Ibra

So no heat or pressure transfer between engine & spinner oils when you recycle?

Is it only in cold weather? the oil inside the spinner will be colder than the one in the engine, cycling the first time mix the bits, on second time it has the same viscosity everywhere On hot days, the first one should go smooth

The good news it’s VFR flying in VMC all the time

I had the impression when having fun aeros, for safety & robustness, one is better served by certified aircraft rather than experimental? for paperwork & legality, one is better served by an experimental? I flew one Tiger Moth (DH.82) in UK which was not on certfied paperwork but had a permit-to-fly (I guess this is the same as US experimental?), the permit-to-fly does not say if aerobatics is allowed or banned but makes it clear that 1/ "aerobatics is at own risk" and 2/ "advisable overhead aerodrome", I am glad we sticked to 2/ as one day we went into a slow loop and engine went into self-fulfilling prophecy: less speed, less fuel, less speed, less fuel...the engine restarted after but the brain fart moment and zero crew coordination sticked for a while

This could be useful for Westflug, https://mooneyspace.com/topic/33671-rentals-known-mooney-rentals-in-the-usa-and-beyond/?do=findComment&comment=634943

I am sure @terbang would fly that one in a single leg but yes very tricky these days Way easier to get transition in Westflug in Aachen, and surely they have some available local instructors Training becomes complicated with various registrations & airspaces, I guess your aircraft is now TC-registred? EASA-reg? or N-reg? The M20J I fly is US registred but I am not an FAA CFI...

Westflug in Aachen seems like your best bet for transition & rental I am EASA & CAA CRI(A), so I can help with dual hours & complex sign-off in owned M20J if not far away from London/Paris

Would be nice if it comes with hooks & attachements, so you can get out of the cockpit after landing or get some free stick time with engine off ! Imagine CFI brief*: “the problem with landing in such conditions (50ft wind speed = stall speed + 5kts) is the physics gets bit bizarre: you will be going backward as you reduce power and flare at 50ft, but hey you can’t land backward as 3ft wind slow down sharply near the surface boundary layer, so you will be going forward in your flare, but hey remember your stall speed decreases in ground effect at 3ft, so you end up going backward now, but as your recall your touchdown has to be forward attitude 3 point landing so you add more and more power” Got it? Student I wonder if they can do it IFR *for fun & illustration only, no idea how these guys manage to fly PA18s like F35s !

You have to land at some point? or there is a time limit? or you can just go on until you are told to stop

As long as it’s not the 100pax raft One local ferry pilot ditched in North Atlantic while delivering a Rockwell Commander, he managed to escape in his small raft with all equipment, both ELT/PLB signals were picked by Portuguese coast guards who sent navy boat as well as CG C130, the Hercules dropped him a 30pax raft with more supplies, as he transferred to the larger raft, he lost all his equipment and supplies in rough sea, then spent next day hanging to his life on that big flexible 3D surface and high swells until the navy ship picked him up (he still in the business but looking back he judged that staying in middle of 6pax rafts is way more comfortable than in the corner of 30pax rafts with no “counter-weights” in the other ends)

One can easily notice how hard to keep nose from falling to the ground after crosswind landings and how far it drops pointing to ground after rudder induced wing drop on quick stall... I am sure on M20J if one keeps pro spin controls going it will not make the beautiful flat spin rotations with stable 60kts

Mooney AFM/POH does not say much on ditching but if anything like many other similar aircraft it’s gear up, full flaps on flat attitude into winds in calm sea or parallel to swells from the wind side, getting out has to be prepared & executed on few dry runs but door open before ditch and throw one single bag: everything inside is useful and can float & work in water While floating, anything it takes to be found (ELT/PLB & SatPhone & GarminInReach all tested & Flares) and to survive for 4h to 2 days depending on water temps (Raft & Jackets & water/food) On a 2h leg at fast Mooney speeds you will be out of traditional SAR helicopters range for quick rescue, your pick up will be some existing commercial/navy boats or slow coast guard boats called on duty (to manage expectations, they do 20kts you do 180kts ), so worth checking the typical commercial maritime routes and their regular activity while planning (it’s all online), also just before/while flying, I think they don’t move that much, so you should know where to point the aircraft nose if you have a doubt or signs of troubles Good luck & share the trip !

Only in modified 35 Bonanzas, the T34C I doubt I would do 1G roll M20J but I trust it can loop and stay strong, twice or even triple times, obviously it’s easy to spin or overspeed an M20J when you pitch & roll too much, so maybe worth wearing a parachute Funnily enough all aircrafts with wide speed ranges and strong ailerons can do 1G rolls in good hands without noticing all within the approved G-V enveloppe, that goes from gliders to Shrike twin Commanders, Boeing’s & Concordes (if you can roll all these why not a Mooney ) Not Aerobatics, but anytime I teach someone on the new gadgets like G1000, I make sure they can see the chevrons all within 0G-1G otherwise these things glitch, it helps with situational awareness

You forgot wheel down in that list (I do regular 4min flight to see the AP/AI, I figure out touching radio & throttle is enough and it’s already a lot, the rest is better left as per takeoff config, funny it takes 40min to go back by taxi )

A friend of mine shared this for a flight in 1965 with a M20E, the ferry pilot & his uncle flew it all over the place USA, Azores, France, Greece, Lebanon Boston to SantaMaria was an impressive 16h on pre-GPS, I imagine plotting VOR radio bearings on mercator projection far from tangency line and use of celestial navigation are lost skills now

Even when “flying IFR” with all the nav aids available there are few caveats for night flying, first, worth checking IFR plates for any night IFR flying restrictions or prominent obstacles, second, some airports prohibit IFR flying for visual approach at night, circle-to-land at night, and may even restrict IFR flying in straight-in visual segment to day only, I think the FAA marks those ones with “NA at night” in their plates The “1:20 slope” that start 200ft before threshold and go 3deg is not necessarily protected and may cut through 3ft, 10ft obstacles or even more, the pilot must see those obstacles visually even when flying within the protected “IFR glide slope or heights” above DH/MDH, this could be problematic if one continue to fly IFR on visual segment bellow DH/MDH using runway & visual clues rather than going back to instruments to maintain his GS bellow DH/MDH This is highly relevant at night because of undershoot risk from black hole effect which can happen even when “flying IFR”, in any case, outside “LVO and auto-lands” operations in B747, anything bellow 200ft agl is “visual flying” no matter what one likes to call it on their flight plans or in their mind, still aiming for PAPI if available or going steep with TDZ further in the runway should get one easily off the hooks (pun intended )

I had a challenge in GTN to do everything I want but never press “Back” button, it worked

I guess airframe icing is not an issue past -40C or -80F and dry continental climate But could be problematic for engine fuel & oil and pilot bones https://www.euronews.com/2021/01/14/region-in-siberia-has-longest-cold-spell-for-14-years

The part where I found paper checklist & memory checklist matters most is pre-takeoff, we can always sort out things with eough time in the air or after you are on the ground but it gets hectic on takeoffs... Funny one was door open on takeoff just rotation then losing half of my papers, all went out of the cockpit over the nearby farm Worst one was leaving carb heat hot on a short wet grass runway with trees ahead before I aborted the takeoff ! Glad I fly fuel injected engine in long paved runways now and keep a tidy cockpit

For slow flight & stalls, - For power OFF stalls it should be out of the prop bad harmonics arc but I tend to manage the engine before getting there - For power ON stalls, you can still have straight & level slow flight with max 100% power or ideally on 55% power but it may require slower flying on very positive pitch & high power first maybe after slowing down on steep (turn) climb first than starting with descent or level flight states A more challenging task is to leave it at 100% power (WOT throttle & max RPM) and ask the student to fly it straight & level in slow flight for a long period or even on -500fpm descent without even reducing the throttle, this requires a steep climb first (maybe on 20deg turn to drop nose quickly without gaining height) then lot of pitch & rudder coordination to keep it that way on straight & level/descent ! Long story short, you don't need to slow engine to fly slow airspeed in straight & level (basically hang it on max prop and slow speeds from a steep climb first) If the stall horn wiggles at VS+30kts or 6 deg AoA, get it fixed to VS+5kts or 1deg near max AoA it will be taken far more seriously rather than getting ignored everytime ! PS: bonus point at least one knows what to do if trottle get jammed after takeoff and/or prop governor fails on fine pitch as long as they keep the ball in the middle they can even fly it (slowly) to destination, without climbing to no-oxygen levels

Glad he did not try going inverted in IMC, I am sure cats manage it just fine

Try Googling like a Mooniac G1000, you can try simulator, it comes handy these days !

European Mooney problems My insurance asked for check flight with an instructor before flying M20J, neither me nor the instructor had "proper Mooney transitions", just complex time (mostly Arrows) and a good day of reading the AFM/POH ! Luckily, I had some past flying on E & K with other experienced owners as pax and even worse as their instructor

That would be a fair guess, I take your story as rain in the middle clear (warm) section between two overcast (cold) stratus layers is probably a trap

On hitting cables with GA aircraft, the Swedish equivalent of NTSB investigated this accident and done some extensive testing, their report conclusions (sorry it’s in Swedish) nothing bad would have happened to the aircraft nor the human attached to the paraglider, the winch cable would have snapped, the human will fall and pilot would not even notice it until inspecting his aircraft on the ground ! Maybe they are 100% right but I don’t want to try and will stick to flying the PAPI if one is available for flying shallow approaches or go for steep 20deg visuals RL_2014_15A_Reviderad.pdf