Jeff_S

Always tragic. What kind of tire was that at :59, though? It looks like an off-road tire from a taildragger.

I've started looking for events in the SE next year to spread the Mooney word. I noted that the Vidalia Onion Festival is having a big airshow, including the Blue Angels, so I'm trying to contact the organizers to see if we can set up a Mooney Ambassadors static display. I can't imagine a cooler way to spend the weekend, hanging out and showing off our planes and getting a free ticket to the Blue Angels. I'll add this to the Ambassadors website if it comes to pass.

Well, you've summarized nicely the differences between them. The main drawback I see at this point is that there is no easy solution for weather on the iPad, so if inflight weather is your biggest concern (and if you don't have it, you DO want it) then the iPad isn't currently the best solution for you. However, if you already have in-flight weather and are looking for a better, bigger in-flight EFB, I don't think you can beat the iPad, in particular in combo with ForeFlight. This duo gives you access to all AF/D info, all charts (including geo-referenced VFR and IFR charts), excellent pre-flight planning with full weather briefings and filing capabilities, etc. The GPS has always worked for me in-flight, although sometimes it is a little slow in finding position. This is not a real problem since I intend it only as backup to my 480/MX20 panel, but if accurate GPS is an issue then you will be happy to know that ForeFlight has just endorsed two external GPS antenna options that work flawlessly and provide much more precise location. Because of this, ForeFlight has decided to add geo-referencing to approach plates (and hopefully taxi diagrams, which is all I really want). Read about that here: http://blog.foreflight.com/2010/11/09/external-ipad-gps-receivers-for-foreflight-hd/

I have a Zaon MRX, which is the smallest of their units, about the size of a pack of cards. It doesn't have a directional screen and doesn't integrate into any other input device, so the readout on the face is all you get. But it's small and unobtrusive on the top of the glare shield, and it does a decent job of pointing out traffic. I originally had it in my Warrior, and there I thought it did an excellent job picking up traffic. In the Mooney, perhaps there's more interference from additional avionics or maybe just the airframe causes blockages, but I find that it doesn't seem to identify as many planes as it used to. This is especially true when the planes are below my altitude, as that is when I am more likely to see one whiz by me underneath without lighting up the unit. But planes at/near my altitude and any above me, it generally picks up quite nicely. What it really does is give you the occasional reminder to keep your eyes outside the cockpit.

Quote: rbridges either this is a very prudish crowd, or I'm the only one that caught that. lol.

Jason's insurance company should be handling his settlement, whether that turns out to be repair or totaling the plane. Then they will make the decision as to who to go after, if anybody, regarding the other plane that caused the damage. That's the way it usually works, anyway.

If we're talking about superstitions, the only one I have is to never wear red clothing while flying. I wore a bright red shirt on the day I did my first solo x-country (feeling pretty cocky and powerful) and sure enough the ALT breaker popped without my noticing it, and I was 70 miles away from home base with no electrical power. I had just enough battery juice to reach a Continental Airlines pilot who relayed my situation back to PDK so the Tower was expecting me, and then I had to execute my first-ever no-flaps landing. So I did gain confidence in my pilotage, and in knowing that an airplane will fly just fine with no electrical power. But I also swore never to wear red again in the cockpit, which I have upheld. (Not that this has actually helped prevent other things going wrong in flight!)

I invented a new tradition to help recognize my wife's gradual acceptance of flying and going longer distances. Last month we flew from Atlanta to Kansas City, and I made a big deal of crossing the Mississippi river. She was excited by it. Of course, someone who lives near there wouldn't think it a big deal, but it's nicely symbolic of doing longer cross-countries, sort of like a new Navy sailor crossing the equator.

Quote: georgeb I've had one for almost 3 years and just so you know, the Chrome spinner is going away. After multiple mishaps, they're going to a painted composite spinner . They're in the final stages of certification with it and I understand I'm to be one of the first to have the composite spinner. I opted out of getting a polished replacement..they're still having 'issues' with them (at least on our 360 engines). Now, that being said, as far as the performance is concerned, I can without a doubt tell you that it has been the most significant speed improvement I've ever put on my mooney....period. I recently put a stock prop back on while mine is being repaired, and once again, I can tell you without any degree of doubt, there is a considerable difference between the two. George

I transitioned to an M20J from a Warrior at the beginning of the year. Don't let anyone scare you about cockpit space. The Mooney actually is roomier once all is said and done. Or maybe it just seems roomier because you get to your destination so much faster and there's less time to feel cramped!

Quote: N223MM Which version of X-Plane are you on? I have 8 but have not Loaded it on the Mac. Which yoke are you using? I am in the marked as my old joystick just wasn't cutting it the last few times I used it. Are there any issues in using the yoke/pedals/accessories with the Mac?

Hi Folks. Just want to get this to the top of the list one more time as a reminder about the fly-in this Saturday at Big Fork South Airpark. We've realized that our normal SEMooney email list serve is inoperable so we're having trouble getting the word out, so if you are in the area and at all interested please come on in. The weather is shaping up to be very nice for Saturday. And bring friends...even non-Mooney folks are welcome of course!

Quote: KLRDMD P < 0.05 is generally used as the limit for statistical significance. Based on that generally accepted value, three is an insignificant number in this discussion.

Sure...the POH's always used to refer to this as "Economy Cruise" and that's how it's referred to in the standard Lycoming chart. That's where I would fly any time above 8000', where the Red Zone pretty much goes away for NA engines and the GAMI guys say you can lean however you want. That's what I was alluding to in my note above...at the appropriate density altitude, I lean to the "richest" setting advised in the Red Zone chart which would be pretty much as peak EGT, only leaning it more if I need to reduce temps. (For example, this summer was brutishly hot even at altitude so I had to lean more aggressively.)

Quote: KLRDMD It approaches zero, but it's not zero. in the 2009 Nall report, 3 people were incapacitated while flying, all were fatal. One of those is thought too be from falling asleep at the wheel so it doesn't really count here.

AvWeb recently did a survey on this, and the overwhelming response was to drop the medical. I have to admit I was one of the few that weighed in on the affirmative side. I don't like that every two-year (for the over 40 crowd) bit of anxiety that comes with it any more than the next guy, but for me the issue is passenger safety. If the driver of a car has a heart-attack, the passengers are more than likely going to be able to get away from the scene with their lives. If a pilot does, not so much (Cirrus drivers notwithstanding). So I think the main target beneficiaries are the other passengers rather than folks on the ground.

Quote: rbridges how many people show up for these? I'd love to go to one.

I run a Mac so MSFX has never been available, but I've used X-Plane for years and also used it to practice during my IFR training. I agree that it helps one learn the scan and it's a great, low-cost way to really see what happens when you're trying to fly the needles on an old-fashioned approach like a VOR or NDB, or even an ILS. I haven't equipped my setup with all the add-ons to do GPS approaches, but really, they are so boring that it probably doesn't matter. Of course, in the real world, give me that boring magenta line and my GPSS-equipped auto pilot any day!

Hi Folks. Just want to put out a reminder about the SE Mooniacs Fly-In next weekend at Big Fork South Airpark. They are laying out some food and if the weather is good it should be a beautiful day. Heck, why not even tell your non-Mooney friends about it and get them out, too!

I used the Sporty's system for my ground training for IFR and it was quite good. The material is well-represented, it's fun to hear Richard Collins' take on the realities of light-aircraft IFR flying, and the practice test system they have is excellent. I only missed on question on my written. And while opinions do vary, I agree that taking some more time to practice the flight portion in different conditions, and letting it all absorb more slowly, will not only make you more confident in IFR but will also set the material more permanently in your brain. The short course can definitely get you to the point of passing the test, and if you're going to subsequently fly a lot of IFR "in the system" to reinforce that training then it's a good way to go. But if you're like most GA pilots who want the rating to become a better pilot, but don't really expect to fly a lot of IFR, then the longer training approach will yield more long-term benefit and retention of the material.

Quote: DaV8or

I only fly LOP at any cruise altitude. In order to stay outside the "Red Zone" as promoted by Deakins and the GAMI crowd, I will pull RPM to 2400 at altitudes below 5000', but anything above it I cruise at 2500 RMP always. Again, to keep HPs down for LOP ops I will keep MP below 24" if below 5000'. I find that to be about the point where my MP won't get more than 24" anyway, although this varies a bit with temps of course. So with those power settings a rule-of-thumb, once I get to cruise I use the JPI-700 to set LOP at the appropriate highest recommended EGT (again, as per the Red Zone chart...I tried to attach this but I can't seem to find it on my computer). My GPH goes from around 9.5 at the lower altitudes to around 8.5 at the higher altitudes, all else being equal. In general I can maintain 150 KTAS or even a little better at these settings, again depending on outside temps.

I resisted posting this because, well, it just seems like piling-on. But in the interest of education, I mentioned above about an acquaintance who lost his gamble with weather last week in Mississippi. The prelim NTSB report is below. It is a chilling illustration of the power that Mother Nature can display when pilots get to the wrong place at the wrong time. The plane was torn apart in the air, and the debris field stretched for 15 miles. One only wonders for how much of the return trip to earth they remained conscious. http://www.ntsb.gov/ntsb/brief.asp?ev_id=20101026X35112&key=1

So, coupla' things. First, the saying "when in doubt, don't" doesn't only apply to weather or not to take off (pun intended!). It's application is much broader than that, really. If you have a doubt about something, quit doubting and check it out. Not quite sure how much fuel you have? Visually inspect. Can't remember if you unhooked the ground cable after refueling? Climb back out and look, even if you're half-way through your pre-start check list. The point is, if you have a doubt about something then just do something to erase the doubt. This does not mean, of course, that you can erase all uncertainty, especially as it relates to weather. But there the trick is to replace "uncertainty" with "risk." A business prof once taught me that "the role of the entrepreneur is to replace uncertainty with risk." Casino gambling is like this, too. A bad gambler (me!) doesn't understand the tricks and is as likely to lose everything as win it. A good gambler knows the game, knows the odds in each situation, and by playing those odds correctly can increase them in his favor. That's how I always envision the weather briefing. You're never going to get rid of all the uncertainty but with knowledge and experience you can determine the risk of any situation and then determine if you're willing to accept it. And finally, to all those folks confused about the use of the term "survivor," I applaud you because this means you haven't yet started to read the Obits in your local newspaper with regularity!

Guys, this is simple. When in doubt, don't. My primary CFI taught me this and it holds true in many situations. It seems that the more experience you get, and the more capable the airplane, the harder it is to stay true to this philosophy. This was borne out last week when an acquaintance and his wife were killed in their turbo Bonanza trying to come back from Mississippi to Atlanta at the bottom of that massive low pressure system. Their FlightAware track is pretty telling...it appears that trying to poke through some weather they got caught in an express elevator to heaven that tore up the plane. It landed in pieces in a wide area.