211º

I'm curious if this was an issue or if the airplane probably would've powered through it. After fueling the 737, ice appeared on the wing from the fuselage to about 30' out on the wing - from the leading edge and back to the flaps. Before taxiing, I mentioned this to the stewardess who said she told the captain. A couple of minutes later, we stopped on a taxiway and the captain got out of the cockpit, came back to the exit rows, and shown a bright light on the wing. Subsequently, we returned and were deiced. My proposed discussion topic: can a 737 or other commercial jet "power through" this disturbed lift issue and the flyaway just fine? Thoughts? Sent from my iPad using Tapatalk

Around Cincinnati, we're often cleared into the Class B when we get flight following simply near or under the Bravo. I think that maybe it helps their numbers and to keep their Bravo (and pay) status.

I've always heard it's a good idea to put the gear down to absorb some of the (forward momentum) energy (even if the gear is ripped off)… Instead of that energy being transferred to the pilots Sent from my iPad using Tapatalk

Sounds very familiar to what is going on with mine. Thanks for the information. And all of those people out there in Tulsa are pretty awesome. I have already had a few conversations with them and they have been great with the information and pointers. Sent from my iPad using Tapatalk

Not sure what you meant by "John Deere like" – sluggish, stiff, something else? I ask as I am doing a very slow analysis of my Britain B6 auto pilot. Sent from my iPad using Tapatalk

Broke my arm on January 1, so couldn't fly my Cessna 150 until March 6. Flew 2.6 hours and then my air plane was taxied into on March 27. Airplane back up and running on April 15, flew another 15 hours until May 23 when my 150 was taxied into again and totaled. Found and purchased my Mooney E on June 9 with insurance checkout flight June 18 and put about 48 hours on her this year. Couldn't be happier. Sent from my iPad using Tapatalk

Getting my IFR rating Fixing the B6 autopilot At least six trips between Cinti & Tuscaloosa At least 12 trips between Cinti & Kansas City Sent from my iPad using Tapatalk

I had to deal with insurance companies twice this last year with a 150 that had been damaged by another plane. In the first dealing, we agreed to an amount that it would cost me to rent a plane to fly (per hour wet) and if I had to drive somewhere, they reimbursed me for the flight hours -- even if I drove it. The second time they weren't as willing to be so upfront. I was dealing with the other airplane owner's insurance company and I think that they were a little frustrated to paying a claim twice in one year in two separate incidents between the same two airplanes. The best advise that I received from an attorney friend is negotiate from actual that were/will be incurred. My advise is to be patient with the adjusters and the negotiations as they have a single goal - reduce, reduce reduce. Also, carefully read the final agreement for you are really agreeing to - odds are good that it'll reduce their risk to zero for anything and everything regardless of fault, when noticed, etc.

In 10 years, it'll be 10 years and 4 months! Owned a 150 before this and a partial owner of a Bonanza many years ago. The Mooney is an amazing compromise between speed, fuel flow, and capacity. It's my earth-bound Tardis!

I've blocked users that post and repost those pictures in an attempt to be able to read the posts on crowded commercial airlines and similar areas. It's a shame as the wealth of good information blocked is significant. Sent from my iPad using Tapatalk

If I drive 100 miles, my car "earns" about 55¢ per mile or about $55. If I fly, I burn about 8 gallons or about $32 for the same trip. Throw in an Uber ride and it balances out pretty darn closely with both time and cost. But flying is more fun and beats the heck out of traffic or interstate monotony.

Took things apart in the tail yesterday and found that the hoses are all holding the vacuum well - down about 0.5" (from 5" to 4.5" in about 10 minutes). The vacuum also moved the control surfaces. No - the pitch down is past the ability to trim out of it. When I spoke Kevin today, he thought that it sounded like the bellows in the altitude hold box were stretched out/ruptured - he noted (as I think I've read elsewhere here) to make sure that Altitude hold is turned off when descending... or it'll stretch them out again pretty quickly. I've done this in the tail section, now I need to will myself to do it upside down on the pilots seat with my feet extending to the right wing. I'll give it a go before much more work. It appears that I must have two things going on - if I understand correctly, (1) the altitude/pitch are controlled by vacuum alone via the altitude control box in the tail of the plane. My total problem or issue could be the bellows in the altitude "box" being stretched out. (2) Left and right control (rudder and ailerons) are controlled by the an electrical input from the turn coordinator which controls vacuum pressure which controls (well) turning. So I could have an issue with the electrical interface at the back of the turn coordinator or (as I read somewhere else) could simply have a blown fuse behind the B6 somewhere.

Sounds like you did the right thing. Although the tower can be helpful, the pilot has the better appreciation of those types of situations... and self-preservation. Sent from my iPad using Tapatalk

If there is a Columbus get together, I'd gladly fly in from Cincinnati Lunken to chat, share stories, and swap ideas. Sent from my iPad using Tapatalk

Just a thought or two... I'm crazy about my Mooney - it gets me from Point A to Point B quickly and efficiently. ...And it is just darn fun. Every time I open the hangar I smile like a fifth grade boy with a new gadget or a new slingshot. Mooneyspace - crazy useful - it is good (and fun) to read about the different owners, pilots, experiences. All of us are going to have different experiences and different ways of doing things - flaps on takeoff, when to retract gear, cruise settings, and (dare I write it) ROP v. LOP. If we can hold ourselves to facts, data, and first-person experience and keep ourselves from directly attacking other facts, data, and experiences... well, that might be kind of great.

Watching manual gear come up or be extended never gets old. Just crazy efficient to this engineer. Sent from my iPad using Tapatalk

My #3 is running hotter than the others on my E. About 40° hotter. I think my issue is the baffles. I'm posting only as a baseline for others that might also have one hot CHT. . Looks like gaps above is permitting the cooling air to move rearward, not downward (as I am assuming it should). Sent from my iPad using Tapatalk

It didn't seem so. Didn't take much more than downloading the new app. Sent from my iPad using Tapatalk

I must have missed this in the videos. Wow - that is huge.

Just loaded Foreflight 8 on my iPad. They have a new view titled "aero" which is crazy clean and useful if the iPad is mounted just a little too far away (shows aviation related data, but not "everything" - kind of a cross of LowLevel IFR and VFR charts). The zooming into an airport reveals runways, taxiways, and FBOs is very useful - a large improvement to situational awareness with quick, easy interpretation. This will be another "add" to processing of realtime, inflight data. I still think that the way that we are able to navigate now (as opposed to even just 5 years ago) is almost simply cheating.

Yesterday, I did 6.5 hours in the Mooney in a round trip from Cincinnati to Tuscaloosa - beats the heck out of I-65 and 17 hours in the car's potential round trip. Mooney's are time machines!

Martha knew that I had been looking for a Mooney and had given me some leads. She is still flying the good looking 180 that she has and is two hangars from mine. My Mooney is now in the hangar where the cub used to be and my 150 is still out in front - and is getting ready to get a new set of wings. Martha was very gracious and very apologetic through the entire events. As far as I am concerned, this was two unfortunate accidents. On the positive side, I was able to learn a little more than most about different aspects of airplane ownership. Dealing with the insurance adjuster was a bit of a lesson in patience, but ultimately it turned out ok. Aviation is a small world.

I've heard that Illinois toll booths still take pennies... Because Lincoln is on them. Sent from my iPad using Tapatalk

Post vacation flight... I quite like being able to take the Mooney up to a simple 2,500 feet and dial it back to 21"/2350 and 8.5 gph. Oh I like the E's speed, but sometimes, up is all that is needed. . Sent from my iPad using Tapatalk

Just read the article myself Nels - she didn't need to write that up. Speaks well of her to write about it. Still loving the Mooney for getting places - can't be beat... but the 150 was a perfect respite after a days' work - nothing like 1500' over some green turf to get a soda in Brown County. May just "have" to get another 150 for those evenings.