dkkim73

What do you mean I didn't actually drive? I was right over I-90!

HR seems to have an increasingly cookie-cutter vibe and a surprising amount of comfort with behavior that they would otherwise call "paternalistic". I suppose it matters if you are on the clock or not when traveling, as to whether they have any say. Still, there is a capricious vibe to a lot of these anecdotes. I'm trying to get a determination regarding a mechanism to deduct expenses for my commute as a W-2 type. My position is an unusual hybrid where I travel to a remote worksite less than 50% of the time. But most organizations seem risk averse and look carefully for any downside. Plus is I am not alone in this situation, there are a few others, though I am the only one I know of using the problem to slip the surly bonds of Earth... It really makes the position work whereas I question the sustainability of driving.

Great time to get training on the avionics, play with weather resources, talk XC strategy, get war stories from a more experienced pilot, etc. On my dual repo flight from Texas we had *plenty* of wx to strategize around and dip into... Always good to do it first with someone else. My 2 cents. If you have $3.97 more you can get a cup of coffee at Starbucks...

LOL. Nothing like a heavily-armed Citation with a Hershey bar wing and a porcelain-iron bathtub to fulfull the attack mission Just kidding. Much respect to Warthog drivers. Like someone once said about Suge Knight ( @Pinecone), "please don't kill me". My son texts me about the traffic he sees in the air driving back from pro sports tournaments in Ogden. I'm hoping he thinks about the USAF. He'd be a great pilot and way better spatial awareness than me. Reviewed the charts and Hill is awful close. Back then I think I came down Ogden canyon, from the north, NA and flying low, and stayed out of everyone's hair. Now I'm coming in IFR and hopefully will be "worked in" but maybe that's a fiction. D

Thank you. I think a lot may be model-specific. I had an IR, HP and tailwheel time, prob 290ish hrs TT but a long flying gap and almost no RG time. I only was quoted by 2 out of approximately 10 agencies. I've been told different things by different people. I'd like to get 100 hrs in type before the next cycle (had to pay for it to sit in annual for a few months). Have about 30 hrs dual, looking to get more in the next few months, and have been doing WINGS activities (one broker told me that helped). We'll see. But all the anecdotes, recent at least, are helpful here on MS!

The transponder "baby shark fin" is on the aft ventral panel on the M20TN. Sorry, I did not think to clarify this as I thought it was a common mounting position.

I was more curious about @Z W's experience with Avemco. If they didn't need 700hrs PIC, what did they need?

Yes, I misspoke about that, you are entirely correct. So it would be less than 2g, though the higher induced drag will help get rid of energy, and if you keep speed up the higher parasitic drag will also help.

Tangential question: would the above caution about transmitting without a dummy load or antenna mean that one should not turn on the master/avionics (tied in my plane, G1000) when the belly panel is dropped without attaching the xponder cable to a dummy load?

Do you know what their other minimums or criteria were?

Looking to visit my son in the next few months. From the north. I flew into KOGD many years ago and will probably try that again. Any recent tips appreciated!

FWIW to new members, I think it is extremely helpful in sensitizing people to the way that the porpoising dynamic develops. I just had a terrible landing last week after several "greaser" flights, due to rapid configuration changes late in the approach and poor short final Vref. The biggest value is the -experience of the instructor and - the multiple simultaneous video feeds. Agree it looks dated but who cares?

Here's a way to look at it: In a fast increasing spiral, you are using the generated (large) lift vector to cut a curved path in space laterally and somewhat less so vertically (turning mostly sideways through space). Gravity ("God's gee") is pulling you down as well, but you are cutting sideways. When you roll shiny-side-up, all the lift at that high speed (lots of kinetic energy to use also) all pulls upwards, plus you have 1 g downwards to boot. And the trim setting tries to increase angle of attack further. So all things that will try to bend the wing. This "moving in 3 dimensions" and general understanding of curved flight can be positive and useful as well. E.g. emergency descent, you can roll into a 60 degree bank and spend half your lift in a turn while only pulling 2g. The higher wing loading can help you bleed energy and get down faster. On another note: I just this afternoon after a long week pulled out Rich Stowell's "Emergency Maneuver Training" again after many years. He discusses a wide range of Bad Things and Bad Conditions, focusing a lot on spins but also considering other upsets and Overbanked. But he also expands the Overbanked discussion more broadly to consider overbanked situations down low (e.g. wake turbulence). I don't think I could do the general approach justice, but he brings up pushing (unloading the wing) to allow better roll inputs, as was mentioned above by @Ragsf15e above.

You seem very motivated. That is more hours than many people probably get in juggling training and work. I was the same way and the frequency paid off, so not a criticism, just a voice saying hang in there... Was the ceiling below minimums or was the CFII hesitant to fly actual? I had a grizzled old Alaska CFII and we flew an ILS to 200' early on. Some schools have crazy high minimums these days.

Please let us know your experience. This is someone I would like to add at some point (same plane).

I agree. Based on vignettes, and observations of how corporate culture has evolved elsewhere, it sounds like there also was a disconnected managerial class with some cult-like thinking. E.g. the kind of people who tell each other how smart they are and pay each other bonuses*, while ignoring the engineers. And it sounds like they were downright harassing the objecting engineering voices. Who'd have thunk Boeing would ever have such a tarnished reputation. * the proverbial self-licking ice cream cone

On a positive note, I was impressed by the beefiness of the main (carry-through) spar on the wing. Here are a couple of photos I took of the last wing on the line when I was visiting Mooney in February (edit to add: it's not fully-built, but shows the center spar):

Yeah, the intent is to avoid heavily loading the wing and, exactly as you say, the high speed in that nose-down orientation will naturally cause pitch up at that trim setting. It is trimmed for higher angle of attack (lower speed) but the plane is whipping along at a low angle of attack (high speed). Can be even more extreme with a lot of nose down and high bank. I think of it as "*unload the wing* (as needed, say if you've already inadvertantly started pulling), roll upright, then actively manage the recovery (which involves holding forward pressure to slow the pull-out and thus manage g-load)". HTH

“Before I came here, I was confused about this subject. Having listened to your lecture, I am still confused -- but on a higher level.” ― Enrico Fermi

When I visited in February, they were doing outside contract manufacturing. There is a lot of tooling capability and space there. Felt like few people, but sounded like a lot of them were highly-skilled. And there was a parts cage with parts they continue to make for Mooneys.

Is the lacing a general replacement for places that people tend to use zip ties? And, for the original question, this would be under the cowl, so hoses and cables more so than wires, though both, really...

Would they let you rent the closer one for a few months and try it out? Ie. keep both and see what the utility is. $50/month is very reasonable, seems even more so for OR, at least the wet side. Probably would help to see: -how it "feels" to have it closer; do you fly more? -how often you have to divert due to wx Long shot, but you could also see if anyone's done any work to survey for approaches. Someone here probably knows more about how big a thrash (or wait) that could be. D

Excellent, thank you. That's a good video. Trim for 100KIAS in the setup, roll to 45 and let it go, for those that don't watch it. I imagine that's not crazy far off what would be reasonable in a Mooney, given the cruise speeds, though a bit faster would be better simulation (eg. 120-140 KIAS for busy instrument phases in the long bodies). While I like crisp, fast roll (some of the most fun GA flying was the Super Decathlon), this video makes me happy that my IFR commuter bird is a *Mooney* (fist bump) not a doctor-killer, er, I mean Bonanza... D

OK, please try not to laugh: Are there any gotchas on what kind of zip-ties to use under the cowling and how to apply them? I went to take care of this a few days ago: and realized I didn't have any with me. On the one hand, not everything needs to be aviation-specific, but on the other hand I've elsewhere encountered brittle zip ties zip ties sawing through things with motion sharp ends causing later trouble So maybe materials and design matter. As for placement, my first thought was to take pictures and just apply them back in the same areas as before. Any thoughts appreciated. I figure it's better to over-noodle than to make assumptions. D

Thank you, Paul. That one line about no added water clarifies the terminology! The whole thing also re-rang a bell and I just crawled out of a rabbit hole of vapor phase diagrams and reading about azeotropic distillation.