Marc_B

I hear what you're saying Vance. But poor pilot skills, lack of education, hazardous attitudes, and poor ADM has nothing to do with equipment and everything to do with the person. And this is why the accident rate remains unchanged despite technological advances. Over 2/3 of accidents are "attributed to" pilot-related. (link is attached). edit: see below posts doesn't include "unknown" that were likely pilot-related as well. But maybe what you're trying to point out is that capability and safety are not synonymous. Completely agree.

Common occurrence I think and I couldn’t find a replacement. But JB Plastic Weld works like a charm to glue it back securely and just check it with each oil change. If you take your time and glue it well it’s good to go! It’s just a cooling shroud so doesn’t need to be perfect and pretty to do its job. EDIT: 653344 is the gear drive alternator part number, but you're right that belt driven alt considered #1 alternator. IIIRC, I couldn't find the cooling shroud PN on the TCM parts catalog, and from the Mooney IPC it appears to be a Mooney part number? I can't seem to find an email or details but I keep thinking that perhaps Mooney or LASAR could get them for around $600-700...or perhaps I just couldn't find one at all so I just glued it and still solid 2 annuals later.

Modern glass panel allows increased situational awareness for navigation as well as on screen traffic and terrain. Most have ADS-b weather and some have XM weather. Most have easy access to the comprehensive list of diversion fields with weather, frequencies, runway lengths and currently favored runways, as well as the full database of what IFR procedures exist. Loading a different approach is very easy whether that's due to downgraded approach, NOTAM out of service, equipment issue, or a simple change in winds resulting in a change in airport flow. Glass panels have a clear graphic display of TFRs, airspace boundaries, and changeovers for ATC/Center freqs. Many glass panels allow you to set up altitude constraints at distances to a fix so that if VFR you can pre-plan altitude descents to make sure you don't accidentally bust airspace boundaries. They can use inflight data to help calculate fuel burn and reserves, calculate ETAs, instantly show all your position report data. Full screen panels can show your entire route to quickly see if you had a fix misspelled and it jumps off course unexpectedly later in your route. Regarding weather, I wouldn't use XM or ADS-B weather to navigate storm cells, but on a 3-5 hr flight, how accurate was that weather brief you got a hour before departure? If you were checking wx enroute and saw a change, perhaps you might have just stopped for fuel and a pitstop short of the destination. Or maybe your planned approach/runway from your brief changed en route and you can anticipate what your plan is on arrival...and perhaps do a better job of briefing the missed and already having plan B solidified in your mind. Regarding a modern autopilot, single pilot IFR can be a large workload but with a properly functioning AP it allows the pilot to monitor the big picture and not just focus on vertical and horizontal flight. Incidental VFR into IMC or an episode of spatial disorientation, just press the blue LVL button and let the AP help you regain control. AP allows you to fly more precisely and sometimes more smoothly than you'd typically hand fly (of course some times, i.e. turbulence, I'd rather hand fly). With a GPS and coupled AP it opens the complete list of fixes within the FAA database and even allows you to create user fixes on radials, DME/radial, and radial/radial pretty quickly and easily. You can easily set up a course around MOAs, TFRs, or airspaces you'd like to avoid. The addition of smart glide gives you assistance at a critical phase of an emergency so that hopefully you minimize altitude loss and distance to your closest field, and maximize the time and glide distance you have to fly the aircraft and work the problem. It also allows you to easily squawk emergency, tune 121.5, and gives you info about the closest airport to you. Regarding failure rates...Rate of vacuum failure much higher than glass panel failure. A failing vacuum system much harder to quickly and clearly identify rather than a red X. Glass panels have more integrated alerting for a variety of things from stabilized approach alerts, terrain alerts, sink rate alerts, traffic alerts, etc. Accidents happen and lots of them happen due to the pilot. No equipment, no matter how safe, is going to protect the pilot from themself. But to deny the added ability and safety margin just because someone might not take the time to learn the equipment doesn't make sense to me. But you are right to say that equipment alone doesn't = safety by itself. Shortly after I purchased 8MA, I was flying VFR (didn't have IR yet) into KDAL (Dallas Love), had filed a flight plan, spoken with FBO at DAL, and had flight following. Thirty nm north of destination, ATC tells me "Dallas Love isn't accepting VFR traffic, say intentions." I quickly pulled up my map screen, had previously considered KADS (Addison), so told ATC "I'll divert to Addison if that works." Within minutes I had new destination plugged in, frequencies set, had the wx & NOTAMs, and already knew what runway I'd be using. For a relatively new Mooney pilot flying into a busy airspace it was really seamless and allowed me to focus on flying the aircraft and not digging though charts or having to memorize all the areas in my preflight. It was not just safer for me, but all the traffic in the area as well as being smooth and efficient with ATC and avoiding having to circle in a busy airspace while I came up with a plan B if I didn't already have one or needed to go to plan C.

I suspect you mean Kenneth Snowden. I hope he's okay, but suspect that he may be close to retirement anyways as he's been with IAI for a LONG time! I hope IAI has another service tech in training, as when I was dealing with the same issue for 28V dual regulator there was nothing PMA'd for this and I was told by Don Maxwell that they could service VR's but if it was an IAI regulator it would have to go back to them.

My personal opinion is that is a characteristic of the pilot, and not inherent or a characteristic of the machine. I'm sure there are pilots that don't understand vacuum system failures and won't be able to recognize their AI failed and how to crosscheck. But in my mind, I expect from myself more than a rudimentary knowledge of the equipment. The comment above could be said about any aspect of the aircraft...retractable gear vs fixed, constant speed prop, etc. Like I mentioned, the minimum price of entry to the air is actually quite low and the standard training aircraft are designed to be the most easy to fly. But you're right...basic experience and education gives you basic skill at best. You have to continue to work at it to improve.

One other tidbit picked up during instrument training: When I drop gear the Mooney wants to balloon a little; I can easily control that tendency, but it's easier to do this under the GP/GS then "at" the FAF as it allows me to be better stabilized by the FAF and verify "Glidepath captured, altitude checks, setting missed approach altitude." Being configured a little before the FAF makes those mental checks for proper baro/altitude, setting altitude bug, etc all the more easy to do. When I'm juggling too much right at the FAF it makes that not quite as smooth/finessed. Also good to hear of @donkaye & @PT20J's SJC flow. This fits similar to what I've found in my K, that gear drops speed about the same degree as speed brakes, both around 20-25 kts each; and all in around ~5miles.

For me, before the FAF has variability due to "keep best forward speed for traffic" or "slow to final speed for traffic" and everything in between depending on what ATC and traffic dictate. But I've found that pulling throttle back and leveling off takes ~5 miles and 2.5 min to equilibrate the speed with new configuration from a fast descent. So I have to drop throttle at least 5+ miles before the FAF to make sure I'm below 140kts for gear if I'm "best forward speed" for the first part of an approach especially if also descending. (I've also found that dropping gear drops my speed by about 20-25 kts if everything else stayed the same) If trying to slow down from the IAF, then I'll usually drop to 20" MP...this keeps the engine warm enough, but the aircraft slow enough to feel like I have lots of time for the approach. During instrument training I was taught to drop gear when the GP/GS is one dot above on the VDI. So for a standard approach to land, gear down one dot above, then throttle to 15" MP (90 kts) on the GP/GS, and flaps 10 deg checking to make sure I'm below 112 KIAS. On most instrument approaches I land with 10 deg of flaps only. Usually the runway is plenty long, and this avoids a big trim force/pitch up with go around. I usually don't start dialing back throttle until I'm roughly around ILS/LPV minimums with intent to land.

Maybe the solution is to have the personal minimum that "I'm not going to fly into situations that I wouldn't feel comfortable hand flying." The only problem is that weather is dynamic and a lot of these situations weren't "intentional" choices. So the follow up is "I will try to leave myself an out if things change and I don't like the way it is developing."

@kortopates I'd echo that to say that in the era of steam gauges there was MUCH more instrument uniformity from one aircraft to the next. Modern panels have so many unique quirks that currency is minimum price of entry, but not even remotely in the realm of proficiency. How modes change, how the approach sequences, where you find the "gotchas" with equipment surprises...I think this is the appeal of teaching "universalisms" like GPS Reeves teaches...he tries to teach "always do this" or "never do that" just to try to minimize the gotchas sometimes instead of teaching the myriad of nuances of how complex the modern glass panel can sometimes be. I got my instrument rating in my Mooney, have flown it for 3 years and over 500+ hrs, attended a PPP, attended an onsite Garmin course, and like to go out and figure out why it does stuff the way it does...and I'm still surprised sometimes...and this is with an all Garmin panel...once you start mixing and matching a lot of the time the quirks rise exponentially. The hard part is that you can't simulate every single issue you might run into. Sometimes it's obvious and easy...sometimes it's a head scratcher and it won't be figured out that flight. For me, this is where accidents, "There I was" podcasts, and AOPA ASI reviews help fill in the gaps of what goes wrong to help fill the neurons for what would I do? I would argue that more capable and integrated panels with a fully featured autopilot afford a WAY larger safety margin for the GA pilot. But they come at the cost of more sophistication from the panel requiring more sophistication from the pilot. But at the end of the day the meat sack in the left seat is still the PIC and not the electrons behind the panel. So the level of safety afforded is only as good as the pilot. But the reason we have these issues is that minimum price of entry to the sky is actually rather low. So safety is dictated by rational, smart, educated, and conservative decisions...and we all know how dumb our decisions can be and how stupid humans are sometime.

This happened to me as well (M20K Encore); it’s easy to short them but I think the fuse was in the avionics compartment.

100% and not just students. I spent some time at Osh checking out some of the NATCA lectures and it is always interesting to see the resources available to ATC that you might not realize were available to you if they weren't volunteered to you or specifically requested. But I think its always difficult to fess up that you're in a bad situation especially if/when you feel that it may be your fault or due to your choices. It was interesting to hear ATCs view of minimum fuel vs fuel emergency... I hope if the time comes I have the discipline to be calm, embrace the emergency that exists, and ask for the right help. Duck your head and barrel on to disaster is all too easy sometimes.

I've read that potentiometers have some dielectric grease of some type that gets washed way by contact cleaners and the general gist was that it improves the corrosion temporarily but that it speeds up the degradation of the pot. Of course if it's a matter of kicking the can down the road to eventually replace, it might be worth it? Seems like the internet is back and forth regarding should you clean potentiometers and how...but its seems like Deoxit is a common recommendation. (I'm not an electrical engineer, and have no way to validate what optimal care of your potentiometers may be).

I usually read to these threads with a grain of salt. Meaning we usually will never know what was going on in the cockpit or with the equipment that day. It’s easy to get lulled into the mindset that “it will never happen to me” or “I’d never put myself in that situation.” But we all know that situations happen and we don’t rise to the occasion, but fall to the level of training we have set for ourselves. So instead of pointing out flaws, I like to imagine this was me and I need to learn from it. What happens when wx changes and isn’t what was forecast? What happens when something isn’t working right? What happens when the autopilot fails with a difficult approach required. the sad part is that these stories are numerous but yet we all don’t seem to learn from them. When things go wrong humans can get so incredibly tunnel vision focused it’s truly amazing. Helmet fires don’t just happen to the ignorant, they happen to us with new experiences that our minds are trying to sort out. I think “that would never be me” should be added to the FAA Hazardous Attitude list. The cure is “this could happen to me.”

https://www.aviationconsumer.com/industry-news/editorial/mooney-acclaim-ultra-tops-in-raw-speed/ reading this thread made me think of this article.

I don’t have a pic of the indicators but here are the IPC pages for trim and flap indications. It is displayed on the multifunction lens in the center console with LED boxes like @Rick Junkin has above, but 4 of them all together in one large lens that has flaps, trim, cowl flaps, elevator trim all together.

The materials aren't that expensive, but the labor is what gets you. My shop charged me 15 hours for replacement, which was right around your quote. It's one of those tedious projects that you can do yourself to save money, but shop might do it faster and cleaner. GeeBeeAeroproducts sells a baffle seal kit and might have one for you that's precut and sent with all the rivets.

@MikeOH Call the hotel. It’s all be reserved for MooneyMax so has no availability unless you call and let them know you’re there for the event.

I think these minimum mileage criteria are always sneakers…that’s what screwed Jessica Watson on her solo sail around the world at age 16. Still impressive, but has to chafe! https://en.m.wikipedia.org/wiki/Jessica_Watson

@Dmax Have you finalized the schedule? I was also curious about details of the Mooney tour if that’s been setup? Thanks!!

I got a Uscooter. https://uscooters.com/ It's got about 25 mi range and goes over 20mph. Foldable and doesn't take up much room. The model I have weighs about 27 lbs. Cost around $800 IIRC. Makes it easy to use around the airport and take in the aircraft. It free wheels well, which is one of my requirements in case I ran out of juice...I could tolerate it turning into a nonpowered scooter, but couldn't stand it turning into a 27# brick! Edit: it will work with 2 people but due to the short handlebar width it feels twitchy with 2. I've seriously considered an addition of skateboard and a tow rope for traveling with two! ha ha. So much fun but I'm not the young, rubber gumby skater dood that I was when I was 12!

https://www.mooneycaravan.com/web/Mooney/Default.asp Previous post made me realize that people new to Mooneys might not be familiar with the Mooney Caravan or with formation flying. Certainly would be great to introduce others to formation flying and dispel some of the myths that "it's too dangerous" or "it's too difficult." The Mooney Caravan is the Mass Arrival into EAA Airventure each year. We all meet in Madison, WI (KMSN) and have an organized get together/dinner/brief and all stay at the same hotel with food, bus, and logistic support. Mandatory brief is at 5PM on Friday...if you miss it you don't fly in the Caravan. Then we all depart in a 3 ship element, 15 seconds between elements. EVERY pilot in the Caravan has attended a formation clinic and gotten checked off/approved by a safety observer. In fact, most of the pilots have attended several clinics across the country (and some even attend the B2Osh clinics which have a great informal relationship with the Mooneys). The flight profile for the Caravan is simple: 5 second interval takeoffs (15 sec between leads, 30 seconds between section leads), climb out at 100kts/500FPM climb, once the tail is up and level, then speed up to 120kts, coming closer to Osh lead slows everyone down to 105, then 90 kt descent to land. This is a profile that any Mooney can fly. There are many things about Formation flying that need to be learned prior to safe formation flight. Some of this is self directed study guides, learning the lingo, the overall flow, and reading more about the "big picture." Some of this can only be learned from the cockpit. So a typical first timer clinic will find the prospective pilot flying right seat with another seasoned teacher for a demo flight. This way you can start to see what close looks like, how to tell when you're out of position (lots of time for that), and how to start learning how to anticipate corrections, be smoother with controls, and what it means to be a good formation pilot. Flying in proximity to someone else gives you the ability to hone and refine those stick and rudder skills! PHOTO: coming in on element landing (looks WAY closer than it was, but, thanks for the cool shot telephoto lens!) After a demo flight, you'll hop back in your own Mooney for the next sortie with a safety pilot in the right seat. For your first formation flight it will be a 2 ship. So just you and your lead. Every maneuver will be briefed using a standard caravan briefing card. First sortie will be basic station keeping. You'll do an interval takeoff, join with your lead, then you'll get put out to route (wider spacing so you can take care of things in the cockpit), then get brought back into fingertip formation. In fingertip, the only thing occupying your vision is your lead...never look away from lead...you don't need to. But say something doesn't sound right...then you move out to route first, then you can look inside the cockpit. We'll first work on some straight and level flight with a constant corrections and finding out your "wobble box"...your aircraft is constantly moving in all dimensions in relation to your lead...any change makes 2 or 3 other changes, so you're constantly working on keeping that perfect picture. Then we'll move to some gentle turns in fingertip so you can see that inside turns and outside turns have entirely different control requirements...in fingertip you strive to keep the same site picture of your lead, so inside turn you descend some and you have a shorter radius--so need less throttle; outside turns you have to climb a little and are outside the radius of lead so you have to anticipate the need to add throttle to keep up! Once the maneuvers are done, you'll go back out to route, check fuel, adjust freqs, and then RTB. Depending on the weather and runways, you'll likely perform a break to land so that you have spacing from your lead and land individually. By then your hands will be sweaty, your throat will be dry, and you'll immediately be thinking "that was awesome, when can we do it again!" So what happens if you try it and something doesn't click, you feel stressed, or it just doesn't feel right?? Simple..."knock it off". Any time and for whatever reason you can end the maneuver, end the flight, or just take a breather. Also worth noting, if the safety observer doesn't feel you're ready for solo formation (or if they don't feel you're ready for the Caravan), then they won't check you off to get in over your head. But not today doesn't mean never and the safety pilots and leads will do everything they can to work with you to help you understand what's going wrong and how to fix it. This is infrequent, but does occasionally happen. Accidents happen when a pilot isn't flying the brief or isn't paying attention...and these are the two biggest disqualifiers. Brief the flight, fly the brief, and follow your lead...pretty simple! The Mooney Caravan is a fun, safe, and efficient way to get a ton of aircraft into Airventure. We had 52 Mooneys this year and we usually occupy the runway for less than 7 minutes from first aircraft to last. The Caravan has a standard profile, and since I've been flying with them (2022/2023/2024) they have really improved the safety focus. You typically have pilots in your element from the clinics you attended or from the region you fly so that you have a friendly face beside you and in the cockpits around you...this means you're almost guaranteed to be flying with someone you have flown with before. At Osh, the Caravan has a big tent that's relatively close to the showers (but not too close to be noisy), we have breakfasts at the beginning of the week included, we have a great place to crash at the end of the night and have a drink (LL or UL) with your old friends, new friends, and soon to be friends; and you have plenty of people to share the amazing Osh experience with. I think it's the best way to experience Osh, and is absolutely 100% the best way to fly into your FIRST osh! Even if you've never been, I'm sure your lead will have been several times and will help with packing list, good things to bring, and how maximize your Osh experience. Plus all you need to do is follow your lead...no radios, no navigation, no Fisk freaky flyers...and you'll likely land on 36R all by yourself! Pretty amazing the first time you hear "Welcome to Osh!" So if you're interested, put one of the regional clinics on your calendar next year and come join! I can almost guarantee you'll have a smile on your face and be a much better pilot for it. And if this isn't for you, then no worries. We all have aspects of flying we embrace and some we avoid...be it weather, terrain, water, or an aircraft off your wing. As an aside, formation can sometimes be used not just for fun...I have a buddy who had an alternator issue in the backcountry that was able to fly off the wing another buddy so that the lead was able to make all the radio communications, check his gear coming in, and would be there to assist if needed. So formation is not just fun, it's a useful skill for mutual support!

This is certainly an amazing adventure, and I didn't realize how small of a group it was. My first thought was why is he going west bound?!? From his blog: "The most recent statistics show that 6664 individuals have summited Everest, and 644 have been to space. In contrast, fewer than 100 individuals have circumnavigated the globe solo in a single-engine piston aircraft, and only 22 individuals hold the FAI’s westbound circumnavigator certificate." I think that I'd get tired of seeing small GS numbers in my Mooney and for me that would be the most annoying thing! ha ha. Blue Skies Pieter! Go west, young man!

There were 52 Mooneys in the mass arrival this year. It was a very smoothly done arrival by all and we had great weather! I've flown in the Caravan the past 3 years and have only seen professionalism and proficiency. Never have felt unsafe or uncomfortable at any time in the Mooney or Beech clinics or at the Caravan. It's an awesome way to spend Osh, meet other Mooney pilots and their familes, and explore the amazing craziness that is EAA Airventure! I joined MooneySpace shortly after the issues in 2019 (didn't purchase my Mooney until 2021). I think there was a few vocal MS posters that were very openly critical and at times provacative to some of the long term contributors here. I know it frustrated several of the guys I fly with to have criticism directed at them just because they were openly fans of formation flying and/or were a part of the Caravan. The unfortunate effect is that MS lost several amazing Mooney contributors in that process. Don't think they'll be back, sadly. But in my experience, formation flying has increased my proficiency, increased my flight discipline, improved my stick and rudder skills, and I've met many good friends in the process. ...and regarding Caravan vs Fisk arrival...no question the Mooney Caravan all day everyday and definitely on Saturday! DISCLAIMER: I am not on the Mooney Caravan board or any administrative role. But I've flown in the Caravan as a wing for the past 3 years and have attended formation clinics. The comments above are mine and reflect my personal impression.

https://www.pieternel.net/rtw/ One of my friends follows Pieter and sent me this link. Interesting to see what led to a west circumnavigation and how he’s set up. No aux tanks in wings but a 100gal ferry tank so 170 gal useable. Pretty cool! A rare club for a rare breed of pilot.

The luxury of having equipment that talks and works together and the increased functionality, capability and situational awareness it lends is really amazing. But it comes at a price. The problem is that it’s not linear price increase. The largest chunk is the price of entry to a basic panel upgrade. Even going with legacy Garmin equipment isn’t a huge cost save. But if you are planning a partial panel then I think it’s very important to find someone with similar equipment and speak with them about what plays nice and what quirks they’ve found or road blocks they ran into. It all depends on how you fly and how much money you care to spend. (Really moreso on the later) A solid IFR nav/comm and a working autopilot is a minimum necessity for me. But I followed @donkaye and feel that’s about as good as it gets.