WardHolbrook

Educate yourself on how to fly YOUR airplane. Find out for yourself whether or not those old rules of thumb may or may not apply to YOUR airplane (or any airplane for that matter). Have an EDUCATED reason why you do whatever it is you do in YOUR airplane. 2600 or 2700 RPM on takeoff? There is a correct answer. Which is it for YOUR airplane? Is it your governor or is your tach off? When it comes to shock cooling, again there is a correct answer backed up by facts, not opinions. Do your due diligence, educate yourself don't just throw it out to a bunch of nameless entities on an internet website that may or may not really know what they're talking about. Just saying...

Understanding how your airplane behaves out near the edges of the flight envelope is critical. That being said, I believe that the best foundation is one of those extreme unusual attitude recovery / basic aerobatics courses that are becoming more and more available around the country. Basic aerobatic and extreme upset recovery training takes most of us outside of our comfort zone. (I know that it did for me.) But, I honestly believe that it's something that you really need to do if you want to be the master of your craft. Can you safely fly without it? Of course you can, but it does not take much imagination to come up with the "perfect storm" scenarios where having the training would make all of the difference in the world to you and your family. I'm not talking improbable events either, all it would take would be ATC vectoring you in just a little too close behind that Boeing 757 when you're on approach.

You asked for both specific and general information. The others have given good advice .Personally, whenever the engine is cold-soaked, I will always idle the engine at the recommended idling RPM until I have oil temperature in the "green arc", regardless of the type or size of powerplant the airplane has. Once you've got good oil temperature(s) you're good to go. I'll add a few thoughts... ALWAYS follow the directions given in the POH or AFM - they are always controlling. Remember, these are "air cooled" engines, if there's no air moving there's little cooling taking place. Engine and oil temperature is only measured at the probe(s). Other areas components in the cowling or engine compartment could get excessively hot during extended periods of idling, even in cold weather.. As you move up the ladder in engine type and power things like oil temperature become VERY important for things like proper propeller and wastegate operation. Don't believe me? Take a listen sometime to turbo singles and twins during the takeoff roll when the engine(s) haven't had an adequate warmup period. As you move into turbine power, having "in the green" oil temperatures is very important Make sure you are using the proper weight oil for the temperatures. Some aircraft manufacturers call for special plates to cover all or part of the oil cooler during extreme cold operations. Best not be screwing around with homemade duct tape versions.

I guess the best thing to do is dress appropriately for the flight...

I've still got the battery operated electric socks I bought 30 years ago when I first started flying gliders. I'd also check the obvious - cabin air leaks and make sure the cabin heat system is checked out, but at some point, the thermometer overpowers the heat muff. Wait until you've had the pleasure of flying a light twin in the upper midwest in the winter. At some point, guaranteed, the Janitrol heater is going to give up the ghost and you'll have one of the most miserable aviation experiences you can have.

I offered.

Oh and one more thing... I had to take my wife to the oncologist (ALL good news!) after I made my last post, so I was a bit distracted while I was composing that post. One of my pet peeves as a CFI is seeing pilots use one poor technique to compensate for other poor techniques. Unfortunately you see it quite often and it seems like it's more prevalent among some Mooney drivers as opposed to pilots of other makes and models. In my last post I mentioned the common error of crossing the threshhold too fast and the problems that this causes. One of the other things I see pilots do to compensate for this extra speed is to do things like using less than full flaps as their normal flap setting and, my personal favorite dumb trick, start retracting the flaps while they're floating down the runway in the landing flare. Mooneys will land quite nicely thank you using conventional procedures and techniques. If you don't believe me, talk to former factory test and demo pilots and most of the guys who frequent this forum. Here's a quick test - If I were to ask you what speed you fly crossing the fence in your Mooney what would your answer be? "It all depends" is probably the correct answer depending upon what you think it all depends upon. If your answer is a firm fixed number then there's a good chance that you're not looking at this correctly. Oh well, enough of this CFI stuff, I'm going down stairs ti see what the wife is planning for dinner.

Mooney pilots don't seem to be stalling and spinning in the pattern all that much, only about 6% of Mooney accidents. What Mooney pilots do seem to be quite adept at is losing control on the runway (R-LOC). About 1 in 5 Mooney accidents is R-LOC related. As a CFI, one of the big issues I see is guys (and gals) simply flying their Mooney too dang fast crossing the fence. 1.3 Vso plus an appropriate amount for gusts is enough. (If you're doing it right 1.2Vso works well too.) The problem is that Vso is not a constant. There is a big difference between indicated stall speed with minimal fuel when you're flying solo and indicated stall speed at max gross weight. The only thing that's constant is the angle of attack at which the stall occurs. The problems occur when guys start adding unnecessary or inappropriate cushions to a speed that, at best, many are just guessing at. It becomes pretty easy for some guys to end up 5 to 15 KIAS too fast. That together with the low ground clearance Mooney wing and you can get a bunch of R-LOC incidents as that Mooney wing floats and floats and floats some more. All of that goes away with an AoA. The correct speed every time, no questions asked.

I've been flying with AoA systems for most of my career. They do NOT give me a false sense of security. They do NOT let me foolishly fly closer to the edge of the performance envelope and I believe that they are NOT a waste of money. A properly calibrated AoA indicator simply tells a pilot absolutely and without question where one edge of the envelope is. Period. It's that simple, but the consequences of having that knowledge can indeed be game changing. If you don't stall you can spin. If you don't stall and don't spin you won't be involved in a stall/spin accident. Seeing that stall spin accidents are still one of the major pilot killers I think that's a good thing myself. Now I suppose that there are some here who say that they are good pilots and would never screw up a pattern so bad that they'd spin one in. I hope so, however I've known some very good pilots who have died in stall spin accidents. It's too late now, but I'm sure that if I would have asked them about their personal chances of dieing in a stall/spin accident they would have said no way. There are other uses for AOA systems. How many of you have ever lost your airspeed indicators in flight? I know I have on 3 or 4 occasions over my career. The first time it happened, I was a private pilot with about 200 hours and I'll be honest with you guys, it was one of the most uncomfortable landings I have ever made. I did as I was trained and it went well, but I wasn't comfortable. The last time I had a ASI failure was back a few years ago (pre-RVSM) in a Lear with a single Air Data Computer. The computer went tango uniform and all we had were dual uncompensated ASIs and our AoA. I didn't even look at the airspeed indicators, having the AOA system made the entire event a total non-event. Several years ago I spent two weeks flying with a Gulfstream G100 with a recently retired factory certification test pilot. We were using him to fill-in for some guys on vacation. It was a real eye opener. Prior to the time I spend with him I would have told you that the AoA system was only good for stall avoidance and the recognition of 1.3 Vso. Flying with him, I learned about using it to determine best long-range cruise, holding speeds several pertinent one-engine inoperative speeds and a few other misc. speeds as well. It did become a game changer for me. Oh well, are they absolutely necessary? Of course not. But they can be very useful. AoA systems are no different than any other optional device or system you might have on your Mooney. Not every pilot will ever see the need for turbocharging, FIKI, WAAS, speedbrakes, oxygen, etc. but for those who know how those systems work and understand how to properly employ them, they only add to the safety and utility of their airplanes. An AoA system is no different. And for those who don't, then they are all unnecessary expenses.

Well said and bang on. I've had AoA indicators on all but one of my work airplanes for the past 30 years. They have become an essential instrument as far as I am concerned. It's like every other new tool in your flying tool box, you need to understand what it's telling you and you need to work it into your personal flying style otherwise the doubters are right - it won't make a difference to you. The same could be said for most things in aviation.

Cover up those steam gauge instruments for a few flights until you shake your dependency on them. That AoA gauge is a game changer, but only if you use it properly and incorporate it in to your personal flying style.

I had a spinner come apart on a Mooney E model. You don't want to go there, get it fixed before you fly it.

You'd peaked my curiosity. In the past we've used Duncan Aviation to paint 7 or 8 of the company's corporate jets. Their paint jobs weren't cheap, but they lasted and looked brand-new after 7 years and around 4000 hour on each airframe. When it comes to painting, it's all about the prep work. About 3 years ago we had one of our Falcon 900s repainted and "they" decided that we would go with another shop that gave us a bit better quote. It's becoming obvious that this one isn't going to last nearly as well. I will see if I can find out the way Duncan does it on the upscale corporate jet projects and report back.

They told us that they can and do change and that this was one of the reasons why the military and others do periodic refreshers. In my case the symptoms have changed - the first time I went through I felt every thing was just fine, I was happy, happy, happy in spite of my obviously diminishing mental capabilities. (I still have the note book I was writing in at the time.) Then BAM, lights out and the next thing I remember was the instructor and some of my chamber mates laughing at me. They had put the mask on me.and brought me back. That's probably the worst set of symptoms because of the sense of "everything's just fine" right up until things go dark. You have to experience it. Several years later, when I was back at the chamber, that symptom was diminished and I just ended up feeling real crummy and lethargic. This time it was much easier for me to recognize that things weren't right. The point is that every individual in the chamber had his own set of symptoms and you need to be able recognize how it affects you. If your answer is it doesn't affect me, well that's one of the signs of hypoxia too.

Go to the FAA website and do a search on altitude chamber training. You'll find this link: http://www.faa.gov/pilots/safety/pilotsafetybrochures/media/physiologc.pdf The last I heard the cost was just $10. Ten bucks has got to be one of the biggest bargains in aviation safety. There are other courses offered around the country. Over time, a person's hypoxia symptoms can change, so going once is not enough. I've been to the chamber at UND a couple of times and I'm probably due again. If I recall correctly, back when the FAA (CAA) originally implemented the O2 regulations, they wanted to set the limit at 8,000' or 10,000' for physiological reasons. A politician from one of the mountain states intervened and got it raised to 14,000'. If you're playing around in the flight levels, even the lower ones, you really need this training. The guys who say they are physically fit, don't smoke, etc and have a tolerance for high altitude flight and don't need 02 have never been to an altitude chamber. One of the common symptoms of hypoxia is a feeling of well being. It's one of my symptoms as well. There seems to be absolutely no problem until "lights out". The chamber videos are humorous . It's imperative that you have a well maintained system and smart guys will carry a pulseoximeter and a small backup or emergency bottle as well.

If you use O2 in any quantity, it's best just to get your own gear and fill your own tanks. Anymore, oxygen is oxygen - it all come's from the same tank.

Yes. They're called pulseoxyimeters and if you're up playing around in the FL's in a nonpressurized airplane you ought to have one in your flight bag. They are readily available and fairly inexpensive.

When it comes to turbo or not, I believe it's simply a matter of whether or not the following two items are a frequent issue or concern in your day-to-day flying: 1. High altitude climb and cruise performance 2. High density altitude takeoff performance If either one or both of these are frequent considerations then turbocharging makes sense. However, if you’re a flatlander and spend most of your time down low, you'll likely have to pay a speed penalty for the turbo and seldom use it to its full potential so why bother?. I've owned a C421 and flew and managed several others plus a P210 and a couple C340s. We'd have the very rare turbo issue, but nothing that would even remotely cause concern about busting the budget. Just fly them like they're supposed to be flown and turbos will add little, if anything, to your maintenance budget. That's not to say they won't cost you anything, but they typically aren't a source of expensive maintenance problems.

As others have mentioned, optimal cruise altitude depends upon a lot of factors - one of the chief ones is the wind. I love FltPlan.com and use it for nearly every flight. When you start playing around in the FLs, you need to make sure that your 02 system is up to snuff and working properly. I would also suggest that you take a hard look as one of these: http://www.skyox.com/product/SK12-6-CV They're not expensive and in the event of a problem with your built-in system a small emergency back-up bottle like one of these would be worth its weight in gold. Finally, you're spending a lot of money on upgrades to get your airplane up to speed, but you haven't said anything about yourself. I would highly recommend that you spend a little time and money getting some altitude chamber training. It's guaranteed to be an eye opener. (Bad things can happen to you even in the lower flight levels.) There are various course around the country and the price for the training is very reasonable.

That's good, but there is normally a significant and noticeable difference in vibration levels.

Seriously, does anyone still have misgivings about LOP operations? That's so 2008.

Now if you really want to see turbine-like smoothness, get the prop dynamically balanced and report back.

For what it's worth, I have no qualms about running a tank dry in flight. With fuel injected engines it's simply a matter of watching for the fluctuation in fuel pressure then switching the tanks. I've never had an engine skip a beat doing it that way so no harm, no foul. Not all airplanes have fuel systems as simple as the Mooney. Some single-engine Pipers have 4 tanks and some Cessna twins have six tanks. If you don't run those tanks dry you end up with your reserve fuel spread out over 4 to 6 tanks, Think about it - if you've got an hour's reserve split between 6 tanks and you end up having to dip into your reserves for whatever reason you will have to switch tanks every 10 minutes or so. That's not something I'd be wanting to do while I was in the middle of diverting to an alternate. Do you honestly think that's a good idea? You need to have a fuel burn plan and that plan needs to provide for your reserve fuel to be in one location. I've only run a fuel tank dry inadvertently once. It was in a Beech Sierra so the engine and fuel system was essentially that of a Mooney M-20E/F/J. That time, I did have to run the checklist to get a restart, but it did start. I learned my lesson that day about paying attention.

Great choice on the FIKI TKS installation. Yes it will have an inconsequential impact on cruise speed, but it is just that, inconsequential. Now, as others have said, the onus will be on you to raise your personal level of competence up to that of your airplane or else all of this is for nothing. By the way, you will own exactly what I could have if I couldn't afford a FIKI Acclaim Type S.

The boss spends a lot of money to keep me proficient enough to be able to safely go to the published minimums on any approach we're capable of performing. That works well for the jet. When it comes to my personal minimums in single engine aircraft it's pretty simple - I don't do LIFR (or night XC) flying in singles so there's no reason to worry about any approaches with a ceiling/visibility of less than about 800/1.