Hank

I'm just puzzled by the connection between South American politics and flying our Mooneys. Mine will never go that far regardless of who is in office in Venezuela.

I generally spend more time fighting with the pneumatic gun than actually dispensing grease. The cheap manual gun I bought at Tractor Supply works well with the tube of AeroShelll #7. Take a few seconds and wipe the fitting clean before clipping on the gun. I always find and clean all 8 or 11 fittings before adding any, so that I can start with the farthest/hardest to reach and end up with the easy ones that won't get grease on my arm reaching past them. After a couple of annuals, it will get easier. Or at least that is my experience.

Having blown the Navy flight physical for less than perfect eyesight, I figured I could make airplanes fly. But the late 80's when I got out of school was a spectacularly bad time to be looking for employment in the U.S. aerospace industry. So I fell into injection molding, and ending up moving into medical device manufacturing. Then discovered I could fly without being a military pilot, and it's all been great since then. I'm still a frustrated airplane maker, but not frustrated enough to go the Experimental route. Too much time not flying, and too many opportunities for little mistakes that could kill me.

Turbine and compressor blades are very high technology, and not inexpensive to manufacture. The smaller the engine, the faster it must turn. Try balancing that rotating mass spinning at 30-40,000 RPM. There are also reasons why the hot section rebuilds are expensive. Air must be compressed going in, then burned and pushed out the back. As it goes by, it spins a turbine whose job is to create enough power to run the compressor and all installed devices [generators, alternators, hydraulics, fuel pumps, gear, electrical buses, etc.]. What is left is pushed out the back to create thrust. Compressor sections are typically much larger than the turbine sections. Between each row of quickly-spinning compressor & turbine blades is another set of blades mounted from the outside that don't move, whose job is to redirect the airflow to hit the next row of spinning blades just right . . . Lots of fancy math that this keyboard won't write here even if I could remember it; exotic materials, advanced manufacturing methods for the blades and stators; and the fun aviation killer, low production volumes to distribute the cost across. There are several companies that make small RC turbine engines, typically in the 30-65 lb. thrust category. They exhaust their on-board fuel load [often 2-3 gallons of kerosene] in 10-15 minutes of flight. For example, 50 lb. thrust uses 8 gph; 500 lb. thrust will use 80 gph looks like a good answer, but the math doesn't work that way and neither does my checkbook. That's why I fly a Mooney, safe, fast and efficient. Not always cheap, but certainly efficient.

Bob, I consider a right-seater imperative for flying the Lake Parker arrival, just as I'm told it is strongly recommended for Osh. I had 430 hours when I left home for LAL, you should do fine. Print out the NOTAM, highlight the relevant parts, read the whole thing through a few times including just before departure. The field closes daily for the airshow, times are in the NOTAM. We left late while waiting for fog to burn off, so had a leisurely lunch at our fuel stop somewhere in south Georgia [don't arrive at the Lake without lots of fuel] and timed our arrival for just as the field was re-opening. Heard planes making laps around the lake while descending; as I was leveling off and slowing down ~10 miles east of Lake Parker, the first planes were sent on toward the field. When I heard "Red & white Mooney, drop your gear" as I flew over the power plant, I dropped the gear and was instructed to follow a gaggle of RVs on the approach. [Cool! No holding around the lake! don't count on this.] Just don't expect the planes in front and behind you to fly straight, level or turn at the correct points. The digital photos of the route make it simple. Most GA planes will land on the colored dots on the taxiway [9L/27R]. While on short final behind the weaving and bobbing RVs, I was instructed to "sidestep to 27R, the wide runway" and flew ~5000' at 20' agl with frequent assurances 'red & white Mooney, you're doing good, don't land yet' until I passed the crosswind runway. Then taxied forever to reach GAC at the approach end of 9. Camped out with friends in the campground instead of behind the plane [our tent mixed well with the RVs and campers!].

That's called "bad judgement." Realising the reality and effect of #2 is difficult for a flatlander without mountain experience. I have no idea about his flight experience. The combination of #3 may also be difficult for someone who has little mountain experience. I agree that his takeoff was a poor decision. Accidents frequently have multiple causes, and pilot judgement is often involved. Such is apparently the case here. There may or may not have been mechanical issues at play; there may or may not have been W&B issues involved; there may or may not have been fuel issues at play, but since it all burned up we will never know. Strong winds make me more cautious; gross weight operations make me cautious; high DA makes me cautious. I've had enough experience with the first to not like it and avoid it when possible; the second reduces climb rate, more so during the summer; I don't do enough of the latter to know for sure just what my plane will tolerate and what it won't. Geography I'm used to dealing with in the Appalachians, ever since my student days, and fully realize that the Rockies are a whole 'nother story. I've read enough accident reports, and watched one Bonanza overrun video, that I know to avoid high DA takeoffs loaded anywhere near gross weight. We have ridges parallel to my home field, ~¼ mile away, so I know about squirrely winds first-hand. This accident just reinforces the matter. It also creates additional "small planes aren't safe" material for us all to deal with. Perceptions do not have to match reality to cause problems for us all [perceptions about GA, not about pre-takeoff or in-flight decision making].

I was there that year, but won't be this year. We have a trip planned starting on the 26th, and both just won't work. Sometimes luck plays a large factor. My plane is in the foreground; my left main rolled forward ~4"; the two planes to my right both rolled forward several feet before the one on my right wing broke loose. Wish I could have seen them lift it off!

I'm sorry for you . . . Lower Alabama is greatly preferred over that corner! War Eagle! I keep meaning to buy Sporty's VFR Planning Chart and put in colored thumbtacks for where I've been and where I still want to go. That way the wife & I won't have to huddle over a computer to enjoy the electronic, on-line planner. Besides, my monitor is much smaller than the map.

Too late, Dave--she's gone. Looks like the wing spar was cut at the right wheel well . . . . Maybe the Golfer will shop for a replacement.

"Good judgement comes from experience, and experience comes from bad judgement." I don't think I'm the only one here who, in retrospect, can say I have made bad judgement calls about flying. There are a couple of departures that almost immediately had me wishing to still be on the ground. Obviously I survived, and gained experience, and now have the judgement to make better decisions in the future, because I know what those decisions led to. No one tried to talk me out of it, or mentioned the gusty winds / bad local conditions. I looked, I judged, I departed, and I learned. But aviation can be terribly unforgiving of mistakes. The more you fly, the more you can handle, and it's easy to broaden your limits; when you hit a period with less flying, it can be hard to remember to lower your limits or to figure out by how much. Personally, 35G50 is outside my limits regardless of wind direction. But that's why they are called "personal limits" and they apply to much more than just wind strength. "You should learn from other people's mistakes, because you won't live long enough to make them all yourself." That is what we can all take from this, without condemning the pilot or asserting our own superiority.

It's easy to get from CMH to Easton. Seems there are two FBO's; I always use Lane, in the middle between runways. There is a GA ramp on the south, I think--never been there. I'll probably be visiting this weekend. Ramp fees apply. Used to be free to stop in for an hour or two. Lane knows Mooney turning restrictions, though.

I also use Wash n Wax. I buy regular [blue] in gallon jugs, and just get quart spray bottles of Degreaser / Belly Wash [red]. Both work great with cheap hand towels from your local big-box store. I think my last supply was ~$6-8 for 24 hand towels.

The jack screw is at the other end, the actual part connected to the tail. Annual should include adding grease. If it's still hard to turn, replacing the grease may be a good idea. Remove the belly, it's easy to find all the way to the rear on the pilot's side.

I just hit Airport #82, in 18 states. Not bad for 6 years 5 months. Mooneys are great traveling machines, and I probably have too many spreadsheets detailing everything except actual costs.

Why does it take 4 seconds to reach full Takeoff power? It won't "save the engine." Ever watch a video of Bob Hoover from inside the cockpit? Full throttle to idle as fast as he can move the lever; idle to full power just as fast, except when doing an engine restart. I go from 1000 RPM to full forward while rolling just over the length of the numbers. If it's cold, my first flight and short taxi time, I'll advance the throttle slower, but there are still trees just over 3000 feet away. Warm up your engine before taking to the runway, but please don't do it at the hold short in front of me.

Bad news: all of our planes experience 1 G every 1/4 second on the ground, during level cruise and most descents. I rarely bank far enough over (60° isn't it?) to hit 2G on purpose. In turbulence, I cannot estimate it with any accuracy, other than what makes me physically uncomfortable. That's when I slow down some, so that it won't increase to temporary loss of control.

Byron, your math is bad. Corp jets six times safer than GA is less than a single order of magnitude; removing Experimentals makes it even less than an order of magnitude, not 'several.' An order of magnitude is one thing being 10 times another. How much of the 'professional corporate jet' accident rate is due to higher aircraft capability than in GA? Our Mooneys are far from the bottom of tbe GA capability list. How much is due to the second pilot in the cockpit? to rigid and enforced procedures, deviate at the risk of your job? to required airport minimums? Not many Corp. pilots drop over the trees to land at my 3000' home field, but we have ~50 GA planes based there. How much is safety improved when the pilot flies 50-80 hours per month? I'm fortunate to be on the high end of personal GA at 85-110 annually, but some winter months I am lucky to fly a single hour. What does frequent emergency-filled simulator check rides do for pilot proficiency and safety? There is much more to the lower accident rate than having the Corp. Office make most of your pre-flight / dispatch / landing requirements / alternates decisions for you and giving them to you written down for each flight. There is no Dispatch Office to arrange anything for me, or that I can call to discuss questions / concerns. And yes, I just completed another MAPA PPP, complete with IPC, and flew with a safety pilot for foggle time (proficiency, not number of logged approaches) prior to making a trip with forecast IMC that did not occur.

What do you use on Approach between IAF & FAF? That would make a good starting place, adjust throttle for desired results within approved RPM range.

Lift is proportional to speed. If you want to take off at 2900 lbs, you must go faster than at 2740 lbs. The J's with increased gross also weigh more empty [due to installed equipment, improved insulation, wingtips, a thickened frame member, and general weight gain over the years]. For climb, they must have a slightly higher angle of attack, which will further slow them. For obstruction clearance, if there's something 1000 agl to worry about, I would turn . . . and I am based and travel around in the mountains . . . And yes, DA can make a huge difference in obstacle clearance. My plane climbs like the proverbial homesick angel solo in January with single-digit-F temps, but is a different animal on a hot July afternoon leaving the beach to come home, loaded as full as my wife can pack.

I don't fly a J or an IO-360, and my gross is well under 2740 lb, but I only have 2 takeoff modes--normal [no flaps], and near gross [with Takeoff flaps]. Other than flap position, everything is the same; away from my 3000' home field, runway length is rarely an issue, and we have trees at both ends at home, too. Why do you feel the need for a "max performance" takeoff? How does it differ from normal? Push everything forward, rotate at 65-75 mph [for my plane], positive rate gear up, flaps up if used, accelerate to Vy after clearing obstructions. Climb speed will be partially determined by OAT, as that affects Oil Temp [my limiting factor during hot weather] and CHT. Climb to cruise altitude, trim. accelerate, set power, lean and retrim. Simple, easy, and I can be trimmed at 9000' in less than 15 minutes from engine start. You should easily beat me to altitude. Who needs a max performance takeoff? Stand on the brakes until full power, then release them?

C'mon, Byron. I drove a Bandit Edition Trans Am across downtown Nashville on I-24 at 105 from the right seat, while the driver was eating ice cream. When he finished, he took the wheel back and sped up. I had my Honda Accord to 126 on I-75 near Chattanooga. We won't discuss the Jaguar V12, it was faster even on two-lane roads through rural NC. For the Mooney, my sustained, level-flight groundspeed envelope runs from 68 knots [10,000 msl, 20", 2500] to 183 knots [7500 msl, 22", 2500]. Nice wide envelope at cruise power setting for a supposed 140-knot bird. And lots more fun that the cars!!

My C will take most 172's for time and fuel burn. WV to the beach, I run 2½ hours vs. 3+, on 10% less fuel.

The slowest in my C book is 20"/1950, but I don't like how that feels, so I generally run 2300 and use throttle to control speed. Just be aware of your placarded restrictions . . . .

Taxi at 1000 RPM, no braking necessary--just go to idle ~50 yards before making a turn. Airplane brake pads are $$$$!! I save mine for landing on the runway and hold short line for runup.

That is a great writeup for a truly saddening event. The evident humility and lack of anger are both amazing. Thank you for sharing with such clarity. I sometimes raise flaps during roll-out, very consciously, and do it with my hand still holding the throttle at idle. Your story will make me much more cautious. No-wind landings are very rare at home, and I often float somewhat due to inability to practice no-wind landings; even a 5-knot headwind makes a difference at my 3001' home field. I think this is common, or else I only know pilots at the low end of the skill level.