ziggysanchez

Hopefully that made you feel better.

Once again you're wrong. I'm pretty sure as the one who authored the post you were referring to I know my intent and later when I stated clearly in my post that I would neither condone or condemn the Cirrus pilot seems pretty clear to me. Again, you have missed the whole point of my post which doesn't surprise me much.

I didn't miss that. As a matter of fact I stated that his intervention was unnecessary and also turned out not to be harmful. Everything you've addressed in your post with the exception of what I bolded and underlined has nothing to do with the point of my post or what I was communicating. As far as justifying I did nothing of the sort. Just because I haven't joined the lynch mob doesn't mean I'm justifying anything or anyone.

I agree. In this situation no help was needed. I thought I said that.

I've been reading the comments about this video on several different sites and based on some of the comments I've read it's no wonder that so many of us pilots end up as large smoking craters in the ground. One of the most prevalent comments I've read is, "The Arrow pilot never asked for help or declared an emergency so the Cirrus pilot shouldn't have engaged him." Have we so quickly forgotten about the countless GA accidents we've read about that involve pilots being in trouble and not declaring an emergency or asking for help? After fatal crashes we've all listened to those radio exchanges between ATC and pilots where the pilots didn't declare an emergency much less ask for help in a bad situation that eventually costs the pilot his life. It's a big reason why so many pilots die in their airplanes. WE DON'T TYPICALLY ASK FOR HELP EVEN WHEN WE NEED IT. Another prevalent comment has been, "The Arrow pilot seemed calm and seemed to have everything under control." Yes he did sound calm and in control....just like most of the pilots who die because they fail to declare and ask for help. Based on a lot of the comments I've been reading it seems that many pilots are still exhibiting attitudes that in an emergency may kill them. The pilots saying they would have told this "tool" of a Cirrus pilot to buzz off must be much better in stressful situations than most. A second set of eyes from another pilot not under stress seems like it may be a good thing to have available in a situation like this. After watching the video the Arrow pilot clearly seemed to have things under control so I think the Cirrus pilots actions were probably unnecessary, but there was no way for the tower or the Cirrus driver to know for sure by just listening on the radio. In my opinion the Cirrus pilot put himself in a good position far enough behind and to the right of the Arrow to not be a distraction. The advice he gave was minimal, brief and good advice for energy management. Most of all the outcome was positive and we're not reading about an Arrow pilot that came up short of the runway that failed to declare an emergency and died or was injured in a crash. When I first saw this video my feelings were that if I had been the Arrow pilot in this situation I would have been offended at the Cirrus pilots attempt to help me. It would have definitely challenged my ego. After marinating on it for a couple days I've come to the conclusion that I can neither condemn or endorse the actions or attitude of the Cirrus pilot because I'm not him and I don't know what motivated his actions. I can say that the fact that I would have shunned and been offended by another pilots attempt to help me in a bad situation shows I needed an attitude adjustment.

I'll take it. Send me your contact info via PM

Yank the old cable and send it to these guys. They will make you a new one for a reasonable price. That's what I did when my cowl flap cable did the same thing yours did.

I think my favorite view so far is the horizontal stab.

I've been experimenting with new mounting locations for the GoPro's on my Mooney. Made a couple videos this week and thought I would share them here.

It does seem strange that it is difficult to close them while in flight. Mine initially require a little effort when closing but once I get the lever moving forward the have a tendency to almost slam shut with the force of the wind. Trying to open them in flight definitely requires some effort. If they open and close easily on the ground it may be that they just need to be adjusted. You may also want to check the spring on the cowl flap. When I first bought my K mine were extremely hard to open and close both while on the ground and in the air (more so in the air). One day while opening them the cable broke and the handle pulled completely out of the housing. It looked as if someone over the years had been twisting the handle and it had developed a kink in the cable that was making it almost impossible to open and close. It finally just wore the cable out and it broke. With the new cable closing the cowl flaps on the ground is a one finger operation and opening them is just as easy.

The trim wheel sticking at full nose up trim is a known issue with the K's. There is a fix for it.

I found this article helpful after purchasing my K. I'm sure someone here has copies of the settings for an intercooled TSIO360.

I spoke with Paul about this last month while they were still planning the event. Mooney owners are always talking about the speed they get out of their birds. He thought it would be fun to categorize Mooney's by model and have a point A to point B speed trial to see whose was the fastest. I agreed that it would be fun to have a little friendly competition amongst other Mooney drivers. Plus, it gives us another excuse to fly...lol.

Did mine in 2017. Took 4 months. Lost 29lbs. Before and after pictures below.

@Ah-1 Cobra Pilot, I need a red boost pump cover and an AV Master that has the plastic pin on the top instead of the bottom of the switch (in other words printed upside down from normal).

Just a little over 300 hrs this year all in Mooney aircraft. 240 hours in my 231 and 61 hours in a Missile.

Downtown OKC.

Beautiful sunset over Oklahoma last night.

I appreciate your insight. Thanks.

My K does something similar on every flight but it only happens while I'm in cruise and OAT doesn't seem to be a contributing factor. While in cruise (running LOP) my MAP will "runaway" and I have to make adjustments usually to keep TIT out of the red. It's not as abrupt as what happens to yours. My MAP seems to drift slowly at first but once it gets started it begins to move up fairly quickly. I have the Merlyn waste gate but no intercooler. We sent the waste gate for overhaul and it seemed to improve but I still have the issue. No induction leaks were found. I'm interested to find out what is causing your issue. Maybe it will give me an idea of where I should look next.

@MBDiagMan, Here is a picture of the airspeed switch.

@JRam, I was a Savvy maintenance management customer for a couple years on a Cirrus that I previously owned. I would be happy to answer any questions you might have.

Exactly why I put mine where I did. I use the EDM or refer to it more than any other instrument on my panel as well.

I removed the vacuum system from my K model and went all glass. The main thing I wanted to accomplish was to have a capable IFR platform with minimal clutter. If the new Garmin system had been available when I updated I would have seriously considered it over the Aspens. Not because I think the Garmin is more capable (I think they are both very capable systems) but because the Garmin would have reduced the number of components installed in my panel and further reduced the clutter. I’ve been very happy with my panel upgrade.

I've got an old iPad that I'd be willing to sell. My wife just upgraded. I don't remember which model it is but I'll find out. Let me know if you're interested.