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About Schllc

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    N456GX, N688MD, N456PS, TBD!

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  1. My first mooney instructor, when I was a 40hr ppl and preparing to buy my plane taught me the three mile 900’ rule on final. 300’ per mile descent keeps you perfectly set, and you control altitude with throttle this won’t work in a long body with the gear up unless you slow down to 80 knots before you enter the pattern. It’s impossible to bleed speed Fast enough on final this way if the gear is up. With (so far) 600 mooney hours ive, thankfully never come close to a gear up because the speeds don’t jive with my procedure. I only have a few hours in a mid body k, but found it to be as slippery as an ovation or acclaim in that phase of flight. I honestly don’t understand how one could forget because the darn thing just won’t get to landing speed with the gear up. I hope that doesn’t sound cocky, I mean I’ve made my share of mistakes too, just not that one, and I believe it’s because the plane acts really weird to me with the gear up. if something “feels” wrong about an approach, there usually is something wrong. I try to listen to that, and hope I always do.
  2. We have all done the training(hopefully). Simulated engine out, short approach. I find myself, especially when I am alone, doing the calculations on trips, by saying, “if my engine failed, right now, where would I divert, how should I manage the energy? I look at ForeFlight glide ring, I consult the manual, but I have never actually flown my Mooney without an engine ..... i had one engine out in a Cessna during my ppl with an instructor. It was in the pattern, so it was almost a non event, but I can tell you it was radically different from simulated, when the engine is close to idle. I’ve often wondered how that would differ in my Mooney for real. The one thing that concerns me is estimating the approach, I mean you only get one. How do you guys train for this? Has anyone experienced this?
  3. I had read that article some time ago, very good explanation. I understand comparing automobiles is not completely apples to apples, which is why I said it was anecdotal. I have also followed the guidelines for oil changes with and without a turbo on the three I have owned. It’s just not worth saving $200 to see. My point was merely for reflection because while I know a car engine burns much cleaner, for a 15k oil change at an average of 30mph is 455 hours. So does the airplane engine run 18x dirtier than an automobile? Perhaps.. the conclusion of the article was also interesting, stating that the vast majority of damage from the corrosive elements was due to inactivity, not simply their presence in the oil. I took this to heart, and always purchased planes that had been regularly flown. In fact it’s been the biggest reason I haven’t been able to find my Aerostar, almost all of the ones I’ve seen fly 3-10 hours a year. That scares me a lot more than oil change intervals.
  4. When I was about 12 I recall talking to my uncle, who was an eclectic fella in the 1970’s, I remember him telling me about sending in oil samples because he was participating in a study for synthetic oil testing for cars, and had been for years. He explained to me that the 2500 mile auto change was unnecessary, and he was going 10-15k between oil changes. not sure why this stuck with me, but it did, and when I bought my first new Toyota truck in 1987, i went 15k between changes. I put over 200k on that truck. Since then I have owned around 50+ vehicles of my own, and for my company over 35 years, and I would guess logged over 10 million miles in all those (not just me driving obviously), all with the same oil change regiment. Mostly Toyota and GM, with a few fords and Isuzu’s, and one Mercedes sprinter, gas and diesel. I have never once had an engine failure, or required a rebuild, and almost all of those vehicles saw 200k mikes before I sold or traded them, a few over 300k and one with 500k that I still own. Somewhat anecdotal, but I have noticed most maintenance items with planes are already excessively conservative, given the consequences of failures it’s difficult to argue that bent... My point is I believe oil change guidelines are predicated on the worst possible conditions, at all times, which is seldom the case. That being said, more frequently can’t possibly hurt.
  5. Hi all, my g1000 mooney ovation needs to go to KGGG in the next 10 days for annual and a waas upgrade. looking for either a plane to fly back from there to south florida, or perhaps a qualified Mooney pilot to take my plane there for me. i would prefer to avoid commercial airlines at the moment. I am a 600hr ifr Mooney pilot with experience in mid and long body, NA and turbo. if someone out there is in need let’s see if we can help each other. thanks
  6. Options and mechanical look good. needing paint and an interior isn’t cheap, but at least less urgent.
  7. All this which list and no one says turbine? Pressurize it, fix the landing gear to get the fuel, and then put on a turbine. I mean if we are wishing, right.....?
  8. Maybe it’s part of how one was trained from the beginning, I always knew I was going to have a plane with retractable gear so gumps started in some of my first lessons leading to ppl. once I got a mooney (long body experience only), I quickly found that the only way I could get to approach speeds without starting to slow down 50 miles away was to put the gear down. One of my early instructors taught me a method used by airline pilots to arrange your approach at a 3 mild 300’ per mile descent to stay on the gp. speed down to gear extension, by 3 miles, first notch of flaps,second notch of flaps and check progress by distance and altitude. This is nearly impossible to do correctly with gear up, unless you work hard. Hence it doesn’t feel “normal”. Pay attention to the gut.. I can’t for the life of me, understand how one slows down enough to these speeds without the Gear down. Maybe the older, four cylinder models behave differently but in a long body I find it very difficult.
  9. I have owned both an ovation and an acclaim. the performance difference is notable. my mission is nearly the same as yours in distance, not terrain. the acclaim consistently reduced my trip by 30-45 minutes. speed and ability to minimize effects of headwinds at altitude. ownership was a little more expensive on the acclaim but, to me, worth it for the speed. After several hundred hours in an acclaim, it’s easy to see how people fly them incorrectly. descent profiling, and managing temps in climb and cruise requires a lot more attention than my ovation. Learn how to fly the TN properly and accept that a more complex engine requires more maintenance(more to break as well) and it’s not a problem. I miss my acclaim very much and wish I had never sold it, once youve had a turbo, it’s hard to go back. Fuel burn in terms of range is slightly lower in an acclaim, but with your mission, won’t matter much.
  10. It’s pretty hard to argue the safety of a parachute.That is indisputable. Not that anyone asked, but here is my two cents.... My dad is an attorney and dove a mercury marquis for 30 years. Most of his clients were farmers and he drove in the fields for years, and never got his car stuck. One day he told me he was going to buy a pickup truck, and I suggested four wheel drive. He told me he didn’t need four wheel drive, because he had been driving a two wheel drive for all those years without a problem. I said, but in a truck, you will make different decisions. He didn’t agree and bought a two wheel drive. He has been stuck six times in three years. A parachute cannot possibly be a bad thing to have as an option... Unless, it causes you to make decisions you would otherwise not make.
  11. Filing IFR can be a burden at times at Mooney altitudes, especially in south Florida where you talk to act almost non stop. makes it impossible to have a conversation with someone flying with you. however, the benefits come when you least expect it, and can be overwhelmingly good. I filed ifr and flew to west palm one day to pick up a friend, bluebird day without a cloud in the sky, no ceilings in the forecast and clear metars at destination and departure. didn’t even shut the engine down to stop, they hopped in and off we went. 15 min later, in full imc, I lost ahrs, autopilot, traffic, horizon, and hsi. Not fun flying compass only during turbulence, backup horizon in about the worst possible location on the entire panel, and no slip... there was a LOT of traffic all around prior to this and I had not filed ifr, expecting great conditions, which by the way, they were departing airport and at my destination. picking up an ifr, in the air, under partial panel imc is something I hope to never do again. I file 99% of the time. just personal preference, because you just never really know.
  12. I’ve got 400+ hours in mooney’s and about 50 in a cirrus. the fuel burn and speed is not even close. This isn’t anecdotal, it’s real world in an ovation, acclaim, sr22 and sr22 turbo. Short and long trips, all at or close to gross weights. The position that people buying an airplane for fuel economy is only true to a degree that it feels wasteful, not unaffordable. They are two very different machines, and attract two different types of people. you may as well compare a pineapple and a screwdriver. Mooney people are generally romantic flyers and cirrus are people who love tech, or bought solely for the parachute. This isn’t universal nor the only attributes but is probably the majority. Read the posts, it easy to see. Mooney people love their planes. Cirrus people love to talk about their tech. Neither is better or worse, just is.
  13. It’s pretty clear who is dominating in sales and marketing. mooney is, and always has been a niche market. i would also say that all aviation is a niche market. I have completed the type training to required to fly the cirrus and was underwhelmed. It’s louder inside than my Mooney, slower and i personally feel the training focuses way too much on avionics and less on pilotage. My preference is the Mooney, but I understand why people like the cirrus. By cirrus’s own admission they converted a whole sect of people who would otherwise not have been pilots much less owners. Take what you will from that statement. my only knock/concern about the plan is the composite. with a metal airplane, damage is obvious and easy to repair, not so much in the composite, and the modulus of elasticity of metals is well defined and understood. once composite is compromised something that looks fine may or may not be, and it has zero structural value where compromised, unlike metal. They will just not last the way metal will. maybe this is a moot point. Time will tell.
  14. Sure, wasn’t questioning the veracity. My comment was speaking to the difficulty of that feat.