Davidv

Not sure what you mean, the way you describe it outside the US has been my only experience inside the US...

That's one crazy wide runway...

Wish I could but not available for my engine...

I listened to the ATC, cleared for takeoff VFR departure “towards Arkansas”. its sad that not 5 minutes after the incident you get a helicopter nonchalantly requesting tower for clearance to head up and “shoot this fire” (even saying “get some footage of the accident” would be more respectful in my view). I know it’s the 24 hr news cycle times we live in, but just didn’t feel right.

I’ve done it once, the first cue was “why am I lifting off so soon?”, followed by the stall horn, followed by “I’m an idiot”. Fortunately, I was able to pitch down a bit while running the trim back to takeoff and all was fine a few seconds later.

I share the thoughts on the 355, the all in price installed should be about 40% less than the 650 and you're just missing the nav radio. 1) With all of the GPS approaches today as well as more VORs being decommissioned you probably don't need more than 1 nav radio (I'm assuming you already have another nav radio source) 2) You're getting a Garmin unit that was developed in 2019 with the latest hardware and software. Garmin is going to be fully supporting the unit for way longer than you will probably own your plane. The 430 was introduced in 1998.

"they don't make them like they used to" I bought my plane with only 90 SMOH (and new mags) and had to replace my slicks after getting stranded on my delivery flight home....

Fortunate to have a great flying year, put 250 hours on the Mooney!

Sounds like you made out pretty well in any case, but no flight stream is required with the 375. I bought the unit for $6850 (plus about 15 hours to install) and it came with connext. I can transfer either to or from ForeFlight.

GNX-375, comes with Garmin Connext which is basically the same as flightstream except you still need to update databases with SD card.

A little off topic, but you can read hundreds of pages on this forum of people postulating on the viability of a new acclaim and what Mooney *should* produce. It’s great to see someone like yourself who actually bought the best product on the market and is supporting the brand. Congrats on your new plane!

In my bravo I drop the gear at FAF after being at proper power and approach speed and it’s enough to give me a near perfect descent on glide slope. Of course, it’s all about slowing down in advance.

You’re correct but I did it in all my training and there are certain sections of the ACS (I cant remember which one(s) off hand) that give the examiner latitude to test you on a variety of manuevers under the hood to determine your ability to control the aircraft. Whether he would try to fail you on this maneuver independently is another story.

I’ll share one interesting story from my checkride. examiner: slow to 80 knots Me: slowing to 80 knots (thinking this was the beginning of IFR slow flight) examiner: give me a right 360, 45 degree bank. So I do the 360 but don’t bank to 45 degrees and he reminds me a few times to keep a 45 degree bank. The controls felt different (because all of my previous steep turns were well above 100 knots). I complete the 360 somewhat clumsily and we move on to other things. After we land I say “hey, did you know that when you asked me to do those 45 degree turns at 80 knots my stall speed at that bank angle was about 78???” He responds by saying “yeah...I was hoping we would get into a pre-stall buffet to see how you would react but you didn’t get quite slow enough” While I thought at the time I was being tested on a steep turn it was a sneaky unusual attitude test. We did some traditional unusual attitudes later in the flight.

Besides all of the other advice above the one thing I would say is that most DPEs want to see how you react when you make a mistake. While making a mistake is all but inevitable on the checkride, if you quickly realize it and correct your action without getting flustered you’ll do just fine. Of course, there are certain things that you just have to do perfectly such as not busting the MDA or correctly programming your GPS/instruments. These are critical safety issues that won’t give your DPE a warm and fuzzy feeling about giving you your rating.

Great flight! Extremely jealous of that TAS at that altitude. Did you rub olive oil on your wings? Your CAS looks a little high on the 750, either way very fast and amazing machine.

Yes, that's the original reason why I wanted to look into the MT Prop in the first place. I have flown in a more modern Ovation and the difference with just the better sound insulation and top prop was extremely noticeable. Since the top prop isn't available for the Bravo, the MT would be the next best thing (and possibly better except for the durability concerns). Since I like to do 5+ hr trips having a smooth ride will make all the difference in the world for how I feel for 24 hours after I land.

I'm mentioned this before, but in my GNX-375 it's very easy to change the code in the setup module. My shop used a Garmin altitude encoder out of another aircraft and it inadvertently changed my code which had me broadcasting the N number of another plane for a few flights. I then went in and plugged in my Mode S code (which we all know is publicly available) and I was broadcasting my correct tail number again.

I've been running my engine precisely to the specs outlined in the M20M POH, do I have a problem? Shirley, Mooney would pay for the new cylinders since they produced the POH? </sarcasm>

Thanks Tom, definitely a possibility. I prefer to do it when hot but it's also tough to access... Maybe a different setup in the J? Btw, where in FL are you based? David

I use a heavy duty rubber hose that fits snugly around the quick drain "root". The issue is that it fits so snugly that it's difficult to get it on without hot oil spilling since you don't have the leverage of using your second hand to hold quick drain closed. Maybe someone has cracked the code...

Is anyone with a Bravo able to change their oil without removing bottom cowl? I've come close to getting the hose onto the quick drain through the cowl flap but haven't been successful yet.

You may not plan to fly your plane into rule airspace, but you better hope that the person who eventually buys it is going to do to the same...unless you never plan on selling.

I don’t see the big deal, he simply used his hand brake to perform a “power off 180” into the hangar...

Thanks, I appreciate the feedback and will look for some of your other write ups.