kortopates

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.

This looks very likely to be a skidding stall since I'd bet almost anything it wasn't a slipping stall and surely not a coordinated stall. Reportedly the pilot survived this too which we all know is rare in these events. Sent from my iPhone using Tapatalk

Thanks for sharing. But thank goodness I fly a fast Mooney that knows no borders! I'll just deviate a few states south and into Mexico. Should only add another 15 minutes!! [emoji846][emoji846] Lol's Sent from my iPhone using Tapatalk

It's actually different interface with Tapatalk but I found and corrected both instances. Thanks! Sent from my iPhone using Tapatalk

Mine is installed in the footwell vent, looks like easiest place to put it. Although it is the easiest place to install it, most will be dissatisfied with the loss of accuracy doing so since it's too close to the engine and exhaust. Notice were your OEM OAT probe is installed in order to be accurate. It gets undisturbed air out on the wing. Sent from my iPhone using Tapatalk

Thanks great explanation- But I Think you mean to say "slipping" and not "skidding" in the statements above? Oops - yes, I meant slipping turn. I'll try and correct that so as not to confuse everyone. Thanks. Sent from my iPhone using Tapatalk

Of course that totally depends on whom you would be seeing it with! [emoji846][emoji846] Sent from my iPhone using Tapatalk

No, that's not correct. A slipping stall still results in an incipient spin. It's just that the incipient spin rolls you toward wings level instead of away from wings level. Therefore, application of prompt recovery technique results in you breaking the stall about the time the wings are level with the horizon, This makes it easier/faster to level the wings with the rudder, and you don't lose as much altitude. But if you don't apply prompt recovery technique, you'll continue the outside snap roll and wind up in a spin opposite the direction you would spin from a skidding turn. Here's a video that shows a one turn spin from a slipping turn. The airplane snap rolls left, away from the right turn: This is only true with power in a positive attitude. The fact is you can't make such statements about a slipping turn without inclusion of power as to the configuration. At idle in a descending turn, such as our traffic pattern, a stalling slipping turn is mostly benign with the high wing un-stalling as it falls level. In fact in many trainers you can't even get it into a full stall. This is all in a huge contrast to skidding turns where both power on and power off you will be in for a big e-ticket ride down. But the aforementioned thought that any cross controlled stall will lead to a spin is utterly false and leads way to many pilots to being afraid of slipping their aircraft in the pattern. Sent from my iPhone using Tapatalk

Of course both would be newer airframes, the Ovation would be a downgrade with respect to performance at altitude and the Bravo will burn up a lot more fuel its 20 extra knots or so. They certainly both have their sweat spots, but the 252/Encore is the sweet spot in high altitude economy/efficiency . Sent from my iPhone using Tapatalk

Not exactly true that all cross controlled stalls will result in a spin. For example, there is huge difference between a stalling in a skidding turn versus in a slipping turn; especially at near idle power. But no, I have no intention of stalling a Mooney in a skidding turn!! Sent from my iPhone using Tapatalk

Started sooner!!!! Why are you still procrastinating??? [emoji45][emoji846] Sent from my iPhone using Tapatalk

Thanks Don, no worries at all.

I am at Gillespie and also a past MAPA PPP instructor. I am not Chuck, but I was trained by him and follow his methodology. I won't be available till the end of the month though since I am currently working for Mooney Intl in China.

I agree with Dallas. Plus you mention only that the seller has had work done by CrownAir, not that CrownAir has been doing the planes annuals. There is a huge difference. I would only be looking for a shop or set of eyes that was different from whom was signing off the last annual or two. Also that could be an advantage of using Savvy too if that appeals too you since Savvy will start with a review of the logs to determine the scope of the recommended PPI.

As Lance said, your only option is the LB. Given the Merlyn and Intercooler I would suggest not going with a factory engine when the time comes - although you are likely far from that day. But instead, I would recommend going with a good engine rebuilder that will build it up with the Merlyn and Intercooler. Otherwise it will will cost you a bundle to re-add the Merlyn and intercooler after the otherwise complete factory engine arrives. Plus I wonder if that will negatively affect your CMI Warranty so you should discuss your plans to modify the engine with them to find out - remember neither of those parts are approved by CMI. As it is you will want to talk to both engine rebuilders as well as CMI since you are in a rather unique situation going from the GB to LB. The change requires an all new induction tubes, pump and fuel servo as I recall properly plus some other items - those parts are likely to add significantly so you'll want to find out who can do that in the most affordable fashion and how (new or used parts); then add in your need to include your Merlyn and intercooler and see how it all totals out. But if you are really buying this as if it has a run out GB engine you'll be fine, but additional details suggest its far from run out with a recent top (depending on how it was topped). One suggestion. If this is your first aircraft purchase I suggest looking into Savvy's pre-purchase inspection. Savvy will give you just the right amount of guidance and advice that should ensure all the bases are covered to avoid any big surprises after purchase. I work for Savvy. One of our account managers, Ryan is also with Western Skyways, one of the country's biggest engine rebuilders, and i am sure he could give you good advice on your engine rebuilding options down the road as well. You may be perfectly happy with the 231, but when I went down that path many years ago, i was very happy to be able to upgrade to the 252 a year later to get a real turbo installation that really performed in the flight levels and was also greatly cleaned up from the 231. Plus it has the option of upgrading to the Encore for the 230 lb gross weight increase as I have been doing to mine. I certainly don't mean to knock the 231's, not at all, and most get by just fine; but the 252 is a huge improvement and worth waiting for if need be. Yet they are rare. Either way I wish you the best of luck with whatever you get.

There is really no such thing as a "rebuild" there is a 500 hr inspection which is an IRAN that if sent to a mag specialty repair station will include replacing all seals and virtually all moving parts and re-magnetizing the rotor, re-painting etc. Done in the field you'll generally get very little done because there is no specified list of replacement parts for the 500 hr IRAN; maybe just new points. So choose wisely who you use. The convenience of using your shop for the annual may not be the best option for your mags. The other option is an overhaul which isn't required till the engine is overhauled and then all parts listed by the manufacturer must be replaced. If you fly with pressurized mags take the 500 hr inspection very seriously; especially if you fly much IFR which the typical pressurized mag pilot does. Sent from my iPhone using Tapatalk

I am always shocked by Mooney pilots that feel a larger pattern is justified with approx no more than standard rate banks in the turn. Keep the wing unloaded and your turn coordinated and you'll stay safe - yes it really is about angle of attack not air speed. Sent from my iPhone using Tapatalk

I couldn't get to the article but I know a drone pilot who is also a Mooney pilot and I also know the second in command at Ft Huachuca which I understand is one of the military's largest drone training and testing base. He is also a Mooney pilot and may even weigh in here. Those of you who have attended a MAPA PPP in AZ the last few years know whom I am speaking of. For a civilian drone pilot you needed a commercial license since you were piloting for hire. But the interesting thing was how the Army trained enlisted men to do the job - putting them through a full FAA pilot ground school training. On the other hand, the AF didn't train new pilots but drew on current pilots - I heard mostly fighter pilots at the time. Makes you think the enlisted army pilots are much more motivated than the AF guys that would naturally prefer to be doing real flying. But of course this has been going on a long time now. And although it may seem Orwellian to some, the good thing about it is that the men and women that operate these oversees from home in the US get to go home to their families every night without really ever being in harms ways. I am not going to debate the philosophical side of that but I am all for reducing risk to our service men and woman; especially when a UAV can do the job. Also from what I recall, although the UAV's are highly automated, the UAV pilots take off and land them mostly by hand using cameras and standard instruments. Sent from my iPhone using Tapatalk

I don't ever recall experiencing a full flap takeoff - but really there is no need for it. Byron's flap failure on a go-around is really the only way this should happen. Maybe it's worthwhile to practice one once in awhile just to know how the plane will behave while we still have the means to raise them. But not at high density altitude - that really changes things drastically. Of course one could simulate this in the air first more safely too. Sent from my iPhone using Tapatalk

These aren't a D-ATIS service, just METARS. You still have to pick up the official ATIS or One Minute Weather on the radio. Sent from my iPhone using Tapatalk

Personally, the smart thing IMO is to get a K&N filter. You never replace them, just clean and re-oil with their chemicals. They are superior to your paper element filters designed for racing. Mine is well over a dozen years old and still like new. They are STC'd for the Mooney too. Sent from my iPhone using Tapatalk

It's very simple really - a portable device is anything that does not require tools to mount. An permanently installed device is anything you need tools to remove or re-install and then must be approved. The definition of portable equipment versus installed (permanent) equipment has been around since far before the iPad and is not iPad specific. I don't know which RAM mount set up you have but I'd say if your SO can get it on and off without tools and without breaking a fingernail you are ok [emoji3] Sent from my iPhone using Tapatalk

My understanding of this is exactly the same as N1395W. As long as you keep it a portable installation which means no tools are required and it's not tied into the ships power then you are golden. But if you go with a mount that required tools to install then you'd better have the required approval and sign off. Ditto if it's is tapped into ships power. That's the only point where it becomes controversial as to whether it falls under a minor or major alteration but most will fall under a minor alteration requiring only a log book entry. I think the key point from this discussion is that you should make sure not to use an iPad mount that requires tools to install and thus will be considered an installed device requiring proper approvals. I am very happy with my "portable" mount installation. Sent from my iPhone using Tapatalk

I have the same issue. Although it's not so much the paint but the amount of cleaning it is likely to need after; especially into places that I can't easily clean. I have seen too many birds come out of there after being parked over a windy day and the grime goes everywhere! There are of course lucky ones that don't stay long and get out without the grime. But I would love a ride in some day though in someone else's bird! Sent from my iPhone using Tapatalk

I transition trained a recent PPL to the 231. It took quite awhile, much longer than it should have. Mainly because the guy was a very busy business owner. Most weeks we flew once, and occasionally twice or not at all. When he was ready to be signed off I felt he had likely done twice the hours he should have needed. But a significant reason for extra time was that he never learned cross wind landings in his private and he really learned them for the first time in the Mooney. I insisted on proficiency in them in part because his planned frequent destinations required it (desert south west). When he was done he was good at them and knew his aircraft systems and all his equipment as well as the emergency procedures - which is a giant leap from the simple C172. Find yourself a good Mooney specific instructor that knows turbo's in your area and work with him. Turbo knowledge is critical too so that the instructor can teach you how to properly manage the engine to improve longevity. My other suggestion is to take your time because your "needs" so to speak will change drastically as you advance and become more experienced. So your more experienced pilot partner will actually be a huge asset in helping to guide you. I am 252 owner. Sent from my iPhone using Tapatalk