kortopates

Here is some more info I found, which is saying they found it in BC's Glacier National Park, which is in the area they were searching. This early report is saying they have identified the aircraft registration from the air, and working on getting personnel to the location. https://canadanewsmedia.ca/2018/09/11/wreckage-of-plane-matching-missing-aircraft-found-in-bcs-glacier-national-park/ The helicopter flight that was going from Fields to Kamloops that spotted the wreckage with registration # would pretty much be going right over the same route the lost M20D was assumed to be traveling in reverse. It'll be interesting to learn how close to the pass and road it was found and close to the search area they covered since it likely was too buried by snow to spot while searching last winter. Finally some relief for the family. Sad it took so long. It has a lot of similarities to Steve Fossetts crash which happened in the fall in the Sierra Nevada mountains near the Minarets, just west of Mammoth, but wasn't found till around labor day weekend the following year for the same reasons. Hikers found remains of Steve's persona; effects which led to finding the wreckage.

I won't be getting in till Friday early afternoon. Should be attending the Barnstormers party Friday evening - hopefully we can meet up then and any other Mooney's flying in.

The fastest way to get your PVT is in a trainer like a C172 or even a PA28 archer or warrior. Then afterwards you can start flying solo and getting checked out in more capable aircraft and gaining experience traveling out of the local area. As it is, even that "fastest" way takes most people most of year between getting the written out of the way and then the flight training portion completed. I also highly recommend you get the written done before taking flight lessons if you want to speed up the process. But much of what you ask is personal preference and deciding between what opportunities you have near you. For example, I live by and instruct out of what is considered the largest flying club in the country with planes that are more economical to rent than anywhere else supported by many independent CFI's like my self. We also have many local flight schools in the area that people use as well. What route you go will be based on what looks most appealing to you after you check out your available options nearby. But don't get too far ahead of your self. Break this up into small manageable goals that are attainable so that you don't become one of the many starts that didn't finish. Take you time, get the ground school out of the way at a local community college if you can. Then learn in a trainer and as you gain experience and knowledge you'll know where you want to go next aircraft wise after you get the private license. But Mooney isn't likely going to carry anything but a couple very short surfboards. A surfing friend of mine bought a A36 after his private while training on his instrument with me. We went for the big dual cargo doors to be able to carry that kind of stuff. BUT he joined a small partnership to allow him rent a Cherokee 6 to use for Baja trips and still prefers to use that for surfing baha than take his nice A36 into dirt surfing strips in Baja. My Mooney has been into many dirt strips in Baja but it only sees casual dirt runway use during the winter Grey whale season - not the common every other weekend my A36 friend flys down to baja in the Cherokee 6!

The preliminary is out: https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20180820X31422&AKey=1&RType=HTML&IType=FA

Sorry Chris, I should have quoted the post you were responding too rather than piggy back onto your comment. The modern Mooney's wing tips changed the standard collision lighting for a while and they dropped the coffer grinder in favor of 3 strobes. I piggy backed on yours since the OP Eagle, being an earlier longbody, should have 3 strobes and 3 power supplies.

Actually I would expect 3 power supplies - don't you have a strobe (without position light) on the rudder too? Over 15 years of ownership and I have never had a strobe die on me. (of course I never will now either having switched to Orions). Not everyone is so lucky but that's why I could easily see it taking decades before all three get replaced if that is the criteria. Anyway don't take my suggestions as criticisms because they are meant to be helpful. I still do maintain, the very first conversation on a maintenance project should be with your supervising A&P or maintenance provider - they're the one that signing it off - not the internet.

The incident referred too above was John's @jlunseth report of oil loss from plastic debris that got stuck in the quick valve - I recall it was described as the plastic ring from an oil cap. I don't believe anything short of removing the valve and back flushing it would clean it out once it was dripping/leaking. Anyway, John can better explain, but I wouldn't consider this a common occurrence yet one that underlines the need to leak test these after every oil change by starting up the engine to check the valve and filter. What I also recall is that although John got the plane down on the ground before any known engine damage had occurred from the low oil pressure, John made the difficult but correct decision to do a tear down inspection after the event to ensure their wasn't any otherwise unknown damage that could bring down the plane in the future.

The best solution IMO is the http://www.p2inc.com/audioadvisory.asp not cheap but really works well.

Yes it does and the 6000' recommendation is in all the modern POH's.

Totally agree on where you're going with that thought! I personally insist on a min of 5000' agl for Mooney stalls; especially for an unknown airframe. But if there is no yaw, Mooney stalls are typically very benign. Stare at the ball if you must, but its really all about yaw or movement about the vertical axis, eliminate that with rudder and you'll be fine and you might also notice the ball is likely not perfectly centered either to eliminate yaw when stalling straight ahead.

First, I'd echo @StevenL757 and @Marauder above to verify the STC approval to change out a side at a time to verify the legality. But the ability to replace one at time shouldn't be a problem physically since you are replacing an entire side at a time, which does mean removing the old power supply for that side. I think some may have thought you might intend to replace a bulb at time which wouldn't work. But still I personally wouldn't want to update my Wt & bal 3 times for each light one at a time and the entire process could string out well over a decade meaning your future buyer might wonder about your maintenance practices - anyway just sayin... its your call. These are good questions though that really need to be raised with your supervising A&P before you start the work, not just ask for a signature after you've done the work.

No, but attending AOPA fly in Santa Fe NM next weekend. I am sure other MS'ers will be attending that one as well?

Most cylinders are prematurely replaced, often based on a single compression test. Most top overhauls are elective maintenance rather than overhauling only the 1 or even 2 cylinders that have issues. Cylinders don't typically all fail at once unless the pilot does something really out of ordinary like takeoff with cowl plugs in place and not notice the CHTs exceed limits. Check out Mike Busch webinar on All about cylinders on YouTube for a real education. Sent from my iPhone using Tapatalk

I would assume the increase is from the named insured pilot with the claim. But some partnerships could insure under an LLC name without actually references to named pilots - if so it's an interesting question but would expect the LLC takes the hit as a whole. A definite question for your broker. Sent from my iPhone using Tapatalk

Sorry, I get your point now. WAAS does provide an accuracy they didn't have on the ground and includes better coverage, but I would think they also did it for the better accuracy in altitude reporting. Even though the current mode C reporting is adequate, we can certainly expect they are looking for improved technology to reduce separation requirements both laterally and vertically in the way off future. Of course if they get too crazy they will also adopt rules like we have to be flying on autopilot with min performance criteria to support reduced separation etc.

@jma201 great job on getting it back on the ground safely! Do you by chance have any downloadable engine data to go with that? If not, @RobertGary1 makes an excellent case on how it could be helpful providing some warning; even on the takeoff roll. Anyway would love to see the data if you have it. But thankful you are here to tell us about it!

I think the early on planned usage of WAAS advantages wasn't so much for ground traffic as it was for providing VNAV. non-waas wasn't good enough to provide any form of VNAV. For awhile they (FAA and ICAO) even considered ground based augmentation GBAS (among other methods) which could do the same thing but only locally. I am sure glad they wisely chose SBAS!

What the tower controllers see are transponder based systems for ground control which have been in existence for years. Which is in part why a few years ago the AIM was updated to say to always leave your transponder on. (Smaller GA towers that do have a radar feed have the technology to filter ground data out.) But what you see in the air crossing within range are from air-to-air ABS/B Out broadcast - I don't believe ground packets are rebroadcast.

I haven't seen one of these Mooneys yet, but that is the same as the Cirrus SR20 engine. It also has an altitude compensating fuel pump. Sent from my iPhone using Tapatalk

I’d suggest telling him you could put him in touch with a very good broker that would sell or buy the plane if he so desired. And would even pick the plane up. Plus you can offer your advice on what you know of the process such as the declining value from sitting idle. Of course I am referring to All American. Sent from my iPhone using Tapatalk

What we see in the way of ADSB traffic and what ATC sees are two different things since ADSB is not fully implemented in the TRACONS and centers. They are still rolling it out. The busiest TRACON in the country that I sit under doesn’t even have a date on calendar yet. But I can see Adsb traffic on the ground easily via ADSb air to air transmissions. Sent from my iPhone using Tapatalk

Although Fltplan was first to market with many free web based flight planning first and even had some best of bread capabilities like performance modeling for a time, despite that I firmly believe Fltplan.com was pricing their services at what they were worth or what the market would bear - free. Their revenue came from multiple value added services and advertising revenue. I'd bet most of their GA free users where using it purely because of the price and were willing to put up with the adds and poor user interfaces because of the cost. But for a fee they would have flocked to other free venues or the big 3 most are willing to pay for (FF, GP, &WingX). Who knows what the future will bring, but IMO it could only improve and I wish them luck. I really do expect under Garmin it will improve a lot with more integration of web services with ipad apps and expect the user base to grow as well. But only time will tell.

We also got our PROTE visit to San Diego scheduled for the week before Thanksgiving 2019 at Gillespie Field for those in the SOCAL area that would like to partake.

So sorry for your loss Don. I hope each day gets a bit easier.

Best rate and steepest angle are two different things. Just like Vx vs Vy.[mention=8198]Antares[/mention] is right about slowing down to come down in less distance. Also makes it easy to add in a slip. Sent from my iPhone using Tapatalk