kortopates

Yep, the routing starting with the departure procedure that likely exceeded his climb rate capabilities given the DA and turbulence. Even after those mistakes, he would have been okay if he continued south past Big Piney to stay south of the Wind River Mountains but then he accepted a shortcut direct to RIV that was the fatal flaw that took him by the highest peak in the range. He even had a moving map Garmin MX-20 MFD in the panel that showed him exactly the terrain he was flying towards but he knew nothing about the hazards of flying in the mountains in heavy winds. His recent 10 day instrument rating instructor had already tried to talk him out of flying this trip IFR a couple weeks prior right after completing his instrument rating. So what did he do - he went up into actual IMC conditions at minimums to better prepare/practice for the Jackson trip. He had signed up for 10 day instrument rating course just so he could fly to Jackson IFR for a wedding. Also of note is that the pilot was explaining to his wife he could make the trip home because without an actual PIREP for icing near his route, it didn't constitute Known Ice and therefore he would be legal to depart! Maybe that was just intended to put his wife at ease but all he seemed to care about was making a business meeting the following day and then not getting into legal trouble.

my thoughts exactly - check your drains. Sent from my iPhone using Tapatalk

i remember that accident well, a father, with a new IFR rating and his sons perished due to a combination of his lack of situational awareness and planning and accepting a direct vector right into the highest terrain passing just by by Gannet Peak. What i recollect was, it wasn’t icing that brought them down but the strong downdraft after they amazingly made it past the highest terrain just skimming it and the tops before the downdrafts got them. A lot of poor decision making starting with when his commuter flight was cancelled and get-home-itis had him calling up the FBO to bring out his J to fly it home. Then when he got an unexpected route and departure he just started delegating his PIC responsibilities to the controller. Very sad, but if was flying a Turbo I’d bet he would have made it - not that i would have tried it in those conditions! And certainly wouldn’t take a direct shortcut flying into the highest terrain! crazy! Sent from my iPhone using Tapatalk

Now that you have the EI R1 tach installed you have a complete solution. The hour or tach time on the R1 doesn’t start to accumulate till 1300 rpm which results in accumulating tach time on a par with the old Mooney hour meter; i.e., except for the run up mostly only counts flying time. Sent from my iPhone using Tapatalk

In my area, a desktop Redbird cost $50 hr and the full motion Redbird cost $60 hr. Not only is it much cheaper, it has added benefits in that it’s much easier to practice emergencies, simulate less than VFR weather and pause to review or discuss something with an instructor if needed. The cons though is you don’t get the needed practice talking on the radio nor with your specific avionics if your an owner. Sent from my iPhone using Tapatalk

No reception loss. But what antenna(s) are we talking about? and what model Mooney. But as an example, I have my nav antennas in my wing tips and my marker beacon antenna in the belly pan. But can't really do it with vertically polarized antenna's for Com or Transponder nor any point in in trying with a GPS antenna nor ELT antenna.

He may not have any piloting experience but he may have years of sitting right seat listening and watching his pilot answer calls and learned enough to understand how to use the basic instruments. It wasn't clear at all if he was able to put in the squawk code. The controller never acknowledged being able to see it and apparently it was the KBPI tower controller that found him not the first controller that asked him to squawk. However lots of folks with right seat experience know enough on how to input the squawk code - but I doubt many can on a G1000 system if that's what it was. The tape is very compressed and I think we're missing a lot. He could have had a very good instructor guiding him in!

skeptical of what? Very impressive for sure. Plus winds were reported at 50@10 Gusting to 16 with runway 10 in use. That cross wind exceeds the limits of many pilots I know!

At least try disconnecting and rotating the MC and the tapping to get any trapped air out even though you can't see the air bubbles. I was amazed at how much trapped air there was and I assume its because the MC hose connectors are not at the high spot on the MCs. But I bet you'll see noticeable improvement right away.

Be careful about non-bendix key blanks used for your ignition key, like you would find at Lowes or Homedepot etc, This may sound overly anal at first, but the only airworthy ignition key is a Bendix key for your Bendix ignition switch and here's why. Use of a non-bendix key in the ignition switch has been shown to be able to removed from the ignition switch without the key being moved to the Off position - in other words in a position where the one or both mags are still hot. I unfortunately learned this after someone at my home base died because of it. A student pilot pulled the key after shutting down, got out to push back plane back and was hit by the prop when moved it. The Mooney door lock is merely a $3 Chicago Cabinet lock and I know the use of cabinet lock keys for ignition switches is prolific. And folks aren't likely to replace with them with a Bendix key blank after hearing this, but be sure to test any ignition key you might be using to ensure it can not be removed without the key in the Off position. Otherwise its a set up to see a repeat of the above needless tragedy.

That's why we make copies of all your required documents, including air worthiness and registration, and present a copy to the inspector. Then they won't need to see the original in the aircraft. They'll be happy and it saves everybody time.

Indeed they do, but I am referring to your registration entering Mexico. I wouldn't want to see what happens if you showed up with out the official document on board. But I know plenty of inspectors look them up on the FAA website to see if its still active as I seen more than one plane impounded by the authorities while the owner had to leave it there to go work on getting a new temporary good for international travel before they could get their plane back Of course this always happens on a weekend when the FAA offices are closed. But would they let you by with just a warning if you didn't have it on board? I doubt it but don't know. As you know, the law still requires you have the documents onboard to be airworthy and present them - database or not. But as for the FCC operator and aircraft permits, these seem to be FCC rules or perhaps ICAO rules that no country in North America or CENAM cares about. I've actually seen pilots push the documents to inspectors saying something like don't you want to see my brand new radio license? Maybe its a good thing since not everyone realizes its two different licenses at first.

Mike generally runs no more than 65% and LOP and yes Continental TSIO-520’s. Many people assume any 360 is a lycoming since the lyc Io-360 is so popular. I wouldn’t say a cylinder change is major work at all but it is invasive and should be avoided till really necessary. Most cylinders are replaced before they really need to be. Many times lapping a valve will save the cylinder. Sent from my iPhone using Tapatalk

As far as I know every electric gear Mooney has the light. I have done transition training a number of times when I had to tell the pilot his floor board bulb is burned out or broken wire. Its on the annual checklist too for mechanics to check - not that everyone follows the Mooney Checklist though.

I wish I could answer that since it makes no sense to me, but in the SL or SB, their is language to the effect that the factory has seen a failure where the panel light came on but gear wasn't down. As best as I can tell, electrically they're either both on or both off. So I've wondered if they might be referring to a failure where you have some bent tubes and perhaps you can't see the football but its still lights? But I can't imagine how you could have bent tubes and get a tube far enough to close the down limit switch either. Its remains a mystery.

I think the cat is out of the bag given the inspector is requesting the log book entry for replacing the gear indicator light bulb. I wouldn't necessarily jump to the conclusion that the inspector is out to get the pilot yet. Its the responsibility for any inspector to verify the issue (light bulb) has been properly corrected and logged; as others have said before further flight without a ferry permit. Since its obvious that didn't happen I wouldn't volunteer a lot of unnecessary info but perhaps plead you still had the other light bulb (even though it isn't legal) and express what you learned from the experience if pushed. But agreed AOPA Legal is your best source of advice.

Definitely not, both position indicator lights are required and listed in the KOEL of the more modern Mooney POH for any operation. Plus even for older Mooney's there is a Mooney SB or SL to add a one page insert into POH to say the Floor indication is Primary, not the panel.

I beg to differ, the light isn't just to illuminate the window, it's to show you have the required pre-load on the gear to hold it down based on gear extension to the point the down limit switch has closed. If you hand cranked it down without either the light in the panel or the light on the floorboard to indicate this, you wouldn't really know when it was down enough and risk undershooting where it could fold on you (such as while turning to exit runway), or over shooting where you could bend a retract tube. If I was in that situation, I would make by best guess for how far to go with the manual extension by remembering the "normal" position, then after landing, stop on the runway and call for aid to very gently tow it off after visually inspection the gear and bungee springs for compression rather than risk the gear folding and a prop strike - which will total a great many Mooney's. Call me paranoid if you like but no need to risk it IMO.

I am hoping to be a UFO too. One of our MAPA PPP instructors is 84 and going strong and you'd never even know he was an octogenarian versus a 60 yo. We had a much older long time instructor recently retire due to diminished mental faculties. But everybody is different as to when its time to cut back. Maybe I am optimistic, but barring things like Cancer, we can all work harder to maintain proficiency and health, to maximize our years.

These are purely personal preference choices. The only way you can find your answer is for you try them. I personally prefer Garmin Pilot. And I have yet to see any of the main stream apps that run on both Android and IOS not have more functionality on the IOS version - if they even support both platforms. If the improved functionality is enough to give up your Android loyalty is for you to decide.

FAA Short Field numbers (Vspeeds) = POH Maximum Performance Takeoff & Climb (Vspeeds)

Interesting question but we only use Vx to clear the 50’ or so proverbial obstacle - never to climb to altitude. The actual angle is very dependent on wind which is if it’s not calm is changing significantly between the surface and 50’. what is useful though is the airspeed we need to get above an obstacle right off the runway but then we’ll transition to Vy or faster once clear. Sent from my iPhone using Tapatalk

Hell no! 42 years now, over 20 in my current Mooney. The accident statistics scare me away from considering experimental even though I have a uncompleted Lancair. Loss of a couple friends at no fault of the plane stole my enthusiasm for completing it, and long since I bought a more capable certified aircraft. Plus i have the credentials to do my own work and enjoy doing it - not just as much as flying for sure. But love the Mooney, and love traveling with my instrument rated wife in it!

Most everyone's speed brakes activate using a switch on the yoke, just like PTT switch, along with a light on the panel to show they're activated. You should be able to have your mechanic or shop modify your setup to do that. They don't need precise flight documentation to make that change. Interesting setup you have, never heard of anything like that and not sure why a pilot would want them on the throttle. Makes me wonder if that was to allow easy activation on landing, but its just as easy with the yoke switch. I know a number of people whom like to use them on landing - but there is no need once you're good with speed control IMO..

indeed it is and why they used magnesium to get the strength they needed without it getting too heavy or adversely effecting the cg. i only recall there were some complex considerations regarding weight. Sent from my iPhone using Tapatalk