Jeff_S

Another thing to consider about window shades, especially the reflective ones, is that they can intensify heat right back onto the plexiglass and the sourrunding environment. I've always wondered what that does to the windows and the glue holding them in.

I have the Bad Elf and it works fine, but frankly, I don't use it anymore because when I'm in-flight the internal GPS on the iPad seems to work just fine. I suppose if you don't have a 3G version of iPad then you do need some external GPS antenna, so that may be part of your question.

BTW, the "lightweight" cover from Bruce's to which I was referring may not be the same thing as what Bennett meant. Mine is a full-weight canvas that is definitely waterproof, it just has less material and doesn't cover the wing roots or stretch back to cover the rear antenna. So in this regard is it much lighter but still provides plenty of protection.

I had an FL190 in my Warrior which I used as a primary MFD to back up the GNS430. It worked great, and I loved the interface. It made it very easy to get all the info you need. My Mooney came with a 480/MX-20 set-up so I let the FL190 go with the Warrior when I sold it. I can recommend the Flight Cheetahs but it does depend on your particular set-up. I had mine yoke-mounted in the Warrior but I think in a Mooney that would be a bit crowded.

Bruce's makes a shorter, lightweight cover as well that may be just the ticket. I inherited one of them when I bought my J, but since I was parked outside I splurged for the longer, heavier cover to use regularly. I use the lighter one when I travel to save a few pounds.

Thanks to all for the tips. We haven't booked our trip yet so perhaps we'll wait to see what happens after the weekend!

My rule of thumb is 5 miles for every 1000' feet of descent. Think about it; we cruise generally in the 150 knot range, most us (turbo and long body boys excluded) which is 2.5 miles per minute. When we tip the nose over for descent we'll pick up some of that speed, but I generally see TAS of 165+/- in cruise descent. That's a bit closer to 3 miles/minute but I use 2.5 to be conservative. At 500 fpm descent, that's 2 minutes for every 1000', or 5 miles. Easy peasy lemon squeezy. (If you really do approach 180 KTAS, use 6 miles per 1000'.) No GPS programming required and gets you into the ballpark without any undue stress on the engine. If winds or other conditions cause throw off the timing, I'll simply reduce RPMs to 2400 to slow down a skosh, or reduce VS to 400 fpm to stretch it out. And being a dedicated LOPer, I don't touch the red knob at all, unless I have to spend any appreciable time at a lower altitude in which case I'll richen back to my target EGTs to keep the speed up.

My fuel pressure gauge is similary erratic. I think the main connectors get corroded and come loose...when I gently press on the screw holding it in things stabilize. I have a small screwdriver that I keep handly to periodically tighten it and the problem goes away. Since I have a JPI I don't worry about it too much. That instrument, and the big fan in front, will tell me if I have a fuel problem.

I also belong to all three for the same general reasons, but I'll add an additional thought. In the last year or so month, EAA has seriously upgraded the editorial and publishing quality of Sport Aviation magazine and I think it is now hands-down the best flying publication I get. The diversity of articles is excellent and I always find some things on both flying theory/practice and aircraft maintenance that I can use. It's even given me just the slightest hint of an urge to build one myself...but that usually passes when I see people talk about the thousands of hours they've spent building one. I'd rather be flying at this point.

I guess my point was that while I understand the concept of computing the theoretical drag polar, and maybe doing that just for fun (well, THAT I couldn't understand, but hey, I was a French major) in the real world, our planes are all so NOT fresh of the factory floor, and have all been modified up one side and down the other, that it really just that...theory. But if that is the engineer's version of me doing a crossword puzzle, then I totally get it.

Seriously? You're trying to differentiate between essentially 3-5 knots indicated? You're lucky if your ASI is within that margin of error. I'm jesting a little of course, but wondering what the end goal is of your analysis.

Quote: danb35 Often wrong, never in doubt...

Hello all, Looking at the NC Outer Banks as a fun place to spend a week either late Sep or early Oct. It has all the requirements for my wife to consider flying the Mooney: beach, golf, and no stopping for gas from Atlanta! I thought it would be fun to fly into First Flight Airport but Airnav says you can only park there for 24 hours. So it looks like Dare County Regional is the place to put it for a longer stay. Any other comments or recommendations? Thanks! Jeff

The primary decision will be between a rate-based system like those from S-TEC or the attitude-based system like the standard KAP150. My plane was an AT model (one of about 20 built) that didn't come standard with any A/P, so it had an S-TEC55 system added after the fact. I love it and with the supplemental GPSS and altitude preselect that were also added it will basically fly the plane from take off to touchdown if you want it it. But folks will say that an attitude-based system will provide overall smoother flight and not spend as much time chasing the needles...all that may be true, but I've not found that to be any bit bothersome with the S-TEC.

You know, if you look at some of the pics of Ovations and long bodies in cruise flight, with the empennage trimmed for less downward force the tail really does angle backward slightly. So while I agree this interpretation is not perfect, I like it. It is, after all, an "interpretation."

I'm lucky in that the guy whose hangar I inherited had an electric PowerTow that I could use. I did have to spend the $100 or so to get the Mooney-specific extension bars and attach points, but it's been worth it. Even though the incline to my hangar is slight, it was still a big challenge to push that thing in manually. The PowerTow makes it simple.

I just got back from a trip to Denver in July. I didn't have time to take the full MAPA mountain course that was being held that same week, but I did go up with a CFI from Longmont for a day (Cleon Biter). Weather was already moving into the mountains around Leadville in the morning so we cut it short on a northern route up over Rollins Pass, into Kremmling, then over Rabbit Ears pass to Steamboat where we landed briefly, then back over Rabbit Ears and Cameron Passes and down into the plains again. My J did fine, but admittedly not an overwhelming climber with DA's that high. We got to 12,500 at the highest point to cross Rollins Pass, and I had to keep the climb rate at about 100-300 fpm in order to keep speed up and not let the engine overheat. It was a good chance to learn how to find thermals and use their help to climb (Biter is a glider CFI as well). Once at altitude, though, I was amazed that I was still able to get 150 KTAS on a slighlty LOP setting.

So what was your oil temp, anyway? And I'm really surprised by your EGTs being below 1200 as you say. It almost sounds like you had leaned to an LOP setting, which is not the best thing in the world to do when trying to climb quickly. But I would agree with the general consensus that the odd occurrence of such things as you suggest is not going to be a big problem...I've made a few of these bonehead mistakes as well as I learn the J, like forgetting to push mixture in full-rich on takeoff and then wondering why my EGT/CHTs start to skyrocket! But that IO-360 is one tough beast and will take a lot of punishment.

No, of course I'm not leaving the Mooney family. And Sunday I had a vivid illustration of why not! I was cruising back into PDK, talking to ATC on flight following. About 25 miles out or so I got this: "Mooney 77G, you've got a Cessna Cardinal at twelve o'clock, 5 miles, also 4500' and heading to PDK." "Roger, no joy but looking." A few minutes later, ATC: "Cardinal XX, Mooney on your right wing 2 miles, same altitude and heading to PDK." I looked off my left wing and finally saw them...had to keep turning my head to the left to keep them in sight. A few minutes later, now talking to PDK tower: "Mooney 77G, you are cleared to land 2 right. Cardinal XX, report at 5 miles." Hubris is a dangerous thing, but ain't it great to fly a Mooney!

Mr. Mac201, you bring up an interesting thought about static lines. The A/P will definitely need those intact to hold altitude, but I would have thought that the folks who have worked on your plane so many times would have checked that already. I know Epps did find some old and cracked static lines to my A/P and replaced those to address some minor pitch porpoising. That is something to look at. Although I still think you may have some grounding issues somewhere based on what you've described as the behavior. But let's go up one evening this week and I can fly the bird while you troubleshoot things and maybe we can isolate the problem!

I'm actually having this done as we speak. I had to replace the right inner-gear door due to some extensive front edge cracking, so I got the replacement from LASAR (all primed and ready to go) and took it to a local body shop. They'll match the original paint and give me back some extra so I can use that for touch-up on different spots as well. Cost is $100, of which $50 is for the matching and paint. Could probably "rattle can" it for 1/8th that price, but I couldn't find any spray paint at the auto stores that really looked right.

I got re-interested in this a few weeks ago, but then read a bit more on their website and learned that it adds about 20 pounds of weight to the nose of the airplane. My plane already seems pretty nose-heavy as it is ("seems" isn't the right word: the official W&B shows that it is practically impossible to to load my plane aft of the CG envelope, but very easy to load it fore of the CG with fuel and a few normal sized dudes in the front). So that, coupled with the fact that I don't really want to start messing with oxygen and everything you'd need to get full use out of it, has deterred me. Oh, and the cost! But that said, I would be interested to at least know what kind of deal we can get.

I was going to say formation practice as well...no really, I was!

Quote: Ksaunders I have no experience with a Mooney but have not met anyone yet that has not said with excitement, "Man, you're going to LOVE that plane". I got my private in a rental 172 and have 240 hours (and got my instrument) in my very own 1974 Piper Cherokee PA-28-140. With close to 300 total hours I'm both excited and a little nervous to be the proud owner of a beautiful M20J.

I suspect that was a test flight of the new 747-800, yes?