M016576

Or it was a single missed manufacturing or material defect that manifest itself over time.

If the motor wasn’t turning, does the engine still require a tear down? Just curious.l (hopefully I never have to find out the hard way).

My missile is 1010, it’s got TKS on it.

At least the damage doesn’t look too bad. Might be more of a hit to the ego than anything else.

Nice- I used to make similar trips to that in my stock J when I was flying out of IYK (tended to go north though). The sierras are beautiful with some snow on top!

I think so- I have an avidyne IFD, so I don’t really know. Just glad to see garmin doing something like this. Maybe they are finally taking a swing at us CB’s?

Over the past 20 years of being up in the FL’s, every once in a while I see a Mooney up in the FL’s. For the past few years, I’ve been writing down the tail numbers to see if it’s anyone I recognize from mooneyspace. I have yet to hear a Cessna or bonanza up in the FL’s... but maybe I’m just not paying attention to those “other guys.” Those of you that take your mooney’s up into the FL’s on a regular basis are the exception, not the rule... at least out here in eastern Oregon. I flew the missile up to 15K today again, just to refresh myself on how long it takes. Was about 15 minutes from wheels up (4100’msl) to 15K. I had about 600fpm of climb left at 115kts IAS. It was colder than standard today, and I was the only one on board- so it was climbing pretty well. I still maintain that if your MEA’s are in the teens (13+) on a regular basis, you most likely need a turbo for safety. Oh, and an oxygen tank. Maybe two.

Looks like Garmin is taking a page from Avidyne’s playbook and is now offering an option to use the flight stream that doesn’t cost money. It looks like garmin has partnered with Fltplan.com to allow for fltplan go to interface with garmin units through a flight stream. I’m pretty sure fltplan go is free to use.. if this is the case, then garmin users now have an option that doesn’t cost 150+ a year to transfer flight plans with.

Hah! Now you’re talking! but until one finds a way to buying themselves a carrier arrestment, jet-on-jet air combat or strafing terrorists in Afghanistan... there’s something to be said for flying for a living

Read my edit

Nope.... a VFR climb on course.... Enter the NAVAID or intersection, which will establish you on your route as the first entry in the "ROUTE-OF-FLIGHT" section of the flight plan ATC will issue instructions as to when to contact ARTCC for your IFR clearance Must write "request VFR climb on course" in the remarks section of the flight plan Remain below CLASS A airspace and fly VFR cruising altitudes until issued an IFR clearance Removes the requirement for the controller to provide any separation in class E airspace you can also request these with clearance delivery typically. They a perfect for a day where you see a bunch of VMC holes above the field, but the IFR departure procedure would put you in the clouds.... edit: VMC departures are great, but if you’re IFR- you still have to follow the procedure... unless it’s a VFR-climb-on-course (which is still.. well... kind of IFR )

My favorite IFR departure? A VFR climb on course. Most people who disagree probably haven’t flown for a living

Part of what makes “triple D” so successful, though, is the accessibility of the destination and the idea that “yeah, I could go there and partake in that!” The allure is more the “hidden gem” but achievable effect. GA doesn’t really offer that type of appeal. Your average American TV viewer wouldn’t be able to relate to something where a small airplane takes you to a small diner at a small (or even large) airport. It’s just not an “approachable” topic for viewing. Honestly, most GA pilots probably wouldn’t watch either... they’d be busy flying to the airports to go get said $100 hamburger.

If you’re routinely flying above 15K, get a turbo charged variant of some form. a NA bird can get you above 15K... I’ve had the missile up to FL180... but I wouldn’t want to make that climb all the time. About 15K is where the climb rate and the airplane in general start to feel pretty soft. -a-: FL’s don’t start until 180..... below that, you’re “15, thousand” for 15k, ETC... but I know what you meant ;)... unless you meant low FL’s at in taking the O up to FL180-190 routinely... in which case I would say you’re better off in a turbo’d bird- hah!

Over what time period and at what settings, I believe the OP is asking... i think we we need more info: was the system on the high setting, and primed prior to picking up ice? How long had the system been running? Was the fluid new or old? Ive seen it take a few minutes to shed ice, if I hadn’t primed the system and had it running prior to entering the icing conditions.

Call me a hater, but I just don’t think the experience translates. I read this in a book, but I think it may apply here: the only people that find flying cool are pilots, other pilots and boyscouts. I found the flying scenes in flying wild alaska to be kind of boring. From experience- 500 KTS at 200’ feels fast. 500KTS at 20,000’ feels kind of slow. I can’t imagine trying to quantify a 10 or 20 knot difference between GA aircraft on camera, and make it an exciting, perceptive difference. At least not in the way you can make a car appear more exciting (thinking top gear). Also, cars have a wider appear, as they are more accessible and more understandable... they give a feeling of “I can do that.” Where as GA may not. And no matter how sexy I think my Mooney looks, when people that don’t know about GA see it, all they see is a coffin with wings!

Is it illegal to install a G5 on a Fiki aircraft, or does the G5 installation just invalidate the FIKI certification?

According to Avidyne, and they have paperwork on their website that confirms this: an owner is legal to swap a 430W out for a IFD440. If it’s a regular 430, though, you need a new WAAS gps antenna, so that is not legal for an owner to swap out.

That extra room doesn’t do you much good without the extra useful load to go with it (970 is pretty low for a S from what I understand).

Dumb to even try: So much risk to accept when it’s so easy to just go fly an aerobatic airplane legally and safely. things you don’t have in a Mooney: inverted flight tanks, inverted baffles in the oil system, a parachute, an easy way out of the airplane... that said- a barrel roll should be a positive G maneuver. And a normal category airplane is good up to 3.8G’s by certification standards.

Even more so with the ovations and Bravos... from a price/inflation standpoint, the J does seem to be the best investment... or at least it’s held it’s value the best

I think their are two primary reasons a seller refuses a PPI. 1: they may have something to hide or 2: the buyer expects the seller to pay for some or all of the costs associated with the PPI. So long as the buyer is willing to compensate the seller for the cost of the time and fuel to get the plane to and from wherever the buyer’s choice of PPI shop is, then pays for the inspection itself, I don’t see why they wouldn’t be OK with a buyers request for a PPI. sometimes when I hear the stories about a seller refusing a PPI, I wonder if I’m not getting the whole story... maybe a PPI was just accomplished by a MSC a week prior and a previous buyer got cold feet, or maybe a buyer made the demand that the seller pay for the inspection. I don’t know... just a though.

I think the realization that a flyable bare-bones J with a mid time motor seems to be going for 100K these days. This is a good thing, right? Or is this a sign that we’re about to hit a recession?

For that price, I’d buy a missile, rocket, early ovation or bravo. Then add the instruments over the course of a few years. I don’t think that price is too crazy for a perfect turn key J-just looking looking at the (very limited) selections. It does seem to be a sellers market- very few nice examples out there....

To the OP- welcome to winter in the PacNW. Living up here has its perks- but winter (IMC) flying almost always carries icing risk with it. high MEA’s mean you’re pretty much always above the freezing level. I have a TKS missile, which has the power to get me up into the high teens, and the TKS to help me in the event of an icing encounter. My planning process though has me looking very carefully at cloud tops and bottoms. I don’t feel compelled to fly IFR very often- and pretty much never do in the winter, part of the reason for that may be that I’m able to maintain currency during my “day job.” Don’t feel like you NEED to file IFR just because you have the instrument ticket. Flying VFR can be safer, faster and more fuel efficient, especially in the conditions you describe. Where ATC is restricted with MEA’s and traffic, you can duck below cloud decks and maneuver left and right of course while VFR to avoid buildups. I’ve heard some pilots say that they fly IFR do they “don’t have to worry about traffic.” That’s not necessarily true- if a pilot is VMC and on an IFR flight plan, they still have the responsibility of looking for traffic and avoiding it if it’s a factor. Regardless- IFR is a great tool, but it’s just that, a tool- use it when it’s appropriate for your mission, but don’t feel like you MUST use it at all times. the only thing I’d mention in your decision making process is this: in an unprotected plane, I would not climb out of known VMC, into sub-zero clouds, looking for a top, even if there are no pireps of icing. Around here you will almost certainly pick up some amount of ice doing that, unless you’re well below freezing (-15C or lower). If ATC needs you to climb for a MEA, I’d rather cancel and stay where I’m legal and safe. casual observations flying in this area (K-Falls, LKV, MFR, BDN, RDD) over the past 6 years- most icing I see occurs between 8-12K, however I’ve seen some buildup as high as 16k. mostly light-moderate rime Ive seen heavy once or twice around here- and it fodded out several turbine motors, requiring very expensive inspections and imparted stator blade damage to the compressors... even with the engine heats running. My best estimation is that TKS would have been quickly overwhelmed by that day’s icing. That was at 16-ish K. the worst icing seems to occur over the lakes, or over the mountains, where the moisture gets pushed up into the freezing layer. if it’s snowing on the ground, more often than not the tops are fairly low (10-12K). if you are above the clouds and see a “halo” around the shadow of your plane and freezing conditions abound below, you’ll probably see some ice. a motor is good. A turbo charger is nice, a turbine is better, afterburners are the best. Unless you’re low on fuel. In which case being on the ground is the best. realize that all I’ve mentioned above is just some casual observations from flying in this area, and flying through some pretty gnarly weather both professionally and personally over the years. The FIKI systems are nice, but they have limitations too- vary your risk tolerance based on your skill set and don’t be afraid to dial that risk level back if you’ve got passengers on board. Stay safe out there!