kortopates

Bring politics into it if you must but I sure don't think so. The roots in all of this lie solely with the NIMBY effect. I don't think you can blame the liberals on the land grab that has ensued either. The talk of lead pollution by some locals is just an excuse since their real complaint of noise hasn't worked for them - they are grasping for anything and everything they can short of moving. Sent from my iPhone using Tapatalk

Some very good points in the article cited. (and some very silly ones about losing function from lifting your mask to drink or eat which probably frightens people from keeping hydrated.) I can personally relate to the importance of hydration and sun protection. Plus I agree that cockpit noise that affects hearing also raises stress and therefore fatigue but I have always felt well insulated from that with my noise cancelling headsets. Interesting question but I don't think background noise on the body per se promotes fatigue if that's what you were getting at. But I do think cabin vibration, including the vibration we get through the cabin floors can add to our fatigue. The modern insulation materials we use today are designed to reduce both noise and vibration. Even without flying at altitude, my experience as a flight instructor doing multiple flights per day and thus spending many hours in the cockpit shows me maintaining hydration in the cockpit is essential, so I always try to fly with water; and bring extra when its hot on the ground. I've also found I need sun protection on the face and arms when I am flying in the mid teens and higher (i really should use it earlier). Of course, getting too much sun sure adds to fatigue. When I've had to fly without noise cancelling it was definitely more fatiguing; probably from the added stress. But although I don't have anything to back it up, I have always felt the importance of fitness is very under rated in the cockpit. I personally think being aerobically fit, including a healthy low blood pressure, is what helps us cope with the normal stress of flight with less fatigue than otherwise. But no questions many things can add to stress in flight including weather, that may have you constantly updating your best alternate due to convective weather, or strong turbulence in the clear or even a small amount of turbulence IMC and even high altitude when not entirely in the clear since alternates again need consideration. All these stressors add to our fatigue. I have heard of pilots, even talked to one, that claimed to be able to climb up to altitude and with the plane on AP, pull out the Sunday paper and spend a couple relaxed hours getting caught up on the news. I could never be that pilot! And maybe its just me, but I am never "relaxed" in flight - its a busy time even during long periods of otherwise boring cruise.

As another semi-retired climber I tend to agree with you. But I think its a combination of both genetics and many years of building up your VO2 max. I was never a real high altitude ice climber like my wife though that is well adapted to altitude after many years of climbing high mountains in South and North America but as an example she never needed her mask since she has never had any problem maintaining 92-92% saturation with just a cannula at to as high as FL230 & FL240. I was never that well adapted, as I was only a rock-aneer avoiding ice like the plague; mostly playing on rocky peaks of the Sierra's. But I was pretty good at altitude till I had a DVT leading to a PE event years ago and now need the mask starting at 17K in order to keep adequately saturated. But what i am trying to stress here is the point that there is so much variation is individuals personal O2 tolerance or requirements that flying at altitude without a readily available pulse oximeter is on the verge of being reckless these days. Many of the comments above about fatigue at altitude can be traced to not getting enough O2. (of course if your fatigued with plenty of O2 saturation, I don't think we can blame it on the lack of O2 at altitude) The oximeter doesn't solve the problem directly, but it tells you when you either need to adjust flow accordingly or go to a mask to get the necessary saturation. But the other thing stemming from many years of strenuous climbing at altitude is that you learn to recognize hypoxia symptoms right away. I've had a few minor O2 issues in the plane over the course of a many years from worn hoses popping off the connector or the connector not actually being seated properly in the fitting and never was it not obvious I had a problem which was immediately confirmed with the pulse oximeter and then corrected. (if not immediately correctable, I carry small disposable backup emergency cylinders of O2 I can be using in seconds - which I have never yet needed). But thank goodness for the chamber ride for those that don't know how they'll respond to hypoxia. But even after a chamber ride we've read people report they still doubt they'd recognize they've become hypoxic when it happens. (I think I even saw such a person in chamber ride once). Perhaps if someone still feels they would have no idea after the chamber ride they ought to avoid unpressurized aircraft or be sure to fly at altitude with another pilot till that changes, if ever. So as Paul says above, there is no substitute for O2, but also no excuse for not having a pulse oximeter on board to verify and adjust your O2 saturation. Just my two cents, YMMV.

You'll also find the 231 airframe is only eligible for the non-FIKI install. I've also been told that remains true even with the 262 conversion and that a 252 airframe mod'd to the Rocket makes it ineligible for FIKI. Probably worth a call to CAV to verify for anyone seriously considering. Sent from my iPhone using Tapatalk

I've done the AOPA one a number of times and always liked it. King schools started doing them as well on line and they also do all the paper work. Probably the most expensive option out there (I actually forget cost's) but I thought it was about the best one I had done in awhile with very good and useful info provided.

It true that the ports are designed to hold pressure. But they are far from leak proof. In course of an ordinary flight of a few hours when you are only using 1 or 2 of the 4 ports, they will do there intended job fine. But you'll see significant leakage if you go away for the weekend, arrive at your destination and forget to turn off the O2. Our built-in Mooney Scott regulators on the bottle are two stage altitude compensating regulators. So if you left it on at Sea Level for the weekend you may not see a catastrophic lost, but if you leave it on all weekend say at a 7K altitude airport like Mammoth you'll be as bummed as I was to return to the plane with only a few hundred pounds left. (The other clue you will notice is its much harder to put the O2 fitting into the port when its pressurized.) But I do think Carqwik statement is a very good reminder on the importance of not leaving your breathing devices plugged in while you leave your plane parked for the weekend. I would wager that probably a significant portion of the fleet has a small leak on the low pressure side because of the valve rigging doesn't entirely close the valve from the cockpit. So rather than 100% closed it may be 95+% closed. Because of that, I try to never leave any O2 breathing devices plugged in while the plane is parked to help reduce the net affect of any small leakage since the closed ports will help minimize any loss.

If you don't have a flow meter attached in front of the cannula or mask you'll be running through O2 very quickly. What you may need is an A4 or preferably the A5 from PreciseFlight since its the best at about the same cost - see https://www.preciseflight.com/general-aviation/shop/product/-5-flow-meter-all-one-solo-pack/ Every breathing station needs one. You can't tell from Zwaustin's photo is there is a meter downstream to use to adjust flow rate but without one I don't see can you set a specific flow rate for altitude or even spot check if its in the ball park. Unless I am missing something it doesn't look like a safe set up to me. The FARs require you to be able to at least verify O2 is flowing with a visible flow indicator but I personally feel that alone is insufficient and IMO you need to be able to instantly verify the flow rate as well. Which is another reason why we need at least an A4 or A5 flow meter to verify and regulate O2

What happened too: http://mooneyspace.com/topic/19956-looking-for-msc-in-la-area/

"I am thinking my o2 bottle has a leak????" Very unlikely, but there could be a leak elsewhere. First off you have to tell us about what kind of O2 system you have as well as what kind of equipment you are using to connect to it for breathing. Just seeing you have a rocket doesn't tell us if you are using a portable or built-in, it's bottle size, whether you are using a flow meter, cannula's etc. Ditto on the AP? the year of your airframe would be helpful too.

The factory or salvage yards. Perhaps I should add that factory Mooney parts are purchased through your favorite MSC; not directly. Sent from my iPhone using Tapatalk

Yes, the composite design team is located there working on certifying the M10 and of course is very busy with their assigned tasks. They are much more of an engineering group that a service group and lack all the needed resources to do as you suggest. It would really need to be a another hangar facility with new staff. However, It would be great too see Mooney expand their capabilities at Chino someday. Sent from my iPhone using Tapatalk

This comes up fairly often. You'd like their would be choices of MSC's in the LA area but no. There is one in the NE of LA: Foothills Aviation. But in the past when this questions has been asked, no one has responded with any experience. However, there are popular MSC's south and north. In San Diego at MYF, your cloest option, is CrownAir which is one I know well and recommend without reservation. To your North and further away are two more with stellar reputations which are Top Gun in Stockton and LASAR a bit further north at Lakeport. Contact information for all the MSCs are on the Mooney wesbite at http://mooney.com/en/Support.html But like most people, you will likely want to find a local mechanic with Mooney experience on your new home field and use one of the MSC's for annuals and other bigger items that you are willing to ferry the aircraft for. Suggest you let us know where you'll be based at as there is a good chance you'll get some good local recommendations as well.

Its not clear what you mean by the "it not coming up in the accessories" - where are you looking? Not Mooney I hope, but since you referred to it as a 262 alternator I am guessing you are. You want to be looking at the Continental IPC for your TSIO-360-MB engine - plus there is suffix after MB for the full engine model. The geared alternator is the #1 on the bottom and you'll want to make sure you match up for 14V vs 28 V. Since you are a Continental Engine owner, you can register yourself and your engine on their site and then get free access to all the overhaul manuals, SB, SI etc as well as on line IPC to look up parts and Continental list prices. Very helpful. GO to http://continentalmotors.aero/login/ to get started.

I remember reading the complaint filed by Atlantic attorneys recently. I am impressed with its completeness and thorough comprehensive timeline of all the crazy stuff the city has pulled off. Its hard to believe the complaint can't be successful but I know next to nothing about out legal system. But the I hope the attorneys can get the eviction notice to be see as more of the same and preferably get it stopped in time - assuming they are trying to do so. Its a terrible state but I don't admire the city for anything. They have only shown constant and persistent determination to close the airport till users give up and leave. Unfortunately their actions have affected to many peoples livelihoods that could not afford to continue to fight city hall. I hope this isn't the end of Atlantic too.

Absolutely not! LOL's! That was one cultural difference that was very noticeable in China. I saw no obesity there. In fact, Chinese woman are even more preoccupied with keeping their slender figures throughout their adult life. When you include that they tend to be run a size smaller on average, one good thing for them is that they won't find our Mooney's useful load or payload quite as limiting as us Americans' probably do average.

If you visit the facility their or If you had asked me before I left China I could have brought one out. But its very expensive to ship things between US and China. Best chance would be when a few of them are coming over here to bring one. I sent a small package USPS International Priority with 2 week service which was $67. The 3 week service is $57 which is the cheapest service I know of.

You are so right! Thanks for posting this Drew. Do we have your permission to use it?

Anthony, I believe they do from a second hand perspective. A couple of them went to Oshkosh the year Mooney returned as well. They have also translated Al Mooney's Story book into Chinese. In fact it looks like its back in print in Chinese there They are very aware of the Mooney culture and passion from the many stories they hear. They have named their first Chinese Mooney too - "Zhenghou #1" Paul

Thanks very much Jack, great photo! I'll pass it on. Sent from my iPhone using Tapatalk

This is a very unusual request, but one I hope many of you will be pleased to participate in. As some of you are aware I've been flying for Mooney in China the past several months and thus working with the China based Mooney team. They have some folks there that are working to promote the Mooney brand in China. One of the things they will be doing is developing some marketing literature and they would like to feature pictures of members of the proud Mooney family with their Mooney's - in other words you all! Because Mooneyspace already has the perfect medium to get such material, I encouraged them to go through the online Gallery's and pick examples of what they would like to use. Thanks to Mooneyspace this is much easier than asking people to submit pictures through the MAPA List or Aviating.com list. Also you may or may not be surprised to know they are just as interested in all M20 Mooney's from Vintage to Modern even though only new Mooney's will be sold in China. For one thing it shows off the rich heritage of the Mooney brand as well how well 50+ year old Mooneys are still flying today. They have made a first pass of whats already loaded up on Mooneyspace and picked about 10 pictures for starters. So I will PM each of the posters of the images that were initially selected and ask you for your permission to use them. Then I will pass back your response to them. If the submitter was different from the person in the picture I anticipate I may need help in realizing that and contacting the person in the picture - we'll see how you respond. Realize I did not take part in the initial selection. Anyway, I wanted to post this publicly so that my PM's doesn't surprise anyone. Thanks

Invulnerability, one of the 5 dangerous attitudes, is just as bad as the Macho attitude and all the others. Just say'in...

The air filter shown is for the -MBs and -SB's of the 252 & Encore - not an earlier 231. Not sure, but I assume they make one for the 231's too.

Looks like your AS is reading 124, not 128 and your baro setting is wrong on the 430, it should be 30.19, not 29.92, that will effect the DA. A error of the OAT of +2 degrees means your TAS would be 1/2 knot too high. With those corrections I calculate your TAS to be 143K What Teejay says above. Also I find without accurate heading information that method doesn't work out too well; especially using s compass. You can apply your compass card deviation to help minimize the error- which I did not see? Also, if that suction gauge is still working I'd check the vacuum unless you already know it's reading very high. 4.5" is what you want to improve longevity of your air instruments. Sent from my iPhone using Tapatalk

Not unusual at all. You are describing a weak battery and it will be obvious by the high amperage charging load after startup. Get to know what this is normally with a good battery and don't rush to take off when you see this. if the load doesn't come down right away you are much better off shutting down and putting a charger on it. Plus you're alternator/generator will last much longer. Its also a huge false of sense of security flying your bird with a dead battery because you think you can get away with it with because the generator will still work. Of course the plane is still un-airworthy with a battery with less than at least 80% of its rated capacity since it will do you little good if you loose your generator or alternator.

Certainly not an issue with the Vintage Mooneys through the J's and won;t be an issue in the K's if your not aggressively slipping with full flaps either. After all, If you are landing with a strong cross wind we shouldn't be using full flaps while also side slipping to the landing because of the excessive descent rate we'll get with both full flaps and the forward slip. I have never experience wing buffet with partial flaps in my K but I also don't spend much time in the side slip instead preferring to kick into it during the flair which is also the recommended method in Mooney's latest longbody Mooney's. Bob K even says there is no danger here but some buffet as long as you are ice free (since ice will lead to accelerated airflow separation leading to a full tail stall) but he also emphasizes this is no place to be in the Mooney (slow, full flaps and in an aggressive slip) nor is there any needs to be there. Often we hear at MAPA PPP's, pilots that have heard of this interpret it as one should never slip their Mooney on landing. A rather exaggerated response IMHO that robs the pilot of a valuable tool.