Ulysse

It did help thank you. I still need to push to get the plane up the incline with full tanks though

Maybe I don't know how to use mine but I have to push hard to get the plane up the little incline. I complained to redline and all they replied was that they sold many sidewinders, which obviously did not help. I would happily sell it, but being in Europe makes it hard

I cannot see any mention of a short field takeoff procedure in the POH. How do you handle this ? (brake ON, full power then release ? Cannot it harm the engine/turbo ?)

Thank you. I'll definitely get back to you. If you happen to fly around France/Italy/Croatia/Montenegro this summer, let me know. It would be fun to fly together. I was wondering about the french radio. I can speak french fluently but my licence mentions only Italian and English. Can I legally speak french on the radio in France? Do you have a french licence or some kind of validation?

It does not talk about a safety pilot. However, I realize now that it says "... For more then 6 months". Thus the 12 months period. You not only have to be a good pilot but also good at English language!

I hope these questions not Mooney related are acceptable here. I am preparing for my instrument rating and I have 2 questions regarding recency: (for my curiosity) : My prep book states that to act as a PIC under IFR, the pilot must have accomplished 6 approaches+holdings+intercepting/tracking within the 6 preceding months. If this experience is not met, then the same requirements can be met within an extra 6 months with a safety pilot. I cannot find this extra 6 months period mentioned in the FAR. FAR 61.57 only talks about the first 6 months. Can someone point me to the regulation about this? Also, I read that the safety pilot does not need to be instrument rated provided the flight is conducted in VMC under VFR and that he has adequate view etc.. Can the same be logged in actual IMC with an instrument rated safety pilot? (in which case, the flight should be IFR. Who is the PIC ?)

I'll take my paraglider !

Yes, I understand that the startle time added to the time to go from 79 Vx climb speed to best glide around 90 (and probably more to make the turn) does not leave much room if the engine out happens at 500ft. You are right that speed and height are interchangeable from an energy point of view, but speed also means more distance, so I would need more than a 90deg turn to get to the open space. Almost the impossible turn!

Nice! I am planning on flying around south of France this summer, so I watched almost all your videos!

The reason I would like to use Vx a little longer is that my home airport is surrounded by buildings. So in case of engine failure during initial climb, there is no way you can land straight ahead. There is a less dense area on the left side of the DER, so I was trying to compute the height I would need to turn 90° at best glide speed and still make it there. If I climb at Vy, I might be too far away. Thank you

My POH indicates a Vx of 79kias and a Vy of 96kias There is a chart giving climb performance at 96kias at different weight/temp/alt but nothing regarding climb performance at Vx. Is this just my POH or does Mooney not provide this chart for their aircafts ?

no, it is under POWER LOSS - IN FLIGHT (RESTART PROCEDURES) after the takeoff and climb section. Then under the turbocharger failure section, under "complete loss of engine power", the procedure to restart is the same except that this time the mixture is supposed to be cutoff and slowly advanced until restart. confusing Also, how do you determine that you have a turbocharger failure? drop of MP? any other sign? does a failure on the hot side have the same effect as a failure on the cold side?

I know and I am really sorry for his health issues. But he has been giving false hopes to many people by telling them that "next month" they will get a kit when he should know by now that he cannot deliver on this promise. I called him every month for most of last year before giving up, and everytime he would promise a kit for "next month"

My POH states : Power Loss in Flight: Fuel selector SELECT OTHER TANK Throttle FULL FORWARD Mixture FULL FORWARD Propeller FULL FORWARD Magneto/Starter Switch Verify on BOTH High Fuel Boost Pump ON Then, in other sections where power loss is mentionned, the rule is to cut off mixture and slowly advance. I do not understand why the procedure regarding mixture setting is different.

He has been saying that for the last 2 years at least. I hope it is true this time

On top of the cost of ferry which could indeed be 20k or more, you have to consider the cost and surprises when registering the plane on the N registry. In my case I discovered that the nice 3 blade propeller which was fitted did not have a proper STC and I had flown an airplane all the way from South-Africa to Europe in an unairworthy airplane. This added another 18k for a new 3 blade MT propeller plus the cost of the DAR visit! So, it is probably cheaper to buy in the USA even at a higher purchase price.

I always wondered what was the difference between a VFR and IFR gps.

thank you. Now I know!

Both

He is 10000km away unfortunately. I wanted to avoid a trip to another avionics shop and fix it myself.

I meant, how is it wired in the Mooney? The reason I am asking is that since I replaced the audio panel, i cannot hear if I use the lemo plug. I can however transmit.

Thank you. Any idea where to find the wiring diagram?

No, I am thinking of buying another plane which has had 2 cylinders replaced, so I am wondering if this indicates future problems with the engine Thank you!

My plane has a bose connector on both the pilot and copilot side (picture attached) I wonder if this was factory installed ? Where can I find the electrical wiring ?

you flew from Toronto to france in your mooney ?