Seth

I thought it was 1000 times more reliable. -Seth

Just took this from the G1000 S-Tec update threat and put two and two togther: "We received this update from Tom Bowen (COO of Mooney) on the STEC non-WAAS G1000 project: I wish I had better news other than the last half of 2015 was spent chasing our tails and the FAA on a large certification project. This precluded finishing our test platform and launching on the STEC55/VNAV/Garmin interface program that I promised you by 4th quarter. The good news is by April the current project should be done and as it winds down I should get a dedicated crew on putting GJ back in the air. Garmin and Mooney still stand firmly behind getting it done but I overestimated our ability to get the current project done and the cooperation of the “New FAA”." What excites me, is the line I bolded above. That they were chasing their tails on a large certification project. No Acclaim advertising in print, only Ovation in the past few magazines. What is the new Acclaim type "amazing" going to be? Acclaim Plus? Looking forward to Sun and Fun when I expect the announcement to go public and they'll have the fastest newest aircraft on display with at least one additional feature from our wish list (just a gut feeling). -Seth

Love my Missile. When I look at any upgrade, it includes pressurization. When I think about getting a small tail dragger for fun flights, I just pull back the power and the fuel burn drops without adding extra fixed costs. A pressurized aircraft is the only reason for me to move up right now unless I need more than 4 seats. Three to five years from now, that may be a discussion. Right now, I have one happy wife and one seven month old. Oh and my Mistress (Mooney Missile). -Seth

Just read that the tragic 2014 crash of the Phenom business jet at GAI may be partially due to icing as icing was in the area and reported, and the aircraft driving systems were not activated during the decent. It may be a contributing factor in the end. Watch out for and avoid icing! -Seth

I flew the least amount of hours I have in my 8th year of aircraft ownership: 52 flights and 72.7 hours of which 62.8 hours were in my Mooney Missile. The reason is a good one - as many of you know my first child was born in June and that lowered my available flying opportunities (gladly). I also had to deal with a small foot procedure that grounded me for the final six weeks of the year (though I flew right seat while a few great Mooney pilots kept my engine exercised). In 2014, my hours were under 100 for the first time with 90.1 hours total, as I was married in 2014 (again, gladly). I plan to hit that 100 hour mark in 2016 again! In 2015 I attended a formation flying clinic, attended Mooney Summit III, and my wife and I enjoyed our final Mooney trip when it was just the two of us (we flew to Asheville, NC for a pre-baby-moon getaway). For 2016 I hope to finally finish off the Commercial Rating, maybe earn a tail wheel endorsement, and get back to 100 hours of flying time! -Seth

Here's to a speedy recovery. You can always fly right seat while the thumb is healing. -Seth

Is that an Acclaim?

Thanks for the info George. Around the mid-atlantic, as you know from first hand experience, temp inversions are common in the winter flying months. The tops of the clouds tend to have the most ice, but that was your out. Remind me, does your Eagle have the 310 HP STC or is it the 244 HP stock configuration? In ice while climbing, the extra HP means a lot (same reason the turbo guys like to climb in ice - they have the power and hopefully get out of it prior to increase drag and weight, and reduction in lift catching up). The NA guys like us lose power as the climb continues, adding weight and drag, while decreasing lift - not a good recipe. Ice is just not a good recipe at all. -Seth

Any further updates on Houman's son?

Fuel servo/fuel divider?

I am saddened too. I met Houman at the formation flying clinic in May 2015 in West Virginia. He was newish to his Rocket then but very encouraged and wanted to learn as much as he could. Very into making himself a better pilot. I flew on his wing on our first flight with two instructors. He had between 100 and 200 hours and if I recall was working on his Instrument rating. He was still learning the Mooney and it sounds like he attended a lot of proficiency training in an effort to make himself a better pilot. The fact that the aircraft may not have been under power makes me think back to that first formation flight. We ended it early because of a gear retraction issue in the Rocket. He had to use his bypass. He had posted about that if I recall. If his aircraft wasn't under power, that makes me wonder if there may have been other mechanical issues under the surface. I know he owed the aircraft with a partner who owned it for a while prior. Prayers to him and his family. I'm glad his son survived and I hope he recovers quickly. He loved his son. I know I have some pictures of his Rocket and will post when I find them. Take care, -Seth

Redline Sidewinder - my friend who has a Mooney in the hanger next door has one! I have a powertow EZ 35. The EZ 40 is better than my EZ 35 from 20 years ago, but the Redline Sidewinder beats both of them! -Seth

Especially look for corrosion in the spar cap area under the rear seats where the spar meets the fuselage. The Spar Cap. Also, as noted, check all the steel tubes regarding SB208. The 67F is a great aircraft. I used to own one! -Seth

PM Parker or call Don Maxwell's shop who performed the conversion for Parker a few years ago. -Seth

Thank you for the explanation. I didn't realize you could not post on a physical bulletain board that you were making a trip. I now understand fully why this was banned and the judge ruled correctly in my new opinion.

So what if the site was non-profit with no commercial purpose except to increase pilot communication for ride sharing to lower costs and be more efficient. No profit, someone personally paying for the forum, and pilots who have to sign in this non public, have access. Would it still not be allowed due to this ruling? It just seems to smack in the face of sharing rules that we know and are allowed. I guess I just don't understand the ruling logic. I don't plan to join or use the site, but I just don't get the logic in why they said you can't do what the law says you can do. I guess I'm missing something. -Seth

I don't either. I sometimes will trade a flight for later where my friends cover dinner that night or a hotel room or something, but I always pay for the flight 100% -Seth

You can still split direct costs when flying with people, just not a public board/announcement. So, what is to stop a group from creating an exclusive online presence and not giving public notice, but private notice to their group, after password login, on upcoming trips for direct cost splitting? If it's a private group, then it is not notifying the public. Or is this what the two websites were doing and got ruled against? -Seth

Alan?

Didn't realize this. Good to know. -Seth

This is a great video over on the AOPA formus illustrating the danger of wake turbulance. Worth the two minutes: On take off behind a large/heavy aircraft, wait two minutes. On landing, land after the the touchdown point. -Seth

That's the same response I get for suggestions or request but then never get any follow up. If it's a question that the customer service people can actually answer or troubleshoot, they respond personally. This is a standard response for "noted, we'll pass it on" and you get no more follow up. with items they can indeed help me with, they are very quick and courteous via email. -Seth

P-51 of course! If budgets were unlimited and I didn't have a true practical use for it. Similar budget: Probably a Bonanza, Comanche, or C-182 Tail Dragger: T-6, Swift, RV-8, C-140/170/180 Higher budget: Piper Malibu (pressurized). Katamai 182, Aerostar (Pressurized), Barron 55 Much Higher Budget: Cessna 414/421, MU2, P210 Silver Ealge, PropJet Malibu, Meridian, TBM, PC-12, Older King Air B200 with lots of mods, Piaggio Avanti II . . . -Seth

This is great information. I'll have to look online and see which solution works best for me. -Seth

Give the guys at AirMods a call in NJ. They have a custom built trailer for this type of retrieval and do work all the time. I'm sure they can give you guidance, trailer the aircraft back to their facilities, OR make a deal with them and have them move the aircraft from it's current location to the location of choice. Separately, I know they also will ferry aircraft that they feel could fly, as long as they can get a ferry permit. Depending on your situation, you may have a group that will move the aircraft for you. If it's a gear up, they'll lock the wheels, down, pop on a different prop, and get the plane to the site for repair. If it's a damaged wing, they'll evaluate and assist you making a ferry vs trailer decision. http://www.airmodsflightcenter.com/ Good luck. -Seth