Jeff_S

Essentially, TIS works only in TRACON areas around major airports and metros. I've found that generally speaking, if you are talking to an "approach" or "departure" ATC person, you'll likely get traffic. If you're just talking to Center, then you probably won't get traffic. I'm sure there are exceptions to this rule, but that's what I go by.

I'm actually optimistic about this. It's the first time that I've ever seen anything in an "official" fully-public setting, so at the very least we have something to point to if they don't perform. Granted, we can never force them to do anything, but at least they are openly communicating. My bigger worry is that the new business plans and products don't go as they had hoped, then Mooney may descend back into hibernation mode, which would REALLY put a damper on things.

We appreciate those people who "feel" for our situation. It is a bit frustrating, but I for one believe fully that the problem will be solved. And in the meantime, the G1000 system remains a totally bitchin' way to fly. As to ripping out the panel, that's a non-starter because the GX models were type certified based on the G1000 system. So if you do that, you're flying an experimental. And it would cost a lot of money. So if you felt that strongly about it, you're better off just unloading your old plane and picking up a newer one that has the GFC700 and WAAS. And even these don't have ADS-B unless they're brand new. (Actually, I'm not even sure the new ones have that...do they?)

Here's the circuit panel for an O2 GX from the PDF POH that I found online. This POH actually post-dates my true POH by a few months, but the panels should be the same. At least on this chart, there is no CB for the stall warning horn.

So I think evaporation was the answer here. I went back out to get something at the hangar today, and the stall warning had ceased its incessant blaring. Luckily I was at home when this happened. I would hate to think what that would be like to have it go off like that during a flight. Although I suppose that the force of air in-flight would probably keep it cleared out automatically...at least I hope! I forgot to look at my circuit breakers to see if there is a specific one for that device, but it doesn't show up in the PDF of the POH I keep handy so I suspect there isn't one for these G1000 units.

Given that others have had similar experiences, and the timing of my incident, I'm inclined to blame the rain as well. I only wish I had a circuit breaker I could pull, but I don't see one on my panel. I'll test it again in a day or two to see if it's dried out, otherwise I'll look at the switch. Thanks!

Hey all, I did a quick search on this and didn't see anything directly related, but an interesting thing happened to me today on landing at PDK. I was flying through some cool light rain and it was pretty sloppy, so there was plenty of moisture around. At any rate, as we made a nice landing the stall warning horn came on like it usually does, only this time the darn thing wouldn't go off. I was on the ground at home so I just taxied that way and got back into the hangar. But the vane isn't stuck, and I tried blowing out to see if any water had gotten in there and was maybe closing the circuit. None of that mattered. So is it possible that water would cause this? If not, what else would cause that circuit to stay closed? I did bump the vane a little bit while untying from my spot at Amelia Island, but it didn't bend out of shape and it didn't misbehave until we were landing in the rain. Any ideas? Thanks!

Well, if you are using an iPad you have to get the Social Flight app. I just tried to hit the website on Safari and it wouldn't even let me open that page. Interesting. But either way, when you to get to Social Flight either through the web or app, look for the Social Flight University link, then go to the Aircraft Ownership and Operations section, and you will see several different webinars available from Continental. There is a two part series on LOP operations for your Continental engine. The first one is fairly general and meant for someone who has little experience or knowledge about LOP ops, but it's a good refresher. The second one is where he provides some good nitty gritty detail that you can really use. There is an awesome graphical power calculator that the moderator uses in his seminar. He says that (I paraphrase) "we're still working with the lawyers to get approval to release this" but apparently the lawyers won, because it's not available anywhere I can find.

I gave up trying to figure this out in the O3. I attended a webinar from Continental where their engineer said flat out, and repeated so everyone could hear it again, that as long as you stay at or below the max recommended cruise power setting, you cannot blow up that engine. From that point on, I find myself cruising either at peak or just slightly LOP, adjusting periodically for temps. Usually I find myself having to richen just a touch so #6 CHT doesn't get too low. It can creep down into the 250s which is also not real good for a cylinder (again, per the Continental Guy's advice). Those webinars are at the Social Flight web site in their "university" section. They are very educational since he bases all his discussions on the IO-550.

The challenge with long bodies is that they are heavier in the nose, and thus more prone to pilot induced oscillations, the wheelbarrow bounce and dreaded prop strikes. Once you figure out the technique, they are no harder to land than a short- or mid-body, but I know from experience that you do have to pay attention as you transition your skills into the long bodies.

As I read the regs (14 61.23) it makes no difference the fact that you are turning 40 in between your certification date and the expiration date. If you get your 3rd Class medical at age 39, it will be good until it expires when you're 44. There doesn't seem to be anything in the language that addresses this crossover period.

I'm, guessing there are no TEC routes out there, eh? That may be an option if you haven't already looked for them. Barring that, it's a bit difficult to tell from your post where you're trying to go...MRF to IPL? You may just be in a situation where the capabilities of the airplane don't match the current weather...sometimes that happens.

For the J's you had the option of going to the real dual-mag model instead of the shared mag...or your could upgrade to the IO-390 if you wanted to spend extra for a new prop and the STC. As for C models, there I'm not so sure.

Talk about a precision approach...with no go arounds!

Premiere could do it, if you're in the Southeast. Check with any other MSC in your area if you're not As to applicability, I can tell you that flying out of Atlanta it sure is nice to have, and more than just the summer months. And interestingly, in the winter you often get inversions where it's warmer above than below, so with those big windows and horrible little visors in the Ovation and Acclaim, having some cooling air is beneficial. But where is really shines is when you are flying instrument approaches in the summer months, down low, and ATC vectors you around for awhile...you can stay as cool as a cucumber. It does add considerable weight to your W&B...about 80 lbs as I recall. But it doesn't take away from your 120 lb baggage area limit...just adds the 80 to your total aircraft weight.

While I agree with the frustration, I'm not sure a class action lawsuit would help the situation. All that would mean is Mooney has to spend more time and money handling the lawsuit instead of getting the problem resolved. Rather than the "stick" approach, I would be in favor of a "carrot" in terms of some level of commitment to pay for the solution, assuming we had the right level of guarantees in place. We've opened that idea before...but we've never really followed through on it with Mooney as a group. I know David has been talking to them about it personally. 2016 could be the time to act on it.

I have heard good things about Don's video, but haven't seen it yet. And I, too, had some initial issues handling the heavier nose of the O3 compared to my J. That much engine in front is definitely a recipe for trouble if you don't learn to handle it. So while not a CFI (nor did I stay at a Holiday Inn Express last night) I will tell you what I do. Some of this has already been stated above. Also, get your training and learn what works best for you. But caveats aside: Yes, speed control is critical. It took me awhile to learn how I could slow down the Ovation. But my numbers on final are 2300 RPM and 13" MP, or as needed to maintain correct glide angle. I'm definitely shooting for 75 KTAS or less over the threshold. Another thing, which some people may object to, is leaving the speed brakes out all the way through landing. I've found they do help minimize the float and stabilize the landing. They are certified for take-off in the deployed condition, so don't worry about having to do a go around. Just remember that they're out there. But it's the "feel" on flare and landing that helps me the most, and I picked this up from none other than our Richard Simile, sales guy for Premier down in these parts. He told me that on flare and touchdown, visualize your plane like an eagle or other large bird, where your main landing gear are the talons stretched out and ready to alight on the ground. Use back pressure to keep your nose up, and let those talons (gear) sink slowly into the ground. Keep back pressure up and let the nose gently touch down. That's the feel I shoot for every time. Good luck with it.

Not that there's anything wrong with that!

My Warrior was named Jugs because right after I bought it I had to remove a cylinder to have the exhaust studs repaired. My J never really got a name that stuck. I haven't really tried to name the Ovation but I could call it The Big O because every time I fly it...well, you can fill in the blanks!

I know it can get cold in Connecticut, but as far as cabin pre-heating goes, I would ask the question as to what cold weather days do you intend to fly. If it's on a sunny day, then rather than pre-heat the interior with a fan of some sort, you may be better off just dragging it into the sun and letting nature do its job. You'd be amazed at how quickly the sun will warm an enclosed cabin. The problem I see with pre-heat is that it has the potential to create condensation when the air warms up faster than the instruments, and condensation inside an older panel, with possibly less-than-airtight gauges, is not a great thing. We don't get many sub-freezing days down here in Atlanta, but that's the approach I take. As to tow-devices, as Anthony says, there's tons of info here in prior posts, so get that search bar working for you. I have a battery-operated Power Tow brand which works fine (did for my J as well) but you've got lots of options.

The OP is from St. Helena, CA, which Google Maps tells me is in the mountains north of Napa Valley. My guess is that the general humidity in that area is usually pretty low, but correct me if I'm wrong on that. With a generally low-humidity environment to begin with, it seems to me that just flying like normal, every couple of weeks or so, would be all the protection you need. I do believe that limited ground running would actually put more condensation into the engine, so that could potentially generate more potential for corrosion. Don't get me wrong...I think that the generally reduced flight hours and age of the GA fleet OVERALL is creating a potential for corrosion, but I also think the CamGuard guys have done a good job creating a market for their product. If you live in a fairly arid environment (read: not very near the ocean) and fly it at least a few times a month, then I don't believe corrosion is really going to be a big deal.

+1 to everyone's comments...meaning no one is right or wrong, and you just have to do what's best for your budget and your situation. I kept a Warrior outside for four years, with a good sturdy Bruce's cover on it to protect the cabin. If you're diligent about cleaning and waxing the structure, you can keep it looking pretty good, but it does take some work. And every time there's any sort of major storm, you've always got that nagging concern about hail, wind damage, etc. Both my Mooney's have been in a hangar, and I'm in the crowd that says I wouldn't really go back outside unless I have to for other circumstances (e.g. moving to a place where I can't get a hangar). It's just a nice comforting feeling to know that your pride and joy is well protected and ready for you next time you want to go burn dinosaur juice. But there is a cost to this security, so you have to determine if the benefit is worth it to you.

That's saying something, given that you can cover a lot more ground in an Ovation than in most other planes. I know that having moved from a Warrior to a J to an Ovation, my overall number and length of trips has stayed about the same, but my flight hours keep going down. I guess I just have to find reasons to fly farther!

I'd like to address this with a question from a different angle...what it's really like to jump from a failing aircraft while it's tumbling. As hard as it is to get into some of these planes (I did a brief stint of aerobatic training in a Super Decathlon, with one door for both passengers) I am curious just how hard it is to undo everything and get out while the airplane is in some obviously uncontrolled flight attitude. Seems like it would be a real challenge, although one no doubt that provides great motivation. Has anyone on this forum ever actually had to bail out of an enclosed-cockpit GA airplane? Can you describe the experience?

Well, not many folks would ever land a piston aircraft at Hartsfield-Jackson so they don't sell much of it I'm guessing. Any anybody who WOULD land a piston aircraft there probably wouldn't care about the price. PDK does still seem to be on the high side, but within 30 miles you've got CNI and WDR both at $3.7x. That's for those of us who live north of ATL and don't feel like dealing with the airspace. If you're on the south side, yes, Pine Mountain and LaGrange are awesome places to go. But I still haven't seen anybody beat the price I got at Kennett MO during the Thanksgiving holiday...$2.97 and holding strong, baby!