PTK

Do your autopilot a favor and give it a rest during severe turbulence. Disengage it and hand fly instead.

In Manhattan, last month two gay pride flags were burned outside an LGBTQXYZABC.... bar. Trivial!

It was informative as to what NOT to do. I would encourage the op to try and contact the Cirrus pilot. Apologize to him and discuss what happened. I’m sure they can both learn from it. And if he is an instructor that’s even better. He can give the op some advice and review things. That’d be good for both of them going forward.

Another detail that has not been discussed is that of pattern entry in an uncontrolled field. There are guidelines whose purpose is separation. But they have to be followed. It appears the op did not adhere to any of the guidelines. The preferred pattern entry to an uncontrolled field is midfield on a 45. Aircraft entering by the alternative direct method are advised to yield to those on 45. In both cases entry should be midfield. The cirrus entered on a 45 but the Mooney didn’t. He entered unannounced straight into dw. Not even midfield. It is conceivable and entirely possible the Cirrus pilot was expecting the Mooney to also be entering on a 45 and behind him. This would have provided plenty of separation. I agree the op’s self-aggrandizing video doesn’t help his case and should not be on a public forum.

That was an inspiring and wonderful salute to America delivered by Pres. Trump in DC yesterday honoring our military and many notable Americans. I do have one question. Does anyone get offended by those anti-American thugs burning the Flag in front of the White House? I don’t care for the usual comments about freedoms and rights, and our Democracy is strong, etc etc. I’m fully aware. I just want to know if this act is inherently offensive to the Country and maybe it's time to start the conversation on treating it as a hate crime and criminalizing it.

Unlike you, I don’t assume anything. Certainly not at 3 min to pattern entry. The OP said he didn’t announce his intentions to enter straight in dw. In an earlier post and in retrospect he says: “Wouldn't have mattered because the Cirrus said he didn't hear me make any calls at all until the one where I said Mooney was right in front of him.” The Cirrus may have assumed the OP would be entering on a 45 behind him. You can go on assuming all day long. If we all assume and try to read minds we don’t need radios.

Per the self-aggrandizing video the OP’s specific intention to enter a straight in left dw, as he did, was not what’s expected procedurally and unannounced. The Cirrus’ specific intention to enter dw on a 45, as he did, was proper procedure but unannounced. May have received a late freq change release from ATC. But he followed expected procedure. These actions are very different than the initial calls “Mooney 10 miles out, or 5 miles out...” The op here is the proverbial pot calling the kettle both black and a jerk!

I do so with great effort and generosity. They both made similar mistakes but one called the other a jerk. At least and to his credit the Cirrus guy took the higher road.

I’m not excusing the Cirrus pilot. By the same token I’m not prepared to blame him entirely. It appears that neither one of them made standard calls. The Cirrus never communicated his intent to enter on a 45 nor Mike his intent to enter straight in dw. Contributing to this is the 800 msl overlying class B shelf restraining their altitude. Had they both properly communicated their positions and intentions they would’ve been able to adjust.

Coming from 47N you entered the standard pattern directly on downwind. The Cirrus entered on a 45. Sounds like there was miscommunication or no communication of intent from both of you. He didn’t announce his intentions on entering on a 45 and you didn’t announce yours to enter direct downwind. You can't read his mind and he can't read yours. This is why we communicate clearly our intentions. No harm no foul. Out of caution I would’ve gotten out of his way as soon as I saw him approaching on downwind. Glad it all worked out.

Trust is the major issue I have with these boxes. Especially Aspen with all their problems. I cringe when people depend on these things in IMC. To me trust is like “glass”. Once broken it will never be the same. (Pun intended!)

Wow! You are lucky to be alive! Do point fingers! Someone doesn’t know what they’re doing and will surely kill somebody!

After Lindbergh's historic flight to Paris he also flew back about a month later! This may or may not be trivia since we are focused on the flight to Paris. After he flew back from Paris he landed at Lambert Field. He then flew a tour of Latin America. These tubes were not original to the plane but were added for the Latin America tour and were used to store flares. They were dropped by the pilot to aid in night landings.

@mike_elliott, God was watching over you on that fateful day and took care of you. He saved your life for a purpose. You are a very special person because you seek to fulfill that purpose by dedicating your life to it. Thank you for all you do Mike.

@Targhee

Thank you Paul. Indeed it is in a tight spot! And it seems Mooney selected the starter relay to economize on wire! At least in my plane they didn’t even put in an inch of extra slack in the wire!

I had the starter relay replaced recently at annual. It’s a Cutler Hammer 6041H105A. Does anyone know if there's someone out there who rebuilds these? Thanks in advance.

In my opinion the Arrow had it under control as evidenced by the fact that he didn't declare an emx. Whatever the Cirrus guy did or didn’t do and whatever his motivations were, he certainly was not helpful. But the issue I see is with ATC. Why in the world would ATC allow some random airplane go up and shadow an airplane in distress? The responsibility is on ATC. Bad decision on their part. Very bad. They could've asked the Cirrus guy to come up to the tower if they or he wanted to help. Certainly not allow him to do what he did.

First and foremost my thoughts and prayers are with our fellow Mooney pilot. Wishing him a speedy recovery. As far as learning from this unfortunate accident the lesson for me is: don’t be picky! If I declare an engine emx at 7500 msl and fortunate enough to have ATC give me the option of a runway practically right under my nose, as P48 was to him, I will count my blessings and I’m going for it. I’m in no position to be picky.

My Lycoming loves 15W50. I have heard about Continental starter adapters. Is it an absolute with most or all or is it random?

I think this has been addressed. Aeroshell 15W50 contains TCP and/or TPP anti-wear and anti scuffing additives as does Lycoming's LW16702 oil additive. Anti-wear additives are effective at relatively low temperatures and anti-scuff additives at relatively high temperatures and remain on loaded surfaces until they are rubbed off or melt.

Every speed is an AOA! Every time we use a certain airspeed to glean maximum performance it’s always at one correct AOA. That AOA never changes, but the airspeed that achieved it does. The airspeeds we are accustomed to are almost always incorrect. They are only correct at gross weight and 1G! How many times are we satisfying those conditions? Sitting on the ramp maybe!

The engine maker will refer you to the airframe manufacturer. The Mooney SI is the official document. If you ask Lycoming, as I have, they will direct you to Mooney.

Mooney as the airframe manufacturer is the authority and has published the SI on how to jack up the airplane. That’s what I’d follow.

SI M20-114 describes the proper procedure to follow. It specifically states: “It is not recommended to use tail-tie down fitting during jacking process to lift nose wheel off ground.” and warns strongly: “DO NOT USE PROPELLER JACKS OR PROPELLER STANDS”