Jeff_S

Talk about being cooperative...on Saturday I was making my way through local buildups all throughout central and north Florida, trying to get home to PDK. With both XMWX and Stratus ADS-B NEXRAD, I was able to stay in the clear and I think experienced less than 30 seconds of actual precipitation, but there were some great diversions. At one point ATC simply said "divert as necessary and just let us know when you're back on course." I had free reign to go where I needed to to be safe. My hats off to the entire ATC crew on that day.

I don't see much downside in the outcome of this. It raised publicity for sure, with the money going to a good cause. And it may have helped established a market value for the fastest single-engine piston airplane...sorry, fastest "certificated" single engine piston airplane. I'm sure there are some experimentals out there who can beat it. Call the winning bid $650K, that's less than 10% off their list price for a new Acclaim. Now, I've never bought a factory new airplane, but I can't imagine that they go at full retail, unless of course the buyer is a Catholic. (Hey, I grew up Catholic so I can make the joke!) I'm sure these things always get negotiated, especially if there is an entity buying more than one unit (possibly some Chinese corporations?). So in my book, I think the auction came off pretty darn well for Mooney and for the overall valuation of these aircraft. I've been talking to some of the factory folk at length lately, and everyone I've spoken with says they have more confidence in Mr. Chen and his business model than they have seen in years. It will be fun to see how it plays out.

Park Rapids Avionics did all the work on my current panel (done by the prior owner) and the did a stellar job. I don't know anyone personally there since I didn't pay for this work, but the panel looks great and works great too. http://www.parkrapidsavionics.com

I updated this morning to both my iPhone and iPad. The iPhone worked fine, but the iPad did crash. So I did the re-install and then it worked fine. Lucikly I've got a pretty fast internet connection at home so even having to download all the charts again was not a big deal.

Not to be too pessimistic or anything, but if they can't raise $699K in a charity auction for this airplane, how many are they going to be able to sell at that price? Believe me, I want them to sell a lot, but if there is a ready market for the plane I would think this auction should get at least close to the normal asking price. Perhaps the final bidders are there lurking with their fingers on the "send" button, waiting for the deadline.

Someone else already said the magic word: "unable." The PIC has the last authority on the safety of the flight and the aircraft. Like everyone else, I have never NOT been granted leeway to avoid buildups, and you definitely want to avoid one that's towering to 18,000' because even with no electrical activity there will be strong convection (that is, after all, why it's building up). So I can't imagine a scenario in which ATC will disallow your request, nor can I imagine a scenario where you would want to fly into that sucker.

Does this metric still hold true when talking about a Continental big-bore such as the IO-550, or is it specific to the IO-360 in the J? As I inch closer to my move into an Ovation I'm boning up on the metrics I need to use as rule-of-thumb for that engine. I have them down pat in the J so just trying to quickly get to the same level of comfort with the bigger engine.

I'm not aware of an automated way to get the actual clearance via any data source, at least not for GA. There may be data feeds for the big iron but I have no familiarity with that. It is true now that there are several ways to see what clearance you'll actually be given when you do finally call in. ForeFlight will do this automatically, and send you the actual assigned route if you file through that device. You can also sign up for alerts for your N-number on FlightAware, such that after you file, when the flight plan is input into the ATC system and gets to FlightAware, you will get an email showing you your actual clearance. This is helpful in that you can have your route programmed into the avionics before you actually call in, so it can save some steps. But as far as I know you still do have to talk to an ATC human being to get your actual clearance.

As to the difference between 2- and 3-bladed props, since I've only ever had the 3-blade I can't say for sure. Most people will say that due to the extra weight and drag, the 3-blade is costing me up to 5 KTAS. They may be right, but I don't feel like changing it out right now. As to RPM, probably just the same guidance as already noted applies...if you have a preference for what feels smoother, use that, but realize that at any power combo the 3-blade is going to be a bit slower than a two blade (in cruise...climb is a different matter!).

As I wrote (while those other posts were happening!) the "over square" problem is a myth with our horizontally opposed engines. There was some truth to it with the big radial engines of the WWII era, but for our engines you can discount that entirely. As noted, view the webinars of Mike Busch (http://www.savvymx.com) and you'll learn a lot.

The manufacturer says that for that engine and that airframe, 2500 is the ideal cruising RPM. But others (like Mike Busch) argue for a lower RPM as that gets more efficient use of the horsepower from the engine (less friction, as I recall). But I think it really just depends in several factors that are entirely up to you. For example, you can cruise at 2400 RPM and WOT all you want (don't worry about the old wives tale of "over square") but you will be going a little bit slower than if you cruise at 2500 RPM and WOT. For me it was about 3-4 knots. For some people, they just find the RPM setting where they think the engine is "smoothest" and leave it there. I think more important than the RPM is how you manage the fuel mixture. Whether you choose LOP (me) or ROP, just make sure you keep the CHTs in the comfort zone of 330-350 degrees. That's what will have the most positive benefit for your engine. You can choose to slow it down and enjoy the ride, or rev it up to get there faster...just maintain those CHTs and your engine will be happy.

I have also spoken with Paul Keener about this at length the last few days, as I've been looking at a 2005 Ovation 2 with the same set-up. He did indicate some positive momentum in this area and that while there is no specific timeline, they do realize it's a needed feature and it is on the drawing board. Interestingly, he hadn't even thought of the whole 2020 ADS-B compliance angle, which I found somewhat surprising, but he now has that on his radar. However, don't kid yourself about the cost. Even if they get it certified it seems that you'll have to pull and replace at least one, if not both, of the display units, the radio, swap out antennas and a few other components of the G1000 that I didn't recognize (he was throwing out acronyms). Given all that, I asked him point blank if it was likely to be "about $50K all-in" to make the switch and he said "that's about right." Of course, not hard numbers, but something to plan for. I casually, somewhat jokingly mentioned that of course all this would be for naught if the company went out of business again, and to this he perked up and said that he was very impressed with the new management and their 10 year plan, and he was more encouraged than he has been for a long time about the long term prospects for the company. So that is good news as well...as long as they can hit their targets!

Seriously? I didn't remember that from the demo unit I saw. I wonder why they did it that way. They own the code that allows you to enter a single point on an airway and then select the airway from that...it's in the 480. Good point to remember, though.

That gauge is either measuring just a single cylinder, or it measuring the composite exhaust gas stream further down the line. Either way, it's not going to give you the information you need to see how each cylinder is doing during the leaning process, so it would not be generally recommended to try going LOP with that instrumentation. Also, it's not clear what plane you're flying or whether you have a carburetor or fuel injection. The former is also not generally recommended for LOP operations. The answer to your second question is "No". I routinely run my engine at WOT and 2500 RPM no matter what the altitude, LOP. Instead of looking at the number of degrees LOP I'm running, I tune it so that my CHTs are in the 330-340 range as this is what really matters. But you need a real engine monitor like the JPI and decently balanced injectors to do this.

Hello Folks. I'm getting the itch for some more horses under the hood...yeah, I guess I'm trying to keep the avgas makers in business. But I thought I'd float my plane out to Mooneyspace before I put it up on Controller to see if anyone is interested. This is a 1990 J with 3300 hours total, 1300 SMOH and 400 STOH with new ECi Cerminil cylinders. The only reason the prior owner did this was because the existing chrome cylinders were using too much oil, but the ECi's have broken in nicely (I'll show you the Blackstone reports) and I go 25 hours between changes with at most one quart added. The panel was redone in 2006 with state of the art equipment for that time. It's got a GNS480 WAAS navigator with an MX-20 MFD and GDL 69a XM Weather/entertainment receiver. It's also got a Shadin air/data computer and JPI engine monitor with Fuel Flow, all of which is programmed to read TAS, wind speed and direction and fuel/distance/time parameters on the 480. In short, it will show you everything that an Aspen or Garmin G500 will. And also, an S-TEC 55 autopilot with GPSS and altitude/vertical-speed preselect so this system is rock solid in IFR and will automatically fly you all the way to the runway on an LPV approach. Rather than put all the other details here, attached are some pics and a spec sheet that I've worked up, so if you're interested send me a PM. I do have a price in mind, a realistic one having priced this both on vRef and Aircraft Blue Book. While I'm saddened that these Js haven't held their value as well as I hoped, rest assured I am trying to be realistic with the price. I don't want to post the price on this forum, though...too many forum trolls! Take a look and let me know if you're interested. Thanks! Jeff BTW, the right rear passenger seat is removed to give more luggage space, but of course I have it and it is upholstered just like the left. N1077G Spec Sheet 2014 06 14.pdf

I don't have a GTN series navigator, but I've got the next (I might say "the first") best thing in my GNS480. Garmin finally added some of the superior routing and flight planning features of the 480 into the GTN series. In your #1 scenario, I'm not familiar with that locale or those airports, but if I had created the flight plan as you did with the IAF as a waypoint in the original plan, when I go to load the approach I can specify that IAF as the starting point and it will redraw the route accordingly without showing me "doubling back" to the IAF. Here's a question for those who now have the GTNs: have you had occasion to use the Victor-route routing feature when entering or amending plans as provided by ATC? Isn't that the slickest thing? Sorry for gloating, but that, too, is a standard feature of the 480.

Wow, didn't have the time or inclination to read through the whole thing, but I wonder why they decided to pick on GA so much. There's always an ulterior motive. Perhaps the author's family was scarred by a tragedy of some sort. That's what I'd like to understand.

Nice P-51 Merlin engine sound effects, especially on the last shot where the Mooney breaks away to the right.

Mine is 1887, also with a 3-blade prop and a few avionics extras. 1930 would be a stretch I think.

Hi Don. I always had the device on top of the glare shield, sort of nestled into the corner on the pilot's side. I did try the suction mount, putting it on the back window inside the luggage door. I did this because I was concerned about the unit heating up in the sun on the glare shield. But while the Stratus worked fine, I kept having problems with the suction mount falling off the window. When this happened I did see degradation of the signal to ForeFlight, so I suspect keeping the Stratus down lower in the aircraft will cause some loss of reception.

This happened to both my gear doors. It's a flimsy part and will wear out pretty quickly if the doors aren't aligned well. I bought the new doors from LASAR, had them painted, and then had Joey Cole really align and tighten them correctly so there is not undue pressure on that leading edge. That's what really kills them. Of all the "extra expenses" associated with retractable gear, this has been the only one that I've really experienced (so far, knock on wood). But having to replace both parts, then get them professionally painted, then re-aligned correctly, put me back more than $2 AU* all in. Such is life. *No, not Australian dollars...Aviation Units! And if you have to ask how much that is, well...don't ask!

The only one I never had a subscription to was IFR Refresher because I just didn't see the difference between that one and IFR Magazine. I don't get AOPA Pilot anymore because that seems geared to newer students. I used to get Aviation Safety but that started to seem redundant as well...there really are only a dozen or so ways that GA pilots kill themselves, and these show up in all the "Never Again" columns and accident reports that are covered elsewhere. One that I've recently discovered (although it's been around for a long time) is Air Facts Journal, an online magazine that (I believe) is run/edited by Richard Collins of Flying Magazine fame. It's got a good selection of articles and interest pieces that I don't see in other places. Check it out at http://airfactsjournal.com.

Wow, that's a pretty good program, getting a "leather jacket" for landing at all the "little airports" in Minnesota. I've embarked on a similar quest on my own here in Georgia, and have about half of them, done.

We get a lot of folks into Mooneyspace with your same line of questioning. You may want to do some searching or just reach through other threads to get some answers, as all your questions have been addressed many times over. You seem to be on the right path, though, in thinking through your requirements. I think you need to question just how much of your time will be spent carrying your entire family, and how far you want to go and the length of your trips. The reason I ask is that no Mooney is really a "fill four seats, gas and luggage and go" type of plane. It's true that the longer bodies have a bit more legroom, but they are heavier and often have other weight components that still limit their total useful load. You just have to think about what your average flight profile and needs are. As to Mooneys being "small" that is a big misconception. Once you get seated in the Mooney you have plenty of room. You do sit lower in the cabin and stretch your legs out, like in a sports car, but the shoulder room is fine as is the head room. I'm 6'3" and the only time I hit my head on the ceiling is in turbulence. Good luck with your search...it's one of the funnest parts of plane ownership, contemplating all your options.

Yes indeed, Paul's Ovation has piqued my interest for sure. Too many toys to consider....!