Vref

Long time no talk...yes Byron, I agree nothing beats the mooneys efficiency..however the cheapest Ovation is about double the price of V35..also.... However for multi role purposes...one could discuss. In Europe bonanza's have become on the same price range then M20J's...I agree you pay a price for the fuel flow...with a cost close to 3 euro/Liter it explains why ....

Being without an aircraft now and holding European JAR PPL and FAA PPL qualifications I decided to re-activate my FAA license I got in 93. It looks like I will go to the US to go for a full accelerated IFR training 10 days. Focus only on that and get it over with, I did the same 20 years a go...I am bit older now..but ready for the challenge..;-)) In the current European system it is just not happening for people like me who have busy family and professional lives.. Go figure first study 7000 questions pay a fortune for the flying and every approach $$$$ I will try to clock as much old FRASCA simulator time I can get before heading over the other side of the pond. I am thinking of using American Flyers...any feedback..? Until EASA get's there act back together after 2014~15 meaning implementing a feasible IR qualifications I will be able to fly IFR well on N aircraft or on a EU aircraft with a dual qualified IR instructor next to me...

A debonair C33A ..? I am talking TAS speeds at higher altitude >8 9000 Ft or earlier with upgraded engine.260 or 285 Hp...Donno yet still looking...my carbon footprint surely won't improve when going BO..;-). The trinidads look to be much more expensive/intensive in maintenance...Maybe I should put Oleo's under a J..;-)

Guillaume, thanks I know Peter he is very knoweledgable on the subject. Though under the EASA rules things remain very difficult. I will have to bite the bullet anyway. What seems to be the situation. EASA will not be able to implement this requirement for CPL/ATPL rated FAA Pilots (having an EU citizenship) as this would kill a big part of Biz Jet business in Europe and I don't think this would be accepted under current economic situation. However it looks like that flying smaller GA aircraft this will be virtually almost not possible any more.....There would be no incentive anymore to get an FAA licence as teh EASA would be greatly aligned with the FAA ones... .. PS in Germany you can fly on private ownership your prop and engine on condition....

Carusoam, same to you my offer still stands also..whenever close to Mechelen (Belgium) give a shout..;-)

You can blame the Chicago convention of 1944 out of which the ICAO 18 annexes where developed. It defines the sovereignty of each contracting state. Once you are flying outside US airspace you are confronted with that. Crossing an FIR bounderies is mostly changing ACC center. Except Euroocontrol who controls Airspace >FL195 from Belgium, part of Germany, Netherlands and a chunk of France . It's only disappointing that Europe is not capable of going beyond ICAO and develop an harmonised approach for Europe...politics and history play a role..It wil take another 10 years at least. The european comission wants to implement 7 FAB's in Europe that means seven Functional Airspace blocks thus coming to some major ACC's controling all the traffic in Europe....The most advanced one is FABEC FAB Europe Central which will be Germany, Belgium, France, Switserland and teh Nehrerlands in one unit... Did you know that for the same traffic as in the US we need three (3) times much controllers then in the US just for managing the complexity of Airspace...You can imagine in order to change that Political ill is needed.... It is moving but way too slow...and EASA is like the titanic in order to change course you need to let it sink first..;-) Also any aircraft beyond 2 tonnes has to pay route charges when flying IFR. This is why Piper DLX and Meridian's are very popular tehy fall just below the 2 tonne limit..;-)

Thanks guys for the kind words, honestly it was a difficult decision.I will miss my bird. But sometimes in life it's not all about flying. About the Bo's I flew a V35A last Saturday in hard IMC with a very experienced pilot. I was impressed honestly. Be able to land on a grass rwy is a huge benefit for me. I also believe climb performance of the Bo is better it's also a better cargo hauler... Kpc yes Europe is paying a price for it's over regulation, EASA got soo much negative bashing lately, that they will have to change there attitude toward GA from 2014 the situation seems to improve as they will align the IFR ticket more toward ICAO standards. What really makes me angry is there attitude toward N registered aircraft and Pilots holding FAA licences. From 2014 onward you can not fly IFR any more on board of an N registered aircraft in Europe (as a EU citizen) you must hold an EASA or JAR licence .....The complete IR trainng for non professional Pilots has come to a halt as nobody is going through the hardship anymore, waiting for teh change. The French had enough and re-erected there National IR licence as reaction. But that doesn't help much as you can fly IFR only in French Airspace.......... And then you have people like me how want to improve there safety/operational capability and are pushed back through over-regulation and very tuff theoretical exams...only 3% of the GA community in Europe has an IR ticket go figure.... And then we are not even discussing the FAA STC stories which are not accepted in Europe. You people on the other side of the pond should realise how fortunate you are .... rgds Luc

Thanks Byron, I know but these Ovations look so damn tempting...;-))), if they would be less expensive...I will kindly ask for a runway extension on the place I often visit..you never know;-))

Dear All, My aircraft has found a new owner. ... who I am sure will be very happy with it, I put all my heart in it to bring it to the current condition.. I am not sure what the future will bring. Before I will engage myself for any other hi-performance aircraft I made a promise to myself to get an instrument rating first, which is in the European system a huge challenge as the complete training environment is set up for ATPL-pilots ..You are not even allowed to train with your own aircraft (yes unbelievable but true) Of course I will be lurking into mooneyspace from time to time..;-) The M20 J is for sure a great performer, loved to fly it. Why did I sell it for various reasons most of them not related to the performance of the aircraft.. Some was frustration of not being capable it's full potential in the European IFR environment... Some of it related to cost benefit when focusing on IFR training and not be able to use my own aircraft..etc... My young boys where quite upset when I told the news but, that's life I guess...the Mooney grew on them. But they will get over it, as I will... One thing I would like to see as an improvement in my next bird is take-off and ground handling performance (for my specific missions) I know it is blasphemy but I am looking at a Bo, don't shoot me..;-), yes I am looking at 170 Kts with 13 gallons...cargo hauler capable of landing on grass My Mission remains 600Nm and for a J this is for regular travel a bit too much..A 252 would be perfect however still the asphalt only topic remains.... Anyway it will be trade off in fuel expense...can't have it all I guess. Keep up the good spirits and enjoying those fantastic Mooneys regards Luc ex-M20J 1978

I had a prop balancing done, the difference was noticeable..less vibration in the higher RPM's....Anyway I noticed the beech-folks don't like fuel subjects.. ...they switch to comfort/speed discussions

Yepp, this is my experience so far also, too much LOP at higher altitude will significantly drop your speed. My reference LOP hi-up >8500Ft set RPM2550 is CHT 193Celsius (380F) then FF..running too cool with low FF but no speed is no fun neither... I also have a feeling that the engine runs smoother at 2500...

I am concidering installing a mono PS engineering 6000MB it's mono but that would avoid changing all the wiring. The 6000 has just one 40 pin plug at the back...this means you need to to re-wire the existing cables and that's it... My personal opinion is that an aircraft is anyway a very bad place to listen to stereo music.... I currently have a KMA 20 + telex intercom...works still OK for the moment

Having Altitude hold is big+ when flying long distances. What I do sometimes is selecting altitude hold and my oldest son 8 years can steer the aircraft ....the STEC30 is good add on I think

Quote: Awful_Charlie Hey Luc, I've got a Mod 10 down here in Habsheim if that fits your need. s/n 21674 and p/n 060-0017-00. About 900hrs since new

If your upgrading to glass...pls PM me..looking for a reasonable priced spare unit 0 tilt so Pnbr: 060-0017-00 serial >14000 tnx

cucumber time for rubber pucks it seems

Your right I should do my math and check from which Altitude(out of the red box) I can run WOT and LOP at 2500 the RPM that my engine likes it seems...

Did a recent 600 Nm trip 9000 Ft MSL most of the time TAS 147 Kts LOP and burning 34L/HR or tiddle less then 9 US gallons/Hrs this is with 2500RPM and 22 MP WOT (more I can't get..) This includes a ROP climb when reaching cruise altitude I set for LOP. I am rather new at this LOP stuff so it takes some fiddling before fine tuning the right LOP and smooth engine set-up I notice my CHT temps are 10 to 15 degrees celisius lower then when flying ROP .. drawback when flying with a headwind...it slows down the progress....... When heaving a serious headwind I prefer lower altitude <4000 FT and ROP for better power/speed and staying out of the red-box.....600 Nm with a headwind is close up to 5 hours and that is about my limit.. With a tailwind >7000 Ft the LOP is just great and a money saver...the engine runs smoother also

I would be interested in a full set of 11 at 85$ if they can be sent by USPS to Europe with an additional shipment cost. They are 105 euro/piece now...

Quote: jetdriven Classic conditions for a prop strike. Coming in too fast, not pulling power off, and then trying to set the airplane down. Then the porpoise starts. Notice how far down the runway he is, perhaps 3000'.

Too many speed mod's ........jeees the first touch and touch and go maybe....very scary...too slow no rwy ahead .pffffffffffttt.........would have gone around in a much earlier stage but hey who I am to judge...sometimes you grease sometimes not..

Quote: M016576 While we're wishing and hoping: I'd like to see a pfd/mfd with a remote GPS/Comm. skip the dedicated GPS interface entirely. Less panel space tied up with redundant displays while keeping a single integrated interface to manipulate the GPS, COMM, MFD, PFD. And all right in front of the pilot. Kind of like a GTN750 and Aspen 1000pro all in one unit... Love the touchscreen... Oh, and all for a reasonable price (5k or so). After all, none of these systems from garmin, aspen or avidyne have more power than my iPhone, and that "only" cost $500! Since I know that will never happen: how about some cheaper data prices from Jepp!!!!!

Quote: carusoam What ever happened to Bendix King? vaporware...? Garmin was the heros to BK's villain. Now Garmin has taken the spot of being the villain. Best regards, -a-

Used my aircraft last week-end for the first time to fly an AP (KFC150) coupled ILS approach. It took me while to fix all problems from ATT indicator issues KI256, HSI not working correctly (not slaving) well and wiring problems when my aircraft was re-assembled....but a good avionics shop with very knowledgeable technicians can save you loads of money....for BK A/P you just need all the test equipment/ break out extenders etc.. I flew the outbound leg manually then engaged the A/P in HDG armed NAV meanwhile to capture the Localiser and then to see if the armed APP mode engaged when capturing the G/S....It went a bit passed the LOC but it corrected, the glide was dead on..when reaching the DH (200Ft) corrections where a bit more apparent but it turned out perfect when reaching the missed approached Alt, there was lot of crosswind.... I was truly amazed by its performance..... I surely will keep my KFC150 and get it fixed as long as I can