asphalt of the runway. However, the runway seemed awful narrow and I ultimately aborted the landing and instead landed in Bear Lake Co (1U7) a few miles away. I drove back to Soda Springs and walked the runway myself. The width of the runway could not have been more than 25 or 30 feet in total. The snowbanks on the sides were over 5 feet high!. Outside of a very small home built or perhaps radio controlled plane, I know of no other aircraft that could have landed safely. Lesson learned…Where snow exists, be aware of the adequacy of plowing. This includes path width and bank Heights. They typically are not reported so you will have to look.

I am based KRAP and live in Rapid City-past 20 yrs. I agree with everything that has been stated above. There is plenty to see and do in the local area. It is the off-season so some businesses, like the city of Keystone, will be closed. There's a Local saying this time of the year… 'If you don't like the weather wait a few minutes, it will change'. The first week of November should be reasonable. It will be cool (mid 40-50's) in the early mornings and the evening. The days usually aren't too bad. It's highly unlikely you will need any pre-start heating. Statistically, you should not have troubles with snow. However, it's unpredictable. If it does snow, it won't last long. If you brush your wings off, by late morning you're good to go. If you want to hanger you'll need to do so through WestJet, the only staffed FBO . If you're OK with tie-downs most Single engines typically prefer behind L&D Aero on the grass (just west of the self-serve tanks-Rapid Fuel). Just taxi between the large hangers and you will see a large open area for perhaps 8 planes. It's never full and it's free. There are tires at each of the tie-down points. There should be chains inside the tires for your use. This area is a little more sheltered then out on the tarmac where no tie downs are provided. It can get windy in Rapid City. I wouldn't worry too much about this. It is typically straight down the runway or close to it. Unless a system is passing through, it's typically VFR conditions. If there is a low layer overcast some of the other airports can be a little tricky to get into. With the hills the approaches are not very forgiving. The ILS into Rapid makes it easy. As previously mentioned the airbase is a few miles to the north. Recently, a commercial carrier landed on the airbase with a load of passengers. If you want an exciting trip you will never forget, make an impromptu visit to Ellsworth, AFB flight line. As an alternative for a rental car try the the FBO service Enterprise has 877-421-3722. This little secret Enterprise offers has works well for me. At other locations I have never been charged a delivery fee. (no, I have nothing to do with car rentals) If you decide on Rapid City send me a PM and we can talk-I may be able to hook a fellow mooniac with a place to stay.

So, here's a follow-up to this thread. I ultimately placed the Hartzell Energizer starter in my TSIO 550 engine. The first 10–15 starts were phenomenal. I've never seen the blade spin so fast with the starter. A considerable difference over the factory stock light weight Iskra starter. Now it seems the starter adapter is slipping???. When I engage the starter there is a hum and the blade tries to turn but won't. I will immediately release the starter and then reengage it after about 5 seconds. After two or three starting attempts it seems the starter will "catch" and the blades will spin and the engine starts normally. I have a new starter, two new batteries, a new alternator and I am not over priming (3-4 seconds on high boost). There is no back-firing or kickback that is noticeable. Is this just bad luck or am I missing something? If I need the starter adapter replaced any ideas (new, reconditioned, overhauled by mechanic)?

Home study with a do it yourself course to pass the FAA written is not an issue in my opinion. Learn the information "cold". Truly understand the principles of flight, plane mechanisms/systems, weather and flight environment. Study the FAA questions, not just to pass the test but to solidify your knowledge/understanding. Have fun learning the material. Then....find your self a good CFII to help you put it all together. Do not skimp on this portion of your training. A say a CFII on purpose as I believe you should develop good habits early on that will set you up for an instrument rating. Learn to operate an aircraft properly the first time (not to suggest that PP don't fly properly, it's just different than instrument techniques). A good CFII will drill you over and over until proper decision making and managing work load becomes second nature. A good CII will take your "book knowledge" and help you apply the principles into real life experience/understanding. Discipline yourself to never cut corners. Consider using different instructors for your private and instrument ratings. Each instructor has different strengths and weaknesses as well as different techniques and opinions. Formally learning from more than one person helps eliminate "holes" in ones learning and prevents perpetuating a bad habit or two. Just one guys opinion.

Consider pulling off your belly pan. There could be loose linkages present. This can cause binding and added force to achieve full control surface deflection. The mechanic at my MSC tells me he has seen scary things hid under the belly pan that caused "a sticky yoke".

I bought the King courses. I've done my private, commercial, instrument and multi engine training through King. Yeah, Martha and John are goofy at times but I believe they do a good job. If you're confused after watching them you can call a CFI (no additional cost) and they will walk you through your issue. You will then have the video courses online to view anytime you wish. After completing the video courses and practice tests you will pass the FAA written with flying colors!!

oops, bad timing on my comment. I was writing my comment when this was posted. Thank you for your honesty as we can all learn from your experience. There are several lessons to be learned. You and your family were certainly blessed with safety. It's nice to have the good Lord smile on you from time to time.

Until the official NTSB report is available here's another speculation. Perhaps the engine is just fine and there was no actual failure. We have a 2100 foot runway (W75), possibly full fuel (because of cheap fuel price) two adults and a child in the plane with luggage. Being at gross weight or perhaps even a little over, with a warm day, may have contributed to poor plane performance which is perceived as an engine issue. Being relatively new to this aircraft perhaps some performance assumptions were made resulting in handling and control issues. Obviously, I don't know what happened. This is just a scenario some of us may find ourselves in when faced with a low fuel price and the temptation to put on a few extra gallons ( exceeding weight restrictions ) to save money.

I use the IPAD mini with the Ram mount applied to the top. I don't know how to re-load the pictures but you can see the set-up by looking at my personal profile pictures. A charge cord plugs into the top of the IPAD and is threaded into the lower end of the panel over to the cigarette lighter. Nothing is in the way. I found the regular size IPAD to be to large to fit comfortably between the handles on the yoke. However, the larger one does fit, just to tight for my preference.

I don't know how to access engine data from the g1000. I don't believe the 2007 version has the ability to down load historical data. I could be wrong. For argument sake lets consider multiple cylinders are bad due to poor engine management as this is most likely. How would you approach the top end overhaul...OEM, Superior Air Parts (Millennium), Engine Components Inc. (ECI), Aircraft Cylinders of America, or recondition my own cylinders. Does anyone have a favorite engine repair shop?

I have taken several deep breaths...with supplemental oxygen, haha. There is no oil recovery system. The plane is new to me so I have no oil analysis history. I was told the engine burned 1 qt/8hrs. This obviously was not true. Don Maxwell conducted the annual and pre-buy. I was told 2 cylinders had slight widening of the choke, but all else was well. Don was also told oil consumption was low which I likley led him to believe the engine was healthy. I agree the compressions alone are not concerning. However, I am reading that compression testing may not be all that helpful when viewed alone. I fly 1400nm missions on a monthly basis. I run LOP. 28" 2400 RPM, EGT 1630, 14.5 GPH above 13,000'. Never had CHT > 370, typically 330. Usually 3 hr legs due to oil consumption. I fill oil to 6 Qt level with Phillips XC 20-50.