Seth

I had a local locksmith make my extras. He had to literally shave down the end of the key to make it the right size, but the blank he used was simply longer than the starter key. All three copies he made work just fine. I now have five sets of keys to the airplane. One at Freeway, one with a mechanic on the field, two with me (one in car/on me when flying, one as a backup in my flight bag in case I'm an idiot, and one tucked safely at home). -Seth

I got my IFR ticket in my Mooney and plan to get my commercial and CFI (and then maybe CFII) in the Mooney. -Seth

Funny Mike - just working on my post total Actually the multiple posting bug has never hit me before. UPDATE: Just spoke to the guys at Freeway and the shoulder straps in the front seat were cut to get the occupants out. Thus they were wearing shoulder straps and still were injured badly. My bet is without the shoulder straps it may very well be the rear seat occupant would have been the lone survivor. So yes - shoulder straps were installed and they were indeed strapped in (how tight who knows). They are all still alive as of now but the pilot was in surgery this morning. -Seth

I agree. Though expensive, I'm curious what airbag seat belts would have done to help with injuries.

I agree. Though expensive, I'm curious what airbag seat belts would have done to help with injuries.

I agree. Though expensive, I'm curious what airbag seat belts would have done to help with injuries.

Evidently female was in co-pilot seat. Big deep gash in the head. Backseat passenger was In shock during the rescue and kept talking about his knees being broken/crushed. It was a short body. I do not know if there were shoulder straps but it is an inexpensive safety addition to the older fleet. I would have added it if my former 1967 didn't already have them. I was thinking, it may have been better that the Mooney mushed over the traffic before not clearing the trees. For those that don't know freeway, the airport is at a 90 degree angle and had he rolled through traffic, there would have likely been multiple auto collisions with the Mooney. Despite the lack of speed for proper flight, the pilot did a good job getting over the highway. Had he cleared the trees, he would have had a short filed to belly in.

John- Thank you for the update on the downed Mooney. It was hoisted up and set in the grassy spot between the main maintenance hanger at Freewat and the taxiway. My Mooney was actually on the news as its in front of the hanger waiting for maintenance tomorrow. Not thrilled having it on TV and next to where the NTSB/FAA will be tomorrow. I did not like non aviation people being so close to my plane. John- Thanks for the info on the long ago crash at Freeway. I was not aware of those details. The other crash at Freeway was a rented 172 as indicated in my previous post 10 (now 11) days ago. I spoke with someone at Freeway (again, PM me for name and I'll give it to you). That's how I got the information on that crash. Two diffierent probable probable causes in 10 days. And yes, I said probable twice as RLOX is the Cessna probable probable cause and Density Altitude will be a contributing factor along with failure to maintain sufficient airspeed for flight in the probable probable cause for the Mooney accident. -Seth

Any takeoff and landing day or night. Also, whenver I'm in a highly congested area such as within 10 miles of the airport. I also turn it on when ATC reports traffic converging or has me look for traffic until the traffic is passed or spotted. I plan to get LED lamps soon and replace mine so they'll be on all the time. -Seth

I used to be based at Freeway and dropped of my airplane there today for service. Yes - Freeway had an accident 10 days ago - A rented 172 crashed on landing. There were three or four on board. He was landing Runway 36 departed the runway to the left side (a few bounces according to witnesses) and then ended up near the few hangers on that side. They all walked away. As for the Mooney crash: I landed today at W00 about 30-45 minutes after the crash not knowing about the crash (my phone lit up big time with texts and calls as a few family members and my fiance knew I was trasnfering the plane over to Freeway for some work). On final I noticed the emergency equipment in the highway and figured another car had crashed watching the planes takeoff or land. I taxied off, parked at the maintenance hanger, and walked over to the group of people to find out it was a Mooney that had failed to takeoff. According to the pilots on the field who watched this unfold, it was a density altitude issue and improper technique. Obviously we won't know the official cause until later after the NTSB investigation as there could have been other contributing factors, but from a pilot on the field who has owend over a dozen airplanes and is a tailwheel intructor who watched it happen, this is the picture he put togther: 3 people were on board (pilot plus two passengers). I agree that it was a hot and humid day, and high density altitude was in effect. He said during the takeoff the pilot pulled back out of ground effect and was pulling back to get altitude as opposed to flying in ground effect, getting speed, up, and then pulling back. Freeway has trees and powerlines on the North Side (along with route 50). Many pilots try to climb quickly to get altitude. As soon as you cross route 50 while taking off on 36 (to the North) you immediatly bank right about 25-35 degrees to avoid the power lines as you climb. Evidently the Mooney climbed through ground effect and started hanging on it's prop in a high angle of attack attitude while "mushing along" just cleared the traffice and ended up on the other side (North side) of Route 50 hitting trees. Who knows if it was developing full power or if the engine had an issue, or what the fuel load was, but with three adults, and with potentially a full fuel load (speculation), that's a lot for a 2400 food strip if this was a 180 HP Mooney on a hot day. It is doable with proper technique, and a strong engine, but evidently, technique was off accroding to the instructor who watched the whole thing. He told me just before he left that you have to remember in that situation to push forward, get your airspeed up in ground effect, then allow the plane willl climb vs pulling back on the wrong side of the power curve. Some passengers were medivaced, some by ambulance. Two were in critidcal condition, one serious. I also spoke with the owner of the airport. If you know Freeway, you know the owners and tailwheel instructor I'm talking about. PM me and I'll give you names. The top of the plane was cut off to get the people out (kind of like some cars after a bad car accident). The impact speed was probably between 55 and 70 MPH but that's still a heck of an impact. The cabin was intact and should the three individuals pull through, we can chalk up another three lives saved by the strength of the Mooney. The media really angered me, as did the public. I had just tied my plane down at the hanger as two vehicles pulled throught the gate to get a "closer look." I asked them what they were doing on private property and if they had an airplane on the field - they did not so I told them they could not be in this area unauthrized and made them turn around until we got some staff keeping people out. A local pilot parked his truck in front of the gate (you could get around it but it was obivous to people who didn't read signs to stay out. The ABC crew was already there and after I landed walked out onto the ACTIVE RUNWAY for pictures and video - we had a pilot yell at them to get off the runway as it was active (with airplanes taxing). I thought it was under control but on the news tonight I saw a "live report" literally 10 feet from my airplane and I'm going to conduct an even more thourough pre-flight check upon pickup to ensure the tail was not dented by a news truck or an idiot who is not used to being around airplanes and was "curious." I'm sure it's okay but I don't like the news people being that close to my aircraft. On second thought, I should have started the plane back up and flown away as now there are NTSB, FAA, and non-airplane people around my airplane. It's probably fine, just my mind stirring. Most importantly, thoughts are with our fellow Mooney pilot and his passengers. -Seth

So two positive PIREPS one Bad PIREP. Mike, do you the the antenna is in a note great area? And if you are seriously thinking about getting rid of yours, since it works so well, we may have to talk. I will take it for $3 and a ham sandwitch. Seriously though, if you are looking to move it, do you think it's your setup and installation or the unit that doesn't work well? -Seth

Mike- Thanks for the update! I also read on the website - it is indeed able be to coupled to the 430/530 http://www.monroyaero.com/ATD300V10.pdf However, I'm worried from your PIREP. Do you have the external antenna installed or do you only have the unit inside plane. I too am banking on ADS B in the future, especially considering the areas I fly. The direct transponder system is just another method. Between ADS B and a properly working Monroy 300, and you've got a good setup. -Seth

Any updates to the ATD 300+ Garmin 430 interface? Any other PIREPS on portable traffic collision systems? I'm in the market. Thanks, -Seth

Congratulations!! I previously owned an F model and they are great planes. Here's to many years of happy flying. -Seth

I too have been looking at the AeroLEDs. I'm glad you are happy so far with the 46LX. I think many of the PAR 46 units are great. I've been worried about the PAR 36 units as they just produce less light (less surface area). I have done a lot of research and decided that the PAR 36 AeroLED is what I'm going to get. Originally, the only one for certified aircraft was the 36HX which pulses/wig wags and costs $150 more. The 36LX is now availalbe in the same brightness (it was less during the first factory run) and is for $150 less than the HX. Both are still less expensive than the 46 but that's because it's a smaller unit. However, I have need for one taxi and one landing light, so it'll still be a $500 plus investment. Also, if I go with the HX, I'd have to rewire the airplane to have a pulse, on, off, setting, and while I'm at it, I coudl separate the taxi from landing light, but all that wiring would cost more, plus a new switch in the cabin, and with $438 bulbs x 2, switch, and wiring, we're looking at over $1000 for landing light upgrades. Nope - going with the 36LX drop ins for still too much. However, never again will I have to switch out landing lights and the added saftey of having the lights on during flight is a major safey increase. Keep us updated with the PIREP for night operations. I'm curious how the 46LX performs over distance. I'm confident it will be adequate. -Seth

+1 Alex let me use his new Sidewinder with my Missile and not if but when my powertown 35 dies, I may very well purchase one. The Sidewinder is not for dragging a plane accross a ramp to the ful pump, it's for simply getting the aircraft in and out of a T Hanger. For a larger hanger with more than 3-4 aircraft, I would not reccomend it. For a personal hanger, I think it may be one of the better designs I've seen. -Seth

I'd love to be there and would give people rides, but unfortunatly I cannot make it. I have plans in town at 11:00, 1:00, and 4:00, so no flights for me on Saturday Have fun! -Seth

Yes - Kurt is the guy -Seth

+1 I think flying offset by a bit or so is a huge safty factor as the space around a victor airway is cleared for the MDA and this way it's not exacty where the majority of aircraft fly. When I hand fly, I used to not care about being RIGHT on the purple line, but in the current aircraft when using auto pilot, I admit I'm dead center. -Seth

I think but I'm not sure that it's an adjustment (literally by adjusting a few screws) to ensure the aircraft is flying straight and level. I had an issue where I was always one dot to the left during early ownership of my bird (1st hour) and as part of the checkout, I had Modern Avionics at KFCM - Flying Cloud, MN, fix the issue before I flew back to maryland. The owner of Mondern Avionics with me in the plane, taxied to a flat area, and then engaged the autopilot on the ground. The yoke then commanded a slight left turn. He unscred the control module (KFC200) and slid it out partyway from the tray, made the screwdriver manual adjustments until the yoke did not have tendancy to turn left or right. Since then, the dot has remined pretty much centered except in some higher wind conditions, but it then corrects. My guess is that if you taxi out to a flat area and engage the autopilot to hold you straight and level, it may command a slight turn to the left (as that's where the dot indication is for your airpalne). That's how you'll know if it's set up properly. It's an analog system that may have simply in turbulance or over time slightly unsrewed a bit in the adjustmenet area. This may be the fix - You're lucky - they guy who fixed my KFC200 is not to far from you, but he is far from me now (based in MD). Call modern avionics at FCM - you're in the same state maybe 20 minute drive from FCM. -Seth

In my former M20F I used similar procedures as stated: 2 miles (1 minutes) before FAF in level flight I would pull power in order to get to gear extension speed. I would then further decay to flap speed and add two pumps of flaps. At that point I'd be fright at the FAF. Once I broke out of the clouds and had the runway in sight, depending on the situation I would either add two more pumps of flaps or keep the half flaps setting. Crosswind, altitude, length of runway, terrain, etc . . . that all plays factors into adding full flaps or not. On a missed: Full power, trim to combat the heavy pitch up forces, positive rate of climb, gear up, keep climbing, clean up flaps. As menioned, earlier as well, I added the "hand sweep" both before gear retraction and extension to ensure nothing was blocking the johnson bar area. I loved operating a johnson bar airplane. Even after my shoulder surgery (from another injury, not the johnson bar) - if anything, that was good PT. Great move in getting your IFR rating - huge difference dispatch capability. You'll make flights to destinations now you never would have simply due to a cloud layer. At lunch with other Mooney Pilots, many of us had a story or two about going missed in real life, but that it was a rarity. That's great news, meaning the main go/no go decision was made properly in many cases. If you make the right go/no go decision, usually you don't end up with a missed approach. That being said, there's a reason there is a missed approach option - and why you should always have an alternate or an out in that type of weather. Good luck with your triaing. -Seth

Update- On my trip last weekend to Ohio, I was at 8,000 feet, 17.5 gph, 182-5 kts true - wind was near 0, and you can see the groundspeed on flight aware when i was heading WEST at those power settings. It is rare when my groundspeed and true airspeed match. On the flight home, I went closer to 175knots on 15.5 per hour at 9,000 feet. -Seth

That is fantastic. Is that an old PBY? I'm curious the size of the current fire fighting fleed? I know the group up in Canada sold something around 14 A-26 aircraft a few years ago. -Seth

Done

It was again, pretty neat to see multiple Mooney's take off one after the next yesterday. Sorry you couldn't make it Marauder, but moving in your kid very much beats a bunch of pilots sitting around a table eating. It was a great talk and I look forward to meeting you next time and hopefully watching the race between you and Mike. I went to your gallery to see pics but only saw the panel. What mods have you completed on your F? I had a fast F in the past and it would true out at 148, with Ram Air and cold air, would break 150. -Seth