kortopates

First check your trim indicator, when you go from full nose up to full nose down is the trim indicator going to near both edge limits?

I understand you now, with emphasis on "mythical".

Yep, It works extremely well, especially when your using it before minimums. Why? It tells you immediately when your ground track is deviating from DTK so you can make corrections before you ever see the CDI deviating off center. Much easier than scanning DTK and TRK when you don't have it. But it's not just for lateral guidance, it also adds the vertical rate dimension in as well so its very helpful and exactly what you want if forced to land in very poor visibility yet super useful flying every straight in approach!

First off I totally agree that slowest landings are by far the best landings. But I don't understand the suggestion of "unforgiving stall characteristics" unless perhaps you are referring to an unfounded fear some pilots have about stalling period and feel they must add more speed! Having stalled what must be over a 100 Mooney's from short bodies to Acclaim Ultras this fear is pure myth. The only time I've seen any issue is in the very rare Mooney that had previous wing repair from an accident and drops a wing faster than normal. But more often excessive wing drops are from the pilot trying to use aileron to hold up the stalling wing - a big no-no! If a pilot has a deep rooted fear of Mooney stalls, installation of Vortex Generators should really help them get over it. The Mooney wing just mushes with vortex generators. Its quite amazing. Personally the Only time I don't land with full flaps is if I am doing a simulated emergency power off landing and need to keep the flaps up to make the runway or I am practicing a flapless landing. Or if I landing IFR at minimum visibility w/o flaps in which case I won't alter configuration at minimums for landing. But normally I am doing an approach at 100-110 kts and will use full flaps to get help get slowed down and trimmed to Vref for landing.

Just envious of them!

I know a pilot that had 2 Great Danes - she transported them in Cardinal with the rear seats out. The Cardinal SUV was perfect for them. I wonder if just one would fit in the back seat of my Mooney? I would imagine it would be a tight fit for him/her!

admittedly my dog breed experience is limited to 2 Labs and 1 Jack Russel mutt terrier - all of which have been exceptional runners that still want to fetch at 9+K when I am still struggling to acclimate!

I don't know about that. We had some tar balls on our SD beaches but only after a major oil spill up in the Long Beach area not too long ago, otherwise SD beaches have been free of oil the last 50 years I've been here.

Noise protection I get, supplemental O2 I don't. All 3 of my past dogs have done fine without O2 flying as high as 16-17 for upto a bit under 2 hrs. When I started over 20 yrs ago there was no option for it and initially approached altitudes cautiously. But the dog did much better than we did after some experience I saw no point in trying to provide it. All grew to appreciate the mutt muff though in time after start up.

Top Gun is excellent MSC in Stockton Absolute Aero in Hayward is full service shop that does a lot of Mooney work but not an MSC @ilovecornfields uses a mechanic at SBP that has Mooney experience

exactly right - O2, its provided for by the Guardian CO monitor

For an a owner, you can’t beat the AD log system. They also provide all the materials to organize your AD list and show compliance. About $50 year from memory after the initial year which is more expensive since they send you all materials to organize. Sent from my iPhone using Tapatalk

The ebay boards appeared to be out of the 50’s, perhaps during the A model. Not sure what models they were good for. Sent from my iPhone using Tapatalk

They may not work 100% of the time for all of us, but I believe they work most of the time. But you can't teach good ADM, its an attitude that a pilot must chooses to embrace and devote much attention and study too avoid falling pray to the hazardous attitudes, like get-there-itis as well as learning methods to detect and correct mistakes since we're all very vulnerable. For many of us it takes a close call or some very scary moment that causes us to make the necessary attitude adjustment; what Cliffy likes to describe as getting tempered. But sadly for a select few pilots, it takes the FAA, or insurance companies or a Darwin award to eventually weed-out.

Hey thanks! I was guessing it was passing by Coco's but I see it was going by Liberia. We had departed Panama heading into El Salvador. I would love to stop in Costa Rica, but twice we've done trips down here and each time I gave up stopping in Costa Rica because of the huge fees they charge for us little guys. They wanted near $300 a day to park over night and now they no overnight parking at all AO's unless you get detained for wx or something . They really don't want us. So when we did 3 week touring trip in Costa Rica it was by airliner!

I also have $1M smooth with USAIG and got the discount and made no mention of having instructed at least 3 PPP's last year. I average ~300 hrs a year, the majority instructing in other people's Mooney with no significant change there. But I was really paranoid because my wife only logged 15 hrs this past year because largely the plane was in the avionics shop for several months getting its second major panel upgrade. With so few hours I thought we really needed to get her a Flight Review done before sending off the Pilot History form update to help compensate. But we weren't able too with us leaving town on our CENAM trip. So I was really sweating we would get hit with an increase. Boy was I pleasantly surprised when I saw the rate reduction! But most of all I've been really concerned about being under insured and thankful they allowed a significant hull increase.

I just renewed with USAIG and saw a a good discount from last year. I also asked to raise my hull value, I was already at the max they would allow last year but this year it was no problem to raise my hull 60K, 26% because I have a high end glass panel. That ate up most of the discount from last year. Sent from my iPhone using Tapatalk

Actually John you don’t have to settle for optimizing max fuel, it’s very possible to get all 3 adjustments (unmetered pressure, metered pressure and idle mixture) all perfect. it’s just that’s it’s an iterative process, you start with unmetered and when you adjust that it certainly can affect your metered (max flow), so that how you begin to iterate tell they are all there. just takes some patience by someone that has experience but once all 3 are in the ball park it’s requires very little adjustment. Sent from my iPhone using Tapatalk

That make more sense, chips and the like and often considered standard parts many of which are provided by multiple vendors. Plus a chip consumer needs a drawing and documentation to utilize the chip properly in a circuit. Of course Garmin isn't a producer of electronic parts but a consumer as is every avionics manufacturer.

It won’t, especially in aviation. There is zero market pressure to do so. Aspen was actually the first to market with a retrofit glass panel replacement and promised an open architecture environment - so that they could play with others. Where did that get them? Their market share has been mostly swallowed by Garmin because they simply make the best products that integrate well with their other offerings. Their biggest complaint isn’t that a dealer must install/service them but that their end of life comes sooner than most care for. But that’s the reality of electronics and digital technology. Sent from my iPhone using Tapatalk

Way to complicated to do a full mag check! The much simpler way to check p-leads for a hot p-lead is while at idle rpm, move the key to off momentarily just long enough to tell that the engine is dying but go back to both before it dies and then kill the engine with mixture. If the engine doesn't show its dying in the off position you have a hot p-lead and exercise caution. It won't cause backfire done at low rpm and is quick and easy. I see now John (@jlunseth ) describes the same method above. I'll add vast majority of primary students learn this technique these days which wasn't widely taught when I learned 30+ years ago.

. The GI-275 software is a little more complicated approval as it is a TSO’d instrument vs PMA like the G5 and G3X .

i am hearing next week for the GI-275, but we’ll see. Sent from my iPhone using Tapatalk

It still takes on average a year to a year and half for an engine that has been sitting for a period of time to start making metal after being flown extensively again. It takes time for the engine to prove it self. Sent from my iPhone using Tapatalk

I did transition training for someone that had bought an F model with similar pedigree and no pre-purchase inspection. He was active duty trying to save some $ and thought he found a good deal. On our first climb out i couldn’t believe the anemic climb performance from essentially a sea level airport. Although we completed the training, I also reviewed the POH performance tables with him and showed him we literally only got 1/3 of the POH climb rate for our weight. I suggested he measure the amount of valve lift on each cylinder when warm, comparing the amount of lift on each. it’s usually a shared intake cam that wears down first. Sure enough that’s exactly what he found. so i referred him to a mechanic that would next bleed down the lifters to get accurately verify what the owner roughly measured. I really felt bad for the new young owner. Personally, I think it’s a huge mistake for a fist time buyer to skip the pre-purchase inspection and test flight and go straight to negotiating. Plus it’s got to be very rare when a new owner doesn’t at least make up the cost of a pre-purchase inspection with items found and corrected at the seller’s expense. Of course a PPI isn’t a panacea for finding everything. It’s intent is to find big ticket items and even there is not always entirely successful. But skipping it is nuts to me. Sent from my iPhone using Tapatalk