FlyDave

Thank you Scott....

I'm in 17-O (Oscar) east side end hangar facing the office. I'll check with Bob to see if anything is opening up. Give me a call when you're in town.

Joe, Did Bob give you any idea of time frame for hangars opening up? Dave

Maybe there is something we're not seeing in this bill. Could they possibly not be stating specifically how this will impact the existing fleet but we will see benefits from it? Where is AOPA on this???

I will add that once you fly a turbocharged airplane for any period of time it's hard to go back to a NA plane.

If the 830 reported everything normal and the plane didn't sound strange but you just weren't climbing, could this have been an atmospheric issue? At my home airport I consistently get a downdraft right above the airport and within 1,500' of the end of the runway I pop out of the end of the downdraft and gain 500-600 fpm and, as Jackie Gleason used to say, "Away we go". Could there have been a descending air mass over the field for a few minutes? What were the winds aloft?

Per Don Kaye for the Bravo: 75% = 53 65% = 50 55% = 47

Ron, What power settings and fuel flows are producing those temps? Dave

Flying from Los Angeles back home to the bay area I got a little rhime ice at 14K'. Asked for and got an immediate descent to 10K' and it all melted away. Nice IFR flight!

She's adorable!

The heavier you are the faster your best glide speed is - a bit counter intuitive but that's the way it is. Many high performance sailplanes have water ballast tanks in the wings. On days when an abundance of lift is forecast, pilots of these ships fill the water tanks and increase their best glide speed by as much as 20% from pilot only weights. If you watch youtube videos of sailplane races, when the ships cross the finish line they are dumping the water ballast. It almost looks like they have a smoke system.

Nels, if you're going into Denver make sure you're aware of winds aloft - especially out of the west. They can create severe turbulence and dangerous conditions. Check AIRMETs and SIGMETs for your arrival time. You DON'T want to be caught by surprise by mountain wave and rotor! At a minimum it will make your wife not want to fly in you're Mooney again. Dave

Lance - those look huge! Do they fold up out of the way well? Don - Do you sell all the parts for these?

Joe, I don't know of any hangars being vacated soon but contact Bob Patterson http://airnav.com/airport/O69 to find out if anything is open at Petaluma. It's a much nicer airport than Gnoss with an LPV approach (you're gonna need it at night) and a decent restaurant. There's also a nice sense of community there. Let me know what Bob says, Dave

Don, I'm interested in them for a Bravo as well. Dave

I fly a turbocharged airplane so I will get my GTX330 upgraded to ES and have the required "whole shebangabang" for 2020. This is still 4 years away so I'm not truly concerned with compliance at this point. Not to Seth's original post but the benefits of ADS-B to GA are the services it offers - traffic and weather - at "no cost". Well, ain't nothin' free!! For displaying these "free" services I have a Garmin 696 in my panel and a Garmin GDL-39 on the glareshield. The 696 is hard wired to the GDL-39 and I also have an iPad. If you want something panel mounted, for the money, a 696 (or 796) is absolutely the best MFD you can get. Flight plans are cross-fed from the 530 which lets me view weather up course. I also use it for traffic and backup navigation should the 530 go TU. I haven't updated the nav data on the 696 since I bought the plane in December of 2012 because I always have current data on the iPad - but I probably will in the next couple of months. I use the iPad for charts and plates as well as secondary weather/traffic. This is the most economic installation I can think of and everyone that gets in the plane has been impressed with the 696 as an MFD.

Notar - you should have told him you'd "Make him an offer he can't refuse"....Oh, wait, that's from a different movie!

Not from my Mooney but this is what Northern California looks like this time of year. In the summer it's called "The Golden State". These views remind me of the train set I had when I was a kid with the town, trees, etc.

I think Bravoman makes some good points. I was instrument rated with ~850 hours when I bought my J in 2010 and after 17 hours in the plane I thought I could fly it IFR. So one of my prior CFI's safety piloted for me an under the hood I went. Well, I was so far behind that airplane it wasn't funny, in fact it was quite embarrassing. Moving from a Cherokee 140 to a new (slippery) Mooney with constant speed prop and new avionics was a deck stacked against me. When I moved from the J to the Bravo it took me somewhere around 50 hours to really start to feel comfortable in that plane. The thing about IFR training is you need to do the flying the plane tasks automatically. Muscle memory has to place your hand on the correct control and make adjustments without thinking about it. You also have to know how to slow the plane down and keep it slow. Barreling down an ILS at 140 knots is not something Don Kaye teaches new students. If you do that unintentionally you're gonna have a rude awakening short final, a real rude awakening! If you want to get your IR in your Bravo with no prior Bravo time, wait until you have 75-100 hours to start the instrument training. Get to know the airplane so you can stay ahead of it. I'd like to know what the CFII's think.

Casey, Welcome and congrats on getting a Bravo. I moved from a J to a Bravo a couple of years ago and It is an amazing airplane. Please let us know what questions you have and, as others have said, definitely get transition training from someone that knows Mooneys and specifically the Bravo. Vestas is the company that funded the "Vestas Sail Rocket" ( http://sailrocket.com/ ) - It's almost as fast as a Mooney .

In IT this is known as RTFM and is only employed as a last resort (~0.05% of the time). Now you know how IT can be so responsive to your needs and gets issues resolved so quickly! Or maybe not....

Great - thanks for your input John.

John, A friend of mine has 2 430W's and is looking at trading them in on 2 440's. If you were him would you go with 2 440's or 1 540? It would be a bit more installation $ but he'd be getting ~$12K for the 2 430's. Dave