cwaters

What's the preferred route to Aus from the US? I imagine no matter what you end up going through Indonesia but do you go east over the Atlantic or west over the pacific, And really the question is if you go through Russia or the UK right? Or do I have my geography wrong?

WOW! he did a great job getting on the ground with no injury. I have to say this situation has broken into my nightmares once in a while. I'm not sure I would handle it as well and I know if my wife was in the passenger seat she would flip.

my only rebuttal to videos showing violations would be to give the pilot the benefit when it comes to minimums and cloud clearance (except when stated in audio obviously). I video most of my flights and the videos sometimes make things look a lot closer than they actually are. Now if a video shows going through a cloud when flying VFR or landing as you say on parts of the runway they shouldn't then thats wrong and they shouldn't be doing that.

I'm just curious what the insurance cost is for you to be listed on this plane ? As a low time student pilot what did the insurance company say when you asked for a quote? As for the restoration, you got a killer deal, now just spend the money so it doesn't turn into a Killer deal. Engine first (don't want to fan to go out and you start sweating), ADSB (remove the airspace restrictions), then WAAS (you can still do a lot with non-WAAS and fly IFR). Sitting empty you might have some fuel tank issues and since its been in a hangar you may get away with little or no corrosion/rust. Having recently become a member of the Mooney community, Jan 2021 I got my J, insurance required 10hrs of dual before I could solo it and another 10 hrs of solo before I could take a passenger. It took more than 10 hrs for me to be comfortable in the plane where I wanted to solo it. I did about 15hrs dual before I felt confident to solo. I started transition training with ~110hrs TT mostly in 172s.

thanks are they a MSC ? I'm based out of KHWY (warrenton) so thats not a long flight at 1.5 hrs as I doge the SFRA and the Class B up there

I know this is likely a dead thread by now but I got my J in jan and have its first annual with me due in october. I've been truing to find a good MSC to give it the proper TLC it needs and have reached out to AGL a few times with no luck getting a reply. I'd like to stay out of the SFRA for a shop. Any recommendations on a MSC or good Mooney shop?

Thanks, I'm still learning and trying to decipher the vast amount of information out there on engine ops. I'm trying to currently find a side of the fence for LOP vs ROP for my 201. there is so much out there (and here on MS) about it on both sides of the fence (to operate LOP or not). For reference I have an EDM 900 for monitoring.

Thanks to both of you. I was taught in my transition training to try and stay around square, but as you climb with a NA engine the MP drops so you end up with MP in the lower 20s and something around 2400-2500 rpm. Should the RPM be reduced to keep square or is there no real negative effect to operating in cruise with say 20" and 2400rpm ?

can you define the "Over-Square" part of what not to do?

well I never thought I would say it but I guess I hope thats the case, so they can get back int he air soon.

so best case is like a broken arm?

I created one for myself also, but I also keep a hard copy and ForeFlight log. Its a bit excessive but as I'm still gaining certificates it just made sense to still maintain the hard copy and FF was so simple it was more of a why not. But my excel sheet is the heart of my log and has sometimes 3-5x the amount of comments about a flight. I use it to plan out maint. and upgrades, I don't import pictures or endorsements but I do have a tab for just listing my dates for things like medical.

I got my J in January and feel like that 5% has kicked my but the last few weeks, came down for some engine trouble (clogged injector) then the EDM 900 needed an update (that when performed bricked it) so pulled it out and sent back to JPI. but once it came back and I got the plane back all done it was great to take a 400nm trip to see some family.

This is why my transition training included flying with simulated "stuck trim" for a few minutes to recognize what to do. full nose up trim being stuck is a big problem at high speed - Stall, Full nose down trim can be a different story. but in either case speed exacerbates the problem. - still new and learning

I have only about 30hrs in my J so far. I'm always aiming for 120kts on downwind, drop gear and hold altitude to bleed speed and shortly after I'm at the white arc and put out the first set of flaps. From there I turn base and pitch and power for 80-90kts. Final flaps on final and pitch and power for 75-80kts

I've been watching these guys YT channel as they progress and am very excited for when this becomes fully available. The specs they are putting out are impressive.

I guess this is the focus of my question.

so this raises an interesting question to me. Would he need the 135 cert if he was producing and selling the meth not just moving it? So if I make and sell candles and want to take them to a trade show in another state do I need a 135 cert or even a CPL? Or can I do that as a PPL since its my business and my product and flying is purely incidental to the movement of the candles? - Just a PPL, not a drug dealer

No I appreciate the insight. Everyone has opinions and a good way to form a new one is to hear from those more experienced and then decide.

I love the numbered list, the engineer in me thanks you. I do agree they could cause distraction but can be properly mitigated with proper training and due attention. I've heard the stories of the bounce->prop-strike combo and was taught you get two and the third will be the expensive one (in most cases). I think the risk goes up depending on how you treat things, if you don't have a solid pre-landing check or don't mentally reset then I could see that being the case. I see more of an increased risk of not pulling the gear up or as someone pointed out leaving the cowl flaps open (both of which I understand are not expensive oversights like a gear up)

I'm sure you're better than I am at it.

are you saying its a bad thing to practice going around? keep in mind i have a grand total of 2 months in the plane now. I don't know that I go around this much but I do maybe 10% of the time either planned or not. only bounced a landing 1 time so far the others were just not a stabilized approach.

I didn't know they ever were? shouldn't you practice them every now and then incase you should need to go around for some reason? or avoid a long taxi back to take off again?

Wow, had this come up before I got my J this year I might have a different plane. Good luck on the sale its a beautiful bird.

Thats awesome thanks for pointing me in the direction of the handout. I noticed that too, I seem to be forgetting about the cowl flaps if I'm staying in the pattern (I get them when I actually cruise) yeah, I'm still working on getting my speeds more consistent on final. I feel like I'm doing goo then glance over and see 75kts and groan. Just gives me more reason to fly more !!