Jeff_S

A WSJ reporter put together a 20 minute video about the U2 program and a flight he was able to take. It's pretty good, and this reporter actually sounded like he knew a thing or two about aviation. Worth a look just to imagine what it would be like! https://on.wsj.com/2HqjyY8

Results are in, and Mooneys rule the factory class! That shouldn't come as much surprise but it's always good to validate all the advertising hoopla. Unfortunately I had no other FAC1RG aircraft to race against (that's Factory, retractable with 280+hp engine) so barring some unforeseen problem I was likely to win 1st Place Factory. I need to travel to one of these other races where there are some Bonanzas or Meyers 200s to see how I can stack up. I was running a little faster than the last race, since I upped my RPM to 2600', but I was running in the middle of the yellow arc on the ASI and it was a cloudy-bumpy day so I would not want to go faster than that anyway. Down low I think that's about the limit of what I would put my airframe through. There was a Handicap class this year, where eligible planes submitted a handicap speed based on pre-flying a particular profile. That's pretty fun because it theoretically puts everyone on a level playing field. In that race a Mooney E model from a guy in Ohio took 1st place and I got 2nd. I flew two turns very poorly which probably added at least 30 seconds to my total time which might have been the difference. Or I might not have sandbagged enough in my handicap flight! Either way, it was a good day to exercise the engine. The obligatory pic, offering proof of my claims:

Some folks actually have painted on a specific race number, or used vinyl decals. I just use the first three numbers in my tail number, which has worked so far. Race is tomorrow! There is a line of storms moving through their right now (10pm) which can sometimes cause lingering ceilings into the morning. But we should be able to get the race in.

Hey folks, the Sport Air Racing League has an upcoming race in south-central Georgia on Saturday, June 23. The Sunrise 100. This was rescheduled from early April due to rain. I know we have several racers on MSpace so I wanted to make sure people were aware of it. Here's the link: http://sportairrace.org/sarl/node/3722 These are fun races where you can test whatever limits of your machine you want to test. You race in categories so your overall speed doesn't matter so much as how well you do against similar planes. This year they apparently have a P-51 which will no doubt lead the pack. I'm going just so I can hear that Merlin engine. Come join me!

I spoke with Barry LeBlanc this morning at length to understand the situation regarding the G1000 implementation. They are still working with Garmin to understand data transfer specifics, which apparently are different in the G1000 than in the other components. Barry felt that they would have a solid answer within 2 weeks. He also wanted to reiterate that their Pre-STC offer (as noted extensively in this thread) is risk-free and non-binding, with no deposit required. In his exact words: "Importantly, the POs are non-binding (until the STC is issued and we start building the system) so if your circumstances change, you are not on the obligated." Because of this, I have given my shop the go-ahead to issue a PO so they can get the committed number they need to move forward. I would urge anyone who's on the fence to do the same since there is no deposit required and the ability to pull out of the deal. Rolling the dice...let's see if we can add these important safety advances to our planes! Barry told me how much nicer the 3100 tracks the localizer and glide path compared to the 55x...the 55x snakes the localizer like a newbie IFR pilot!

I would hope after 31 years he made it to Captain rank. Otherwise he’d be a civilian and there’d be no movie!

Well, your wife has the aviator (aviatrix?) glasses already so you just have to get her back in the plane. As Anthony says, for my wife the destination is critical. She did take the Right Seat Ready course from Jolie Lucas at a Mooney Summit a few years ago, and while she hasn't expressed any strong desire to really learn to fly, she is more knowledgeable about things and asks more and better questions about what's going on all the time.

Those are the fun kind of showers...when there's no convection and you can see through to the other side, just take the opportunity to give your plane a nice bath! And yes, I'm kidding...mostly!

I saw this story on the AOPA website today and spent the time to view the 5 minute video. It turns out JFK trained for 10 days in J-3 seaplanes while temporarily stationed in Miami after his PT-boat incident. You can view the story for yourself here: https://www.aopa.org/news-and-media/all-news/2018/may/30/erau-historian-solves-jfk-mystery What I really enjoyed was they have a picture of his actual log book and you can see all the things he did on his flights. He soloed very quickly, which I know was much more common in those days. On his second flight he was introduced to spins! (But yes, in a Cub they are quite a bit different than a Mooney.)

Isn't anyone here interested in what "connivery" the OP was pointing toward? That sure looks like an smartphone autocorrect issue to me! I wonder what the original word was supposed to be.

That survey is really meaningless, as has been noted, because you don't have any understanding of the responses or the respondents, e.g.: What type of engine - single or multi? Turbine or Piston? What type of pilot? How many hours, per year or total? Commercial or private? What type or "failure"? Total, or partial? If I had an engine stumble on takeoff due to carb icing (my only incident) would that be a failure? It does serve to remind you, as has also been noted, that you have to be prepared for this type of event, even though it may never actually happen to you.

Okay, I've learned more about this topic then I ever thought possible, so thanks for that! But until such time as I don't have the strength in my calf to hold right rudder on takeoff I'm not going to lose much sleep over this one. It's true that on takeoff the 310hp requires a good deal of rudder, but I rather enjoy the chance to do this and relive the small amount of tailwheel time I've had. (I almost drove a Super-D off the runway on my first takeoff...my first experience with gyroscopic forces.) Maybe on a super smooth day I'll point the nose downhill and see if I really need left rudder descent. So far I have never noticed the ball outside in this scenario. Perhaps I'm missing out on that pure Mooney speed!

Yeah, well, I checked the POH and there’s nothing in there about not applying rudder trim while stationary on the ground. As to the car allegory, that makes some sense because in a car you’re actually turning the angle of the tire on the ground, but rudder trim doesn’t actually turn the nose wheel...it just deflects the rudder, right? (And Anthony, maybe you need a car with power steering! ) Anyway, it’s a moot point since I don’t use rudder trim but I am still curious about the recommendation on ground use.

Those airline pilots are used to 1000 fpm+ descents! I guess also when you fly your Mooney in the high teens you have to point the nose downhill pretty aggressively sometimes. We normally aspirated folks don't have that problem as much! Seeing as I never use rudder trim, I have to admit I've not gotten much instruction on it. I've never heard that you should only apply it while in "motion on the ground" so I'm curious about that. Mike, can you elaborate?

Simpson, can you elaborate on the G1000 issue and what this “work around” is? As noted in an earlier post, I would interested in the upgrade but integration with the G1000 is essential. Thanks.

I used the Sporty’s course to train for my IFR rating, and I always felt like Dick was one of my CFIs. I still looked forward to every new article from him in Air Facts. I will miss his candor and viewpoints on the industry. Gonna go shed a tear now...

Having updated my G1000 to WAAS and ADS-B last year, I have two GIA63 (non-WAAS) units for sale as well as the GTX33S transponder. They would make good spares for a non-WAAS G1000 system. Make me an offer!

Ha...that’s a good one! And sometimes in fact that’s what I do, especially if the Downtown Connector is clogged. (A little Atlanta insider talk for y’all.)

Attached is the aforementioned service instruction. sim20-124.pdf

I just got a new Mooney service instruction for a maintenance repair to help stop “rudder slippage during extreme deflection” (I paraphrased that a bit). Anyone else seen this? It appears to apply to all long bodies with electric rudder trim. I’ve never heard of this problem and don’t feel like spending the money for my A/P to buy the parts and tools needed to complete the job. Plus, the instruction just came out today and my plane is going into annual next week so I would be a guinea pig on this task most likely...not my favorite thing to be! Anyway, it’s not an AD or even an SB so I’ll likely just ignore it since I don’t use the electric rudder trim anyway, but I’m curious if anyone else has thoughts or knowledge on this. Thanks!

Thanks all...sounds like El Paso is my gateway. My sister lives near Marana so KAVQ will be my airport. I was living in Phoenix during the summer of 1990 when it hit the record 122 dF so I know about heat and monsoon season, but that was long before I started flying. I appreciate the tips on turb and density altitude. It will be fun to see how the plane performs. Cheers!

Getting an early start on planning a flight out to Tucson in August. Yes, I know...August. Not the best time of year in the Southwest but that’s what the timing dictates. Was looking over some routes and realized there’s a boatload of military airspace in NM and AZ. Anybody have preferred routes they would suggest to circumnavigate all those?

Oh yeah...data logging. That one is HUGE! It’s become such a standard part of my procedure now that I forgot I didn’t have it before.

I know one cool thing is the little green arc that shows up on the map when you have programmed a climb or descent. I can't remember what the name of it is, but it will show at what point you are expected to achieve the desired altitude. This is very helpful especially for descents when you need to cross a certain point at a specified altitude, or as in my case when I'm trying to climb quickly out of my home airport in order to get above the neighboring Class D of the Dobbins AFB. If you look in your Map settings you'll recognize it. Other than that, I don't see too much difference to the average user, but of course it supports WAAS where I believe .30 did not. And it works great with the GTX-345. I'm sure there are other improvements behind the scenes.

Simpson, any more word on testing and compatibility with the G1000 in the Mooney?