Schllc

What kinda numbers do you see in a typical profile? speeds, fuel burn, altitude etc? @MtnMann

I’ve landed on a 35’ runway before, it isn’t as intimidating as you would imagine. your perspective changes as you approach anyway so your just dialed in further out,or your going around because you know it. You also, without thinking about it get real slow instead of all those little hedges. Again, I think it’s the perspective and sight picture.

I don’t know how to answer the first questions. Discussing the conditions, and options for decisions is different. I like reading accident reports because I prefer to learn the easy way. I try my best not to second guess a pilots decisions simply because one never really knows how they will react until they have to…. Monday morning quarterbacking an accident with injury or death is pretty crappy.

The effects of the pandemic have distorted the GA market like we have never seen, and the change in the cost of gas is a pretty minor part of ownership cost. Anyone who flies commercial has a nightmare story to tell. I myself will not fly commercial at all unless it’s a non stop to my destination. I personally know at least eight people who have gotten involved in GA, either in ownership or just jet cards or partnering simply because of the hassle and unreliability of commercial travel. Remember, it doesn’t have to be a lot of people for it to affect our market. In 2018 there were only 173,000 piston planes registered in the US. To put that into perspective 373,000 Toyota Camrys were imported/made into the US in 2021. I don’t think GA will crash with the same timing as normal recessions, simply because there aren’t that many airplanes and there are enough people willing to pay for the convenience. That’s my two cents anyway… Time will tell and I am glad I am debt free, keeping my powder dry and waiting for the opportunity to start buying again. “Bad times make strong men, strong men make good times, good times make weak men, and weak men make bad times…” It’s the natural cycle…

To block users on a mobile device click on the “hamburger” icon at the top right of the mooneyspsce page, then go to “account”, then to “ignored users” and add the name to block. thank goodness… some folks are just toxic.

I have been the service center several times, and the entire experience is everything that you could wish for. The people are competent, efficient, courteous and great to deal with. Mike is one of the nicest, most knowledgeable and decent people I’ve ever met I haven’t heard anything different from anyone who has actually been there for service. The comments with no first hand experience are neither helpful or necessary. Can someone remind me how to block someone using an iPad?

Was the decision to leave gear up based on trying to stop quicker than if you were rolling on the gear? For what it’s worth, I am in no way questioning your decision, I hope to never have to make those decisions, and think if you walk away without a scratch you absolutely made all the right choices.

After flying into an uncontrolled field I would rank myself pretty highly compared to others. But flying into Dulles, or Atlanta maybe I’m not so cocky. I think the ranking has to happen on the inner 80% of the bell curve. Those in the bottom 10 really give pilots a bad rap, and those at the upper ten we should aspire to emulate. Regardless of where I rank myself, I have never felt that I am “good enough”. Always room for improvement…

Given the many accidents over the years due to running out of fuel, intentionally starving an engine of fuel to check the veracity of a gauge seems to be, to me, an extreme method. I don’t plan any trip that close, but to each their own… I haven’t found any gauges dependable enough to give me comfort to within a gallon, but the totalizers have been accurate. All the ones I’ve used, have been well within that range. Most being down to within 2/10ths, which could easily be a rounding error from refueling.

I’ve done 6 hours, that was enough. It wasn’t the time in the seat for me, it’s the noise. My ears rang for weeks after that trip, the noise takes more out of me than anything else.

Why is that? I like the spacing and control the bigger ones provide, and can’t stand the shenanigans that happens at uncontrolled fields. I try to stick to anything with a tower, and the big airports are usually well organized and safer in my experience. I seldom fly without filing or flight following.

Some movies don’t age well, it was very good when it came out, less so when i watched it over again a few weeks ago. but the actors, music and tech are either your era or not so I get why you didn’t like the first one. I have heard nothing but good about the new one, and I appreciate cruise’s ability to shut up and act.

I love that retro color scheme and was always fond of the stinger tail. I’ve never seen the rudder trim tab(if that’s what it is). Why would they not put it parallel to air flow? I would love to find one of these in the project plane price range, I didn’t know only twelve were out there either Good luck!! What a pretty bird!

Difficult to pick one in that succinct of an answer. Florida Everglades, X01 is 2400 with zero displaced threshold and water on both ends. I have landed on shorter with much longer displaced thresholds. That is as short as I would like to try outside of an emergency.

Mine is HOT. I can usually only pull it out to the first detent. Anything else gets way too hot very quickly.

I only have experience with the big continental mooney's but LOP always yielded temperatures much lower. Average LOP would be closer to 320degF ROP would be at those temps averaging closer to the 365deg. Are these temps typical for the four cylinder LOP?

sums it up for me too

Heat management……

Yes, this describes the reason one avoids “peak”. Hence lean of peak and rich of peak. There are a number of documented deleterious effects of running at peak, there are also numerous quantifiable issues with running improperly rop. I cannot find what those affect are from lop. Everyone just says it can be bad, it can damage an engine, etc etc. What are they? What damage occurs? What are the specific things that happen? I mean if over leaning an engine damages an engine why do we pull the mixture to kill the engine? I know this is over simplifying to an extent, but every time I ask, the answer is just that you aren’t supposed to… I mean once again it’s just about heat management and lop’s biggest side effect is less heat….

What physically occurs in these zones that causes damage is what I meant. For example, excessive rop operations can fry a turbo if you aren’t careful, it also fouls plugs and exhaust valves. What kinds of things happen in lop? I am really curious about this, you guys have so many more years of experience with these engines and aviation than I do, and I am very eager to benefit from that experience. I have always approached the lop vs rop argument from a simple physics perspective. Engine care is about heat management, period. I think genesis of the conventional wisdom/proponents about/of rop was a combination of ignorance (not stupidity), and inability to really monitor what your engine was doing. An analog gauges that shows the temperature of the hottest probe doesn’t tell you if three probes have failed…. Most people that own planes are people of means, not wealth perhaps but means…But being wealthy doesn’t make you smart, or conscientious. I have flown with people in brand new planes that had complete unawareness of what they were doing to their engine. One idled at 1600rpm all the way from startup to the hold short and when I asked him why, he said “this engine loves fuel”.. uhhhhh ok My point is, I haven’t really found anything that tells me how running lop can damage an engine, and I really don’t understand the debate. I realize it can be done safely, but at least in my plane gaining 5-8 knots for an additional 4 gallons per hour, only to have the belly white from burnt fuel in the exhaust, fouled plugs, and 30-50deg hotter cylinder head temps isn’t worth it. Reliability and longevity are the only thing I care about with regard to engine management. I would like to know what I’m risking lop, out of the box, in the box… What happens out of the box? Please don’t take this as an argument, it’s a sincere question. I don’t understand, other than fuel exhaustion, how you can hurt the engine. I don’t care if I convince anyone of anything, just want to take care of my plane the best way I can

There are so many variables, not just related to vg’s but general plane rigging, trueness, weight, etc that drilling down that close is really difficult. I’ll tell you this though, I’ve had a few ovations, and 191kts TAS was not typical at any altitude or power setting. Alan must have one of those magic O’s. Hang on to that one!!!

What physically occurs in an engine that is damaged by less fuel than oxygen in the combustion cycle? lower power obviously, but the product of this is lower egt’s and cht’s. how can this damage the engine? Can you explain how an engine can be damaged by lop? I have only owned continental io550’s and tsio550’s and I have never had to replace a cylinder, do valve or piston work or any major engine work and I fly almost exclusively lop. I also know most of the people that bought my previous planes and they all fly lop and haven’t had issues either. I know this is a small sample so the question isn’t intended to be combative, it’s serious.

ALL ATC communications are recorded. No way this kind of interaction wouldn’t be recorded. I have not heard enough to believe this was a stunt, but no way I believe the passenger had zero experience.

It is not a stretch at all for someone willing to learn. I bought my first ovation with about 40 hours and a few weeks before I took my pp check ride. I flew dual with an instructor for about 25 hours, by myself for about 10, the. Another 20 or so with other pilots until my confidence and proficiency grew. The only thing I would do differently if I could, would be to buy it before I started training for my ppl It’s more to manage and it feels overwhelming at first, but 7 years and 1200 hours later, so is every new plane I get into.

I was reminded by another mooneyspace member, that there are approximately 420ish legacy g1000 Mooney’s. If Mooney’s portion of that was only 5k each, that would amount to over 2,000,000 in revenue and a rejuvenated interest in the airframe because it’s modernized. Not to mention if the service center did the installs, there would be all the ancillary work, and parts, around these upgrades. About 100 of the 420 have stecs, some may choose to upgrade to the gfc700, etc. If Mooney then certified the nxi for the pre ultra airframe, how much more would it take for non glass panel planes to get the retrofit? There a lot more than 420 of those! Aerostar Aircraft has stayed in business for over 40 years without making aircraft, and with a much smaller fleet. Engage, innovate, and offer a value to the existing owners. Push forward with the gross weight increase, and landing gear! Mooney owners are very fervent in their (our) love for the planes, it’s like the landcruiser and bmw groups. They go to great lengths to preserve these fine pieces of machinery. Tap into that and it would be work for years to come…