Ned Gravel

Carusoam: Thanks for this. We did travel V1, but between Kinston and Grand Strand (Myrtle Beach North) SC. Which is where we are now. We spent last night in Edenton, NC with Mimi (great hosts / fantastic home) following a tour of Philly at the behest of Philly Approach and Philly Tower. Shoulda listened to PaulM. See http://flightaware.com/live/flight/CFSWR/history/20160421/1400Z/CYRO/KPHL. What does one do (without thinking) when over the threshold and your headset rings with the words "Mooney - Go Round"?? See the second loop in the tour. When I finally got down, I was asked to call Tracon. They re-checked the tapes and today they confirmed those words on the tape. More Pics and Story tomorrow. Today we are one night in a hotel before 4 hours flying tomorrow. Is this really the best time for a Foreflight download?

Paul:. That has been my normal approach. Right up until CBP started differentiating between the permanent CBP posts and those "on demand." Used to use Syracuse, but it is now an on-demand station. Closest permanent facility at an airport is Rochester - but it adds nearly 80 miles to the trip. So Philly it is. Did not know Allentown had a CBP post onsite. Why is it not also an on demand station?

Tomorrow we start heading south. eAPIS is filed. 6,6, and 6 in the log book to be legal for IFR. We anticipate KPHL by 12:30 to clear customs and Edenton between 3:15 and 4:00 pm tomorrow, depending on the delays in Philadelphia of course. (Is 100LL really $6.80 a gallon at Atlantic Aviation there?) Ute and I are looking forward to spend an evening with Mimi and Robert.

Ah yes... the days of the IBM 1130. Tape was the "fast" way.

Clarence, Clarence, Clarence Less weight!!! Not twice as much weight on my nose gear. And look how much time yours spends in the shop BTW: You now back from SnF?

Done.

Go-rounds in a manual gear Mooney are non-events for me. My approach is down to 85 mph or so after the turn to final or over the FAF. Once the go-round decision is made, (Throttle - because Mixture and Prop are already set for both landing and go-round) I just make sure the nose is pointed up (straight down the runway) an the climb is established at 85 mph. TOGA's for me involve only two pumps of flaps so the trim for landing is same as the trim for the go-round. (If I have 4 pumps of flaps and I decide to go around I have to go through the evolution of three rotations of trim forward and then releasing three steamboats worth of flaps to get back to the "two pumps of flaps" scenario.) Once all that is done and things are OK and climbing at 85 mph, then it is time to pull the gear lock out of the socket and smoothly move the gear lever to the floor lock - no sudden moves because that tends to drop my right wing (at least according to my wife). This really needs to be done when the speeds are less than 95 mph because faster than that sometimes makes it difficult to pull the wheels out of the airstream with the bar. Once the go-round altitude is reached - raise the flap switch. The reason I do not climb at 120 mph until I am up to 1000' (or the go-round altitude) is because of the flap limit speed (Vfe) of 100 mph. That's it. I miss anything?

I own an E and I would love to be able to trick it out as a "J" killer. Less weight, with the correction of the things that induce too much drag on the '65 airframe. I remember taking off from Coleman Young (Detroit municipal) headed East when ATC tells me to watch for another Mooney at 9:00 (1 mile) and climbing at about 50 knots faster than me. Wow!! I was climbing at 120 mph. So he was already doing close to 160 knots in the climb. Some Mooney's are more equal than others.

Because its missing 20 ponies?

+1 on these choices and for these very same reasons. I would attempt number 1 if the crosswind was 25 knots or less. I have done that. But over 30 knots may be beyond the capabilities of my rudder.

Thanks Hank and Seth. That day (22 April) starts at Mimi's and we spend more than a couple of hours walking the ground at First Flight. After two more hours of flying, I am not sure we will be looking to tour another museum just yet. We may stop in to KSAV on the way to Kissimmee on the 23rd though, because stopping further south on the 22nd day puts us an hour closer to Orlando when we wake up on the 23rd.

Bob: Thanks for this. Amelia and I talked last Caravan and we discovered we were both also sailors. Might be reason to spend that night overlooking Albermarle Sound. I will send her an e-mail.

Ok so I am still in Laos getting ready to come home in a week and get the aircraft ready to take my girl to Orlando. We plan on clearing customs in Philadelphia and spend that night near First Flight. Which is the preferred overnight stop? Dare Regional? Or Elizabeth City? After half a day at First Flight, we are heading south as fa as Charleston, SC. Suggestions on overnighting there? The next morning we fly to Kissimmee.

Ya!!! Great video.

I love that runway. The first time I saw it, we were on approach and I was sitting in the cargo door of a Sea King with my legs hanging out over the water. I was surprised when I noted that it had lines painted on all four sides. That was 1988. Spent two great days in Charlotte Amalie and surroundings.

I have avoided getting into this discussion because no matter what anyone says, we all do it to meet our own very personal tastes. This is my setup, using the RAM system with the connectors passing under the control yolk. I used to use the AVPAD kneeboard, but when Foreflight started geo referencing their approach plates, I wanted it to be more front and center. Before Foreflight made that change, I used a Bendix King AV8OR as my situational awareness GPS and the iPad was only for planning. Now the iPad does both and the onboard Trimble is the one connected to the autopilot.

Are you going to be able to make it to Magen's Beach? One of the 10 best in the world, apparently. I was there in 1988.

I've had landings like that, when I forgot to cut the pack loose before my landing. Just once though.

You were parked in the million dollar corner!!!! Been there. Done that. Good job on the work.

For my E model I ran a similar test about 7 years ago and got this result. The "prop stopped" data came from another source. Best Glide Prop Windmilling, (12.7:1 glide ratio), 875 fpm descent rate, 105 mph IAS, 91 kts IAS Best Glide Prop Stopped, (10.3:1 glide ratio), 670 fpm descent rate, 100 mph IAS, 87 kts IAS.

Bottom of the page listing is not functioning on http://www.mooneycaravan.com/registration.

Someone has run out of useful things to do. But the songs are nostalgic.

+ Since my doghouse was fixed, my engine operates pretty close to yours. No worries for me. The doghouse was repaired during my overhaul so I did the break in with it like yours. Only needed about 10 hours, according to Clarence, switching from 75% to 65% an hour at a time. WOT 2500 RPM below 5000' was the 75% recipe. 22" MAP, 2500 RPM below 5000' was the 65% recipe. Worked OK. As for oil consumption, how much do you keep in it? Apparently, Lycoming specifies a minimum requirement of 3 qts and my engine (IO-360-A1A) dumps everything beyond 6 qts overboard within about 4 hours, so I keep it between 5 and 6 gals. 8 hours per quart now.

Ignoring all the touch and go discussion, to get back to HC's original questions, I am going to take a stab at #4: "Any other factors that I have to consider?" Mooneys demand stuff from their pilots. It is not readily apparent to many, and to those of us who have built up close to 1,000 hours or more in them it is no longer considered a factor (although it should always be), but a Mooney will kill you if you do not pay attention. By contrast, you have to work pretty hard to kill yourself in a 150 or 152. Those little trainers are forgiving. Not so much for Mooneys. We have heard that Mooneys either go down or slow down, but not both. We have all heard about the controller joke that a Mooney has two returns on the radar screen, one for the aircraft and, five miles behind it, one for the pilot. We are currently listening to the debate about doing touch and go's (with or without a Johnson bar) because a complex aircraft has too many things to do and think about to transition from landing to TOGA. So, more important than being able to fly faster in a very stable IFR platform, know that you will have to be on your game more in flying a Mooney than in a 172. Pay attention to everything. Know your systems - fly the numbers. Just my 0.02. I am not a flight instructor by any stretch of anyone's imagination.

Take the training!!!!! This is what it will teach you to do. The first is from 2013 and the second is from 2015. Notice that practice and experience has allowed for closer spacing between the aircraft of our element from 2013 to 2015. Bucko is the flight leader in the second video. 2013 Charlie Formation Landing.mp4 2015 Kilo element Formation Landing.mp4