Bennett

I recommend Executive Aircraft Maintenance in Scottsdale. Wonderful competent service Sent from my iPhone using Tapatalk

Not to mention a throttle coming off in my hand at takeoff - fortunately a long runway allowed me to land - used every bit of it, and autopilot runaway trim (down) twice, plus a jammed up trim (mechanic left flashlight in tailcone). Over the decades of Flying I have had my share of stuff breaking, but thanks to practice and thinking ahead about “what if’s” saved the day. Very similar to the “what if’s” we practice, think about, and equip our boats for ocean racing.

Ive been quiet about Erik’s turbo failure as we hsve been talking privately since the date of tge incident. He did a great job, and i csn enphatize with him as i had a similar situation some years ago starting at FL 210 over mountains in winter, and like Erik, i declared an emergny, and made a power off landing at an airport. I, too, used the commercial spiral tk descend rapidly, as i was concerned about a potential fire. I assumed it was was a turbo failure, but ultimately that proved incorrect as i had failures of both the engine driven fuel pump and the dual electric back-up pump. Amazingly there was no panic here - just fly the airplane, and since I knew I could spiral down over an airport, I spent my time on concentrating on the commercial spiral, rather than trying a restart. In another situation near the same area, I had the straight mineral oil (newly bebuilt engine in breakin) freeze and watched the oil pressure drop to the point to where I put the engine to idle and headed down from the flight levels to a nearby airport. This time at about 8000’ the oil pressure started back up, and I increased power to the point where I could make a normal landing. in another instance I had to dead stick a Piper Dakota into an airport. I mention these situations as things break even with great maintenance, and complacency is the enemy. Recurrent training, and practice at “what if” thinking on every flight can save you, and your passengers. To return to the theme of this tread, after 2 231s and a 261 conversion I decided that I didn’t really need to fly in the flight levels - even out West. Over the years I spent a great deal of money in turbo maintenance and replacement with LASAR. At every annual I had the turbo serviced to new specifications, and had many components replaced. I always was careful about TITs, and always kept the engine cooling for 5 minutes after landing - maybe an old wife’s tale, but couldn’t hurt I did replace the turbos at 800 hours, and when I had the engine of the 261 rebuilt. The J I now fly in incapable of the Flight Levelx, but with careful routing I can still cross the country with reasonable speed, and without subjecting my self and the engine to the harsh conditions of the flight levels, and concerns about turbo failures. Life is full of compromises, and after decades of flying, I prefer the the simplicity of the J. Of course your needs may differ.

Attended the Splash Ins several times including last year. Much fun. Wish I could afford a second airplane. I do have a seaplane rating, and a floatplane on a lake would be amazing. Lots of Mooneys at the LASAR ramp, and good transportation to and from the lake. A lot like going to the seaplane base at Oshkosh. Sent from my iPhone using Tapatalk

More than just sexy (which I agree it is). The ram air box is beautifully done, and I gain about 1.25 to 1.5” MP in the 7000’ to 9000’ range. The LoPresti cowl is tight for the Powerflow exhaust system, but it does work. Cooling is excellent. All in all, an excellent (expensive) Mod. Sent from my iPhone using Tapatalk

Great event. I left around 1:30 and Mooneys were still arriving. What struck me was not only the friendliness of the Mooniacs, but how well the aircraft are kept up. Great paint, great panels, and pride of ownership. I was also pleased to see younger pilots and their families. As one of the oldest pilots to fly in (83), it is gratifying to see the interest level in the newer generations. General aviation is not dead, at least not in the Mooney world. Can’t wait for the next get together.

I very much concur. I’ve had the LifeSaver for several years now, and it works flawlessly. The back up battery is expensive, but well worth it. I had the inclinometer add in fail last year, and it was replaced at no cost to me, nor any hassle. Good company -good product. Sent from my iPhone using Tapatalk

My dear friend and CFII is diabolical in his efforts to distract me on takeoff, cruise, and especially landing. Circuit breaker pulls while he directs me to look at something outside on the left are normal. In fact when I just get to land normally, I wonder why, or suspect there is something I may have missed. When I fly alone, which is most of the time, I mentally see him in the right seat giving me grief. Keeps me sharp and focused. In my J I tend to drop my gear a little early (just as I get to gear speed) as it helps to slow down to flap speed. At my home field terrain and complex airspace keeps you high to close to the airport. It may be heresy but I also use speed brakes to help out on the “slam dunks” that are sometimes necessary. Sent from my iPhone using Tapatalk

Fortunately, the - 101 is generally not that bad between San Carlos and Palo Alto. I do that drive fairly frequently and most of the time it is at speed limit (or higher). Also there are a few work arounds that parallel the 101 for most of those 10 miles or so. The 101 is a mess as you get close to San Francisco-especially on the approaches to the Bay Bridge at commute times, and further south in the Sunnyvale/ San Jose sections. The middle sections, south of the 92 interchange (including San Carlos to Palo Alto) are usually the bright spots. I flew out of KSQL this morning to Watsonville and back, and road traffic was tolerable from my home In the San Bruno hills (19 miles) to my hangar in San Carlos, and then later to my office in South San Francisco. I think the LA freeways are far worse for traffic. Sent from my iPhone using Tapatalk

The last time I was there I couldn’t get a cell signal on AT&T. But, I am glad that Air Galore rents cars - any car is better than waking to Mendocino. Sent from my iPhone using Tapatalk

I’ve never spent an hour on the 101 between KSQL and KPAO. Sent from my iPhone using Tapatalk

That’s great news. I am familiar with the fog potential at Little River, and I have landed a number of times in Boonville - always walked to town. Sent from my iPhone using Tapatalk

Just a bit off topic. But has Little River any facilities for rental cars, or Uber Service? Years ago I regularly flew up to Little River to spend time in Mendocino and Fort Bragg, but when Coastal FBO left there were no rental cars available. The old Mendocino Stage went out of business, and the gentleman who ran the fuel business, and who lent out a few old cars, also left. I had cabs come down from Fort Bragg to pick me up (and bring me back) at outrageous cost, but even they stopped doing so. The Little River Inn used to pick you up at the airport if you were staying there, but they are not in downtown Mendocino. I really like the 5280’ runway, but without transportation, I gave up going there. Sent from my iPhone using Tapatalk

San Carlos is only about 10 miles north of Palo Alto. A slightly longer runway with plenty of parking near the coffee shop. The Aircraft supply store in the terminal/restaurant building has rental cars and taxi service, and UBER pickups at the terminal building are common. Personally I much prefer San Carlos to Palo Alto. The Tower staff is very helpful and Rabbit Aviation has fuel trucks at “reasonable” pricing. Welcome to Nor Cal, Silicon Valley, and the home of Biotech. Sent from my iPhone using Tapatalk