kortopates

I have the perfect folding seats that allow folding one down at a time if I wanted too but never considered that. I've had two different labs, 75-80 lbs, that I was always more worried about shifting the CG back further in flight that I've always secured my dogs harness to the seat belt to ensure the dog stayed on the back seat. These days I fly with a Terrier that is small enough I don't think I would be any issue but just the same I am more comfortable if I don't have a distraction from the dog moving in the back seat. Personally I think its more comfortable for the dogs on the rear seat cushion than it would be on the carpet on top of the folded seat or further back. I'd think less vibration. Regardless I'd am more comfortable up front if I don't have a bigger dog moving around affecting trim in flight. I'd have to start blaming my furry family member for deviating from my assigned altitude by 20' But that might be just me. @RoundTwo replace the missing plastic cover on the baggage door. Some day if you travel with lots of gear back there piled up with the mechanism exposed it could allow the door to open in flight. That's one of the theories of what happened to the Mooney that had the baggage door open in cruise that tore off and got stuck in on the elevator. The part is only about $10 from plane plastics and will keep it protected from any interference with cargo back there.

A bomb threat experience- My wife and I experienced a bomb threat on a flight a couple years ago. It was a terrible experience that went on all night. But in the end was merely an inconvenience as no one was hurt. Not long into the flight, the Capt informed us of a bomb threat that was called in and that they had to take seriously. The lights were dimmed and we were all instructed to stay in our seats for the duration; including all crew members. we landed around midnight and then taxied far away from the rest of the airport traffic while we waited for stairs and other personnel to start the evacuation. Probably most of an hour. We were finally guided off the aircraft to an area by the plane where we all stood for the next several hours. baggage was also removed and placed on the tarmac not far away from us. It seemed their focus was to contain the threat - not really our safety. eventually dogs made the rounds sniffing for explosives. Eventually some transport vehicles without seats arrived and we were allowed to board with our carry-on’s. But the vehicles stayed parked as they continued to inspect the checked luggage and plane. Clearly they didn’t want to loose people till they were certain there was no threat. Meanwhile we’re still standing, just in the vehicles without seats. Many begin to sit on their carry-ons while some of the woman become vocal about the need to visit a restroom. It’s been 5-6 hrs since we landed. As tempers begin to flare they finally agree to escort one of the vehicles to a restroom. Most of the women get on, it wasn’t full so i told my wife i am joining them. She didn’t join me. The vehicle took us to an industrial area on the field with restrooms; still far away from the terminal. When i got back to the plane, they had finally started sending remaining pax to the terminal. My wife was already on her way when i got back. i looked for my bag but couldn’t find it so gave up and boarded a vehicle to the terminal where i did find her with both our bags. By now it’s near 7 am. We had paid for a hotel room on the airport to get some sleep before our next connecting flight in the morning. But now it was time to head for the gate for our next flight - thoroughly exhausted. But at least we made our connecting flight and no one was hurt. But standing all night while they searched was brutal enough. But it seems they could have driven us a safe distance away from the possible bomb threat while they continued their 6 hour search explosives. Although i am critical of the airport authorities for how they treated us during the search, I would much prefer to see the person responsible brought to justice - but i assume that is very rare. Hope it never happens to any of you! Sent from my iPhone using Tapatalk

Thanks for sharing the story and details about the rebuild - very cool to see!

it’s very common that i have to advise a new Bravo owner that they need to replace their TIT probe. TIT probes last on average 500-1000 hrs before they will begin to under indicate temp since they suffer from tip erosion. The continuous hot exhaust gases literally burn off the tip over time. Not problem with EGT probes because they only get exposed to a puff of exhaust when the exhaust valve opens unlike the TIT. The problem though is the owner may never know they’re operating outside of normal TIT guidance wrongly thinking their TIT is very low, but TIT is more commonly 50-100F above your EGTs. Sent from my iPhone using Tapatalk

Really not a concern, most wearable options. including the Wellue, were developed for sleep apnea folks that need to wear them all night and be woken by their alarm if O2 falls below a threshold. They are continuously monitoring with enough battery power to outlast a long day of flying if not more than one. Really a good match for a solo turbo pilot and could have saved a number of pilot’s lives if they were available and used. Sent from my iPhone using Tapatalk

I was actually thinking 252, makes more sense they tested one on the Encore. Got me curious about the model now! Sent from my iPhone using Tapatalk

Hope that’s not an omen for what may come, but my first Nonnin lasted at least 8 years and i am on my second one now at over 5 years and its still going strong. Sent from my iPhone using Tapatalk

I use the ring when flying solo, it goes on my thumb where it’s the least obtrusive to flying. you can program the alarm to what ever you want. Mine’s at 88% to alert me of an unconnected O2 supply. But with 2 pilots, >95% of the time i just use a regular one periodically. For the regular finger unit i use a Nonnin unit from the same company that manufactures medical ones. It uses a lookup table to notice accuracy. i am not worried about accuracy though but being rugged enough that a drop won’t break it. Some of the cheap ones will fail if dropped, whereas my Nonnin has suffered many drops over many years and is doing fine. Sent from my iPhone using Tapatalk

I am on my third dog flying high and none have had any issue whatsoever, even with near a couple hours at 16.5K but mostly around 14K. If you have a breed that has a challenging time breathing, like a pug, go see your vet for proper advice. But 2 labs and now a terrier it’s been a non issue. Cabin noise is the greater concern imo. Mutt muffs have worked there; especially for my smarter terrier, the labs not as much. Sent from my iPhone using Tapatalk

It could only be ignition or mixture. Got any engine monitor data? Sent from my iPhone using Tapatalk

Especially love the turbine smooth operation! Sent from my iPhone using Tapatalk

I don’t think Mooney had the option to evaluate the MTV-12 Scimitar on my Mooney back then. I remember reading they tried both McCauley and Hartzell (3 bladed?) and went with the 2 bladed McCauley. But as you say, the MT is a an improvement, at least in climb. According to them i could get a few more knots in cruise if i was wiling to go without the prop-deice; but I am not. Very happy with the performance but i can no longer re-install the cowling without a helper - which is a pain compared to before. Maybe i’ll learn more tricks with more experience, but it’s still very new to me. Sent from my iPhone using Tapatalk

I have the 3-blade MT prop on my 252/Encore. Not only does it climb better, but the required pitch to maintain Vx is uncomfortably steep. No measureable loss in cruise either. The big con though is taking on and off the lower cowling. Sent from my iPhone using Tapatalk

If your looking for the cheapest avenue, renting will always be cheaper than owning till your flying well above average per year for an owner flown aircraft; especially where I am in southern California where we have some of the cheapest and most competitive rates in the country. If you pursue Mooney ownership find a well recognized Mooney specific instructor to help you get comfortable and be able to take charge of the aircraft. That's likely going to take longer than insurance requires to solo, but it varies greatly with the individual. The Commercial rating won't get you a significant discount like the instrument rating does, not from what I see. Time in type and an instrument rating are the most helpful so you just need the time in type and recency of experience. You might even chose to do the Commercial in a trainer TAA or retractable in lieu of the Mooney only because it'll be easier to do in slower draggier aircraft at least till you have several hundred hours in your Mooney. The less draggy Mooney floats and floats when not on perfect speed making the precision landings harder in my opinion; especially the power off 180 allowing -0 to +200' and the short field allowing -0 to +100'. I have a Mid body Mooney client that is ready for commercial check ride now but with lots of hours in type. I'd suggest not doing it in the Mooney just for the rating but because your willing to do the extra work to become very competent in your Mooney.

Glad to hear you got it fixed. I don't know of any pre-buy inspection checklist that would look for O2 leaks - unless its a big obvious leak that would be apparent while in the shop. Nor its on the annual inspection checklist. Its not something that is discovered by mechanics but an owner that its following their O2 psi over time. Afterall, O2 leaks are to find so spending the $ on a cursory inspection may not even be effective without any suspicion of a leak. Pre-buy items are for big $ items that effect your price negotiations, recognizing we're buying a used aircraft.

No you nailed it! Adding fuel ROP cools down EGTs and TIT Reducing FF LOP cools down EGTs and TIT, dramatically so when fully leaned! But adding FF LOP raises EGTs & TIT back up to peak Above the comment was made "Someone mentioned adjusting MP to further affect FF" exactly since FF follows MAP/airflow via fuel metering. Increasing MAP will increase FF. Probably the original comment about adjusting MAP stems from the fact that with a Turbo we are not limited to lean by FF alone. We can also lean by way of increasing airflow/MAP but when doing so it becomes a 2 handed operation to keep FF constant as we increase MAP to to lean, otherwise we won't be able to measure how much leaner we're getting by adding air alone.

They are normally installed in the avionics bay vertically on the bulkhead. Sent from my iPhone using Tapatalk

Be great if you all share a picture of what your new borescope can do to show off its image quality. That’s still #1 in my book. Sent from my iPhone using Tapatalk

Sadly a big understatement. All should review the pilot's log book in the docket. It highlights IMO a callous disregard for maintaining and logging instrument currency requirements. I counted 10 log book pages for the last 10 years, 1 per year, rarely logging individual flights but almost entirely just summary entries. Only logging actual instrument time in summary entries involving many hours without naming approaches, departures, holding etc. Notes may indicate IFR work, such as ILS's RNAV's but never logged actual approaches by name nor logged a single practice instrument approach under the hood in the 10 years I saw; except logging simulated instrument during a flight review by instructor. No IPC endorsements in the back either. Can only imagine what an Inspector would conclude when the pilot was last "legal" to file an IFR flight plan. I seriously doubt the medical status had anything to do with his accident, the reports finding was Spatial Disorientation. Why do smart people keep reminding us that IMC flying, especially low IMC, should only be flown by instrument "proficient" pilots? His wife said, that he had no appointments, meetings, or compelling reason to return home on the day of the accident. At the time of departure they cited a 300 ceiling with 4 mi vis.

My policy has no such exclusions and I am sure that is the norm. Just possibly if they can show the pilot misrepresented their status on their application for coverage just maybe they would pursue that, but that's not the typical and they don't typically deny coverage because a pilots flight review or medical has lapsed during the policy period. But lying about it might be different. But the NTSB report isn't saying the pilot misrepresented their basic med status but that his previous heart condition disqualified him for a Basic Med.

I would not install an ElectroAire EIS but the Surefly’s have proven themselves to be very reliable so far. Mags also have nylon gears but not the Surefly. Sent from my iPhone using Tapatalk

No problem with mine but i am updating with Jepp data via my ipad Sent from my iPhone using Tapatalk

JPI uses a grounded K type probe which is not compatible with your ungrounded Mooney TIT probe.

Bogerts attach very differently to Cessna's and Pipers than they do to the Mooney's making a much more secure attachment with a Mooney; and the only tow bar that inserts into both sides of the nose wheel tube. Been using it over a decade and have no such experience with not staying latched on a Mooney.

I own the Bogert and really think its the best option because it easily is attached and locks into place (without reaching the nose wheel), takes up very little space and is light being made out of aluminum.