PTK

Because it’s not a Bravo and it can’t compete with certified airplanes from Mooney. It’s a two light person airplane. And nothing wrong with that if that’s what you want and understand its limitations.

Long range tanks on a Rocket are useless. I don’t think anyone in their right mind would put them in a rocket! The ones with them had them prior to the conversion. A "conversion" does not hold its value as well as a factory Mooney. Also it has to be an exceptional airplane to even consider it over a factory airplane. I'm not certain the Rocket is.

Not at all! You are doing a disservice by twisting things. I urge you to run some “real” w&b scenarios and enlighten yourself. There’s a spreadsheet on here somewhere if you care to find it. Run some numbers with reasonable FAA weight pilot and copilot and fuel.

The Rocket has an excellent climb rate and that’s about it. It has a whacky cg envelope and w&b profile. It is a two person airplane and they better be on the slimmer side! Very easy and almost guaranteed to be out of cg with three pax and any meaningful fuel quantity to go anywhere. And those that have long range tanks will most certainly be out of cg with pilot alone and full fuel. It is very easy to operate it out of cg which is not good. As far as units on sale there are about 100 Mooney’s for sale on controller. Excluding Piper there are by far more Mooneys than anything else.

The document is there to help. It's up to us to follow the recommendations. What happens is that pilots, like the op, fail to recognize and follow the recommendations which are there to help provide separation. Then when a close call or worse occurs some of these pilots blame the other guy! As the op is doing here.

There's another Mooney on my field that’s one digit next to mine. They are twins separated at birth. But as fate would have it they are reunited!

Absolutely agree Paul. I was not in any way implying doing anything of the sort! This is purely a philosophical discussion as far as I’m concerned.

Which leads me to believe it’s not a structural thing, if I’m not mistaken. All M20J’s were eligible for the Missile conversion which got a 3200# gross. That’s a whopping 460# increase on same tubular structure!

You see Alan, unlike Bonanzas, Mooneys have inherent value and don't need Garmin or anyone else. In fact Mooneys bring value to Garmin!

That would be sweet. I expect them to enable the G3X touch to provide attitude ref to my KFC150 before they do it for the G5. But you never know. They may do it for both G3X touch and G5. I also expect them to add a comm to the 175 and 375. I predict they'll introduce a new similar box probably with a comm.

So sorry to hear such disappointing news. May God give Mark and Jenny and their entire family the strength and the courage and the hope they need in this extremely difficult moment. I can’t even imagine this very heavy Cross he has to bear.

See AC 90-66B.

I have a question: What is the benefit of Cies fuel senders over a fuel totalizer? Isn’t the latter much more useful?

That's horrible advice from an avionics shop! Replace it immediately and also direct both eyeball vents to the back of the avionics. You may also want to attach scat ducting to these vents and place it back there behind the avionics. You can never have enough cooling, especially in the summer.

A visual clearance when given is under an IFR flight plan and as such ATC retains control. It allows you to proceed visually to the airport and land. You provide your own separation. There are two restrictions: must have airport and/or aircraft you’re following always in sight, i.e. cannot reenter clouds, and cannot go missed without a new clearance. If you cannot maintain visual or need to go missed speak up and ATC will provide hdg and alt. This clears you to enter IMC again. A visual approach clearance is a “clearance” authorization. When “cleared” for the visual you are still on your IFR flight plan but your previously assigned alt clearance is superseded by the visual clearance. I hope this clarifies it.

Yes if it's outside the 20 degrees it should be adjusted. Best to have it looked at by an ap professional. You may want to call Autopilots Central (918) 836-6418 and run it by them.

There is a marriage of sorts between the flight director and the computer. The computer gets bank angles from fd which should be 20 degrees or so. Has anything been adjusted in that dept? Maybe attitude direction indicator been repaired or changed? When bank angles exceed ~20 degrees there will be a descent. That's normal. But the fd and computer should keep it around 20 degrees max.

Sooooooooooooooooooo............ let's seeeeeee......... LOP anyone??!

Neal, do you keep a log of oil added by hours of operation? If so have you noticed a sudden increase in oil consumption rate? and are any top spark plugs oily? Also are your compression checks done hot or cold? I would do a good hot differential compression check. If you have one cylinder with a lower reading than the rest then I would borescope this cylinder. Sometimes pulling a cylinder is unavoidable but it’s helpful to narrow it down.

I am too! The controller cleared you for the approach from your present position without vectoring you to an IAF. He expected you stop at 3000. Why did you descend below 3000?

He has you on radar and gave you specific clearance language: “cleared for the approach.” Furthermore he gave you instructions “cross KEHSO at 2000” You did nothing wrong and neither did the controller. You became confused because you were on non published leg.

You were “cleared for the approach” and instructed to cross KEHSO at 2000. What more do you need?!

So if you’re cruising along in IMC and receive a clearance to descend you shouldn’t descend? Have you ever heard of a cruise clearance? That’s what you received. It just so happened to be right before the approach and confused you.

“Cleared for the approach” is your clearance. It means you are expected to establish yourself on a publish segment of the approach and fly the approach. So establishing means you get to published altitudes at published waypoints. In this case continue and be at 2000 at KEHSO. This is your clearance for the approach including the descent to the published altitudes. You were descending and the controller simply cleared you. Just continue your descent to KEHSO. He knows you’re at 3500 descending and is clearing you expecting you to be at 2000 at KEHSO. NASA report not necessary.

^^^^^ That would be my opinion. Don't let people scare you. Buy the Mooney now as opposed to something else and switching later.