GeorgePerry

I had a PPI performed by Dugosh (after recent ownership change) and it did not go well - but the new owner did go the extra mile to make it right. So I'd consider going back.

Jose Great point...This is a very useful resource and usually pretty accurate. I checked the icing forecast for my altitude and lower...It showed clear of any forecast icing conditions. So as good as it is, it's not perfect.

news says he ran out of gas. ARRRGGG. A good rule of thumb is to always land with at least 1.5 hours worth of fuel in the tanks. At least the parachute saved his spouse from having to pay the ultimate price for his poor planning & decision making.

Wonder if Garmin is listening...The functionality was much easier and more intuitive before the latest update. This one must have slipped past the QC folks b/c usually Garmin stuff is pretty simple and straight forward. Not this time however

Stock Eagle w/ 244 HP.

it was a great fly in...One Mooney in attendance, which was OK since all the parking was on the grass.

You get a report back. If there's no red ink, you're good. It look like the enclosure that explains the document ADS-B Avionics Check Results Guide (3-24-15).pdf

Find out if your ADS-B OUT is working properly, simply by sending the FAA an email to: 9-awa-afs-300-adsb-avionicscheck@faa.gov https://www.faa.gov/nextgen/programs/adsb/ You'll need to provide your - N-number - ADS-B transmitter make and model - GPS make/model number(s) If you have a certified box your installer should have checked for proper operation before releasing the plane back to you. If your set up doesn't pass, take it back to your installer. I received an answer in one day...pretty fast for the FAA

typo---I am proud to say it HAS made me rethink.

There was some noticeable reduction in climb performance, but the airplane flew ok. Normally I'd see 1000+ FPM but with the ice the best I could get was about 4-500 FPM. Flight back home was uneventful, I had plenty of gas and the WX was VMC. Descending through 7000 feet back at my home airport the temp was high enough for the ice to shed so landing was normal. That's the most icing I've ever had on a light GA aircraft...And I'm not to proud to say that the incident has really made me rethink my go/no go criteria with winter weather.

Took an early am flight to KVVS the other day. The destination weather wasn't bad - 1200 overcast 5 miles vis. Since I knew I'd have to fly through some clouds in the decent I checked icing forecast and pireps for icing. Everything looked good with no red flags. Flight over was uneventful as I was cruising a few thousand feet above an overcast. Temp at 7000 was right at +2 deg C leading me to believe it should warm in the decent. I say all this because I was wrong and the weather forecast was too. As ATC descended me for the approach, passing 6000 I started picking up some very light rime. No big deal I thought - I'll be lower/warmer in no time. However, As I scanned the outside air temp I noticed the temp had actually gone down in the decent (temp inversion) and was now -3 deg. Descending through 5000 ft, the rate of icing accumulation quickly changed for the worse. The rate of accumulation was alarming! I asked ATC for an immediate decent but the MVA in the area I was flying was 4000 which wasn't going to be low enough to either get out of the clouds or warm the airframe. Quickly realizing lower wasn't an option and I knew for sure I couldn't stay where I was, I asked for an immediate climb. The climb back up to VMC seemed to take forever. Got on top - Turned around and flew home. The entire icing encounter lasted no more than 3-4 min from start to finish. The picture shows what the airframe looked like. It was a healthy reminder of how quick ice can accumulate and that assumptions (like which way the temperature will move in a decent) can be wrong. After getting leveled off I gave ATC a pirep hoping to help anyone else thinking about flying in the area to avoid the same fate. Wanted to share. Fly safe!

I'm not sure why #1 is 50 deg hotter than the rest. I'm going to look at the baffles and see if something's amiss

So I've been a big believer in digital engine monitors and I've used them on both of my mooney's - First a JPI 700 on my F and now a EI CGR-30P on my S. Although I've always been curious to download the data to see a graphical depiction, I've never gone beyond 'monitoring' what the engine is doing during the flight. I recently had a conversation with Mike Busch of (SAVVYAnalysis) and he convinced me to give it a try. He said I could dump the data into his website for "FREE" and get a really nice graphical display. Free is good so I figured what the heck? The CGR-30P (as do most engine monitors) has download capability, but I wasn't excited about trying it. To be honest I expected to get frustrated and waist hours fighting with unfriendly technology. Happily I was wrong - It was really easy! I'll put up a video of the process but to get graphs like the ones below, only took a few seconds to download on to a thumb drive and then transfer into the Savvy's website on my home computer (MAC). Steps 1. Format a USB drive 2. Plug the USB into the USB port for the CGR-30P 3. Turn of the A/C Master to power up the CGR-30P 4. Hold the big knob down in the detent until the set up menu option appears. Scroll down to "download" to a USB, select the # of flights to down load and hit "go" 5. Remove the USB, take it to a computer with internet access, 6. Open SavvyAnalysis website https://www.savvyanalysis.com/home and create a FREE profile for the analysis platform 7. Download the CSV files from the USB into Savvy's platform. 8. Open the "MY FLIGHTS" tab, select a flight and view the graphical display. This is an example of a recent 1+30 min flight from NC to MD. Everything looks normal with my #1 running a bit hotter CHT than the others. EGT's are all running close to each other.

Kuljit, Great that you asked for help and advice...Mooneyspace is full of some really experienced mooniacs. I concur with much of what's been said. Don's video's are really good, and reading as much as you can will only help, but nothing replaces practice with a type familiar instructor. I'm not sure where you're based but I'd recommend checking out the Mooney Safety Foundation and find an instructor that can help give you the training you need. http://www.mapasafety.com/instructors

The airplane nuts who work at AOPA will be joining the Keystone Fliers for lunch in Smoketown, PA (S37). New Years Fly-Out Smoketown, PA Start the New Year out right by FLYING You are cordially invited to fly our VFR New Years Fly-Out to Smoketown This is an annual tradition....last year we had nearly 30 folks join us for lunch at Smoketown Who: All pilots, friends and kids of all ages - and tell your pilot buddies What: Annual Fly-Out to crack open the logbooks. When: 1 Jan of the coming New Year. What time: All rally at the Smoketown FBO at 1200. MUST BE VFR It'd be great to see some Mooney drivers come out and support the Keystone flyers too. http://www.smoketownairport.com/ http://www.aopa.org/airports/S37 http://www.socialflight.com/event-details.php

FOR IMMEDIATE RELEASE MOONEY INTERNATIONAL M10 POC ACHIEVES FIRST FLIGHT Innovative Fixed-Gear M10T Aircraft Completes First Flight in Chino, California CHINO, CA (DEC. 23) — Mooney International Corp. has successfully completed the first flight of the M10T Proof of Concept (POC) aircraft. The first flight was performed by test pilot Len Fox on Wednesday, December 23rd in the vicinity of the Chino Airport in California. The flight lasted approximately 15 minutes, with Len Fox conducting basic flight maneuvers and verifying design data. At the conclusion of the flight, Len Fox was greeted by a crowd of engineers from the M10 team highly enthused to see their new design take flight for the first time. “The flight was a tremendous milestone for the M10 program,” said Jerry Chen, CEO of Mooney International. “Our team of engineers have been working very hard to reach this day, and we are excited to have achieved this milestone in 2015, just one year after announcing the M10 program at Zhuhai Airshow in China.” The M10T, announced in 2014, is Mooney International Corporation’s highly innovative, new design, carbon-fiber, 3 seat, fixed-gear aircraft. Powered by the Continental Technify CD-135, Jet-A engine, the M10 is a new generation aircraft designed by Mooney specifically for flight training operations. The M10T will continue testing as the program works towards certification in the next few years. About Mooney Mooney has manufactured and delivered more than 11,000 aircraft worldwide. Today, more than 7,800 customers in the United States and 1,000 more overseas fly these proven, high-performance airplanes. Mooney proudly serves its customers from its locations in Kerrville, TX and Chino, CA. For more information, visit www.mooney.com, and follow Mooney on Facebook, Twitter, Instagram, and LinkedIn.

Garmin's update had really changed things for the worse. Any other Garmin Pilot app users strugling w this new update?

Just sent you a PM

Oscar I'll do it for you! Want to fly over to FDK and we'll knock it out! George

I think the premise of the poll might be flawed. We are asking pilots what they think. The better audience to poll are the spouses. What good is a plane if you spouse won't let you buy it, isn't comfortable in it, or refuses to go along at all. Education and training is such an important part of the process for pilots that they learn how to manage risk and mitigate potential hazards. Spouses don't typically have that level of training and don't understanding the complexities of what it take to fly safely no matter how much we try to convince them, its an uphill battle. To support my hypothesis, look no further than the sales figures, they are also very telling. Cirrus outsells Corvallis and Mooney about 30 to 1. Lots of reasons for that, but in addition to the well known safety data that shows CAPS is a lifesaver, spouses "understand" a parachute. It gives them back what they are missing in a non BRS equipped aircraft - some level of control and a coping mechanism by which they can intervene, to save themselves or their pilot without the need for extensive training. For the record, I'm not a psychologist, but I do have a spouse and she's flown in my Mooneys and in several Cirrus. She still flies with me in my current aircraft (M20S) but she much prefers the Cirrus simply because it has a red handle.

Don't look for close - look for good. Here's a thread that offers some information http://mooneyspace.com/topic/15056-fuel-leaks-weep-no-more-here-i-come/#comment-208017

Free to members with lots of great upgrades

Jeff, This should hopefully answer your question. Yes there will be a "transition" period, but once the law is in effect as long as you've had a medical in the past ten years your all set. FAQ's What if my regular or special issuance medical expires before the law takes effect? If your regular or special issuance medical certificate expires before the new regulations take effect, you may choose to renew it in order to keep flying while the FAA completes its rulemaking process. Whether or not you choose to renew your medical certificate to cover the gap period, you will be allowed to fly as soon as the new rules take effect, provided your medical expired within the 10-year window following enactment of the legislation. What if my medical becomes more than 10 years old before the law takes effect? The clock on the 10-year lookback starts the day the legislation is enacted, not when its provisions take effect, which could be up to one year later. So, the date the legislation becomes law is the date that counts when it comes to determining whether or not your certificate was issued within the 10-year window. If your medical was issued more than 10 years before that date, you will need to go through the medical certification process one more time in order to fly under the new regulations.