sleepingsquirrel

Is it just me or have others experienced this? I am far more comfortable landing in cross winds that I would not take off in given a choice , and usually I'll fire up the 150 for those days.

"Never again" is just a pilots way of saying "he's" not likely to do it again anytime soon. How about Moneyspace calls it : My misadventure............. can it be anonymous? Just in case it is actionable by someone.

http://www.pilotsofamerica.com/forum/showthread.php?t=55959 Pictures and all. Engine only no real discussion of airframe.

Madison is West of Huntsville Al. Moontown is 3m2 .

Hey y'all I appreciate all the advice. I'm not having trouble landing engine out or otherwise. I had my Flight review recently and had my engine out with no problems. I fly into Moontown all the time, and never need more than 750 feet to stop. I don't need so much runway that they are bulldozing up about 5000 feet of it at my hometown airport. Thanks for the concern but I've got the Mooney under control. I fly plenty and am still able to get the gear up and down. I'm sure my awesomeness is lacking compared to most of you guys but I'm awesome none the less. I simply started this thread because it is as close as I can come to getting away from "I went flying today and NOTHING happened".

I wonder what the Indiana State Police are investigating? Did he have a driver's license? "The incident remains under investigation by the Indiana State Police and the Federal Aviation Administration." Glad everyone is OK!

No ,but I think about it all the time.

As mentioned earlier in this thead "after fire" in the exhaust is a real possibility with the chance of damage, but not blow off a cylinder . Not mentioned but shutting the fuel off/on is a method of reducing power for a descent from altitude. Works every time someone runs out of fuel.

This is why the discussion. What do you do besides fly in the pattern until running out of fuel? Mixture, carb heat , blipping the mags, Personally I'd leave the prop forward. The thread I remember was that on reducing throttle to land the whole throttle cable and all came loose from the throttle and it was spring loaded for WOT. Sure you have to go around, can't land a Cesne 150 at WOT, but wait until running out of fuel? Not me.

http://www.theflightline.tv/ I enjoyed this . They are looking for input from pilots to create and maintain programming which displays aviation for the public that does not alienate pilots. I'm sure they would like to have something like, Mooney Ambassodors as a feature.

So what happens when your passenger pulls the throttle back and hands it to you? Your Mooney is now traveling near the speed of light and will never land until it runs out of fuel. I don't think any of us are fearful of landing with no power . I think we are deathly afraid of a Mooney WOT on short final.

A great deal of cheese in a WWI pilot's diet for that reason. Another post on Pilots of America of a partial leak on manifold pressure guage. Worth reading as it caused pilot to set less power than the guage indicated and LOW airspeed. I can see how that could cause confusion and possibly lead to an accident. http://www.pilotsofamerica.com/forum/showthread.php?t=56247

Mine cost about three dollars . Bungee cord with hooks wrapped around each inside yoke and under panel to tubing.

I have rationallized that leaning to rough then enrichen to smooth takes care of the leanest cylinder.

There is a thread here with that failure. Believe it or not , I remembered reading the thread and was already planning a broken throttle cable landing ,until I reduced power and watched airspeed respond.

Yep! That is true. You're makin me feel like a real aviator!

There I was , cold dense winter air, full power after take off , level off and adjust for 2300 RPM and 23 inches of manifold pressure. Manifold pressure indicates 29 inches and not responding to reduction of throttle. What would you do?

My dad worked on the wings as a teenager . Too young to join at first so he went to work in a factory deburring the rivet holes, and applying zinc chromate .

I know some people have them and offer to loan them for shipping here on Mooneyspace. When I saw these I figured they were a good deal. This fellow has sold several and they often get bid up much higher.

I bought these on EBAY $75 +$12 shipping. Very pleased with the quality, reproduced from originals. Good enough for me. http://myworld.ebay.com/stagd17j9o5?_trksid=p2047675.l2559

A pilot, passenger can CONTRIBUTE to an accident. Dead or alive the Mooney was ready to fly and without the interjection would have broke ground and climbed out. PIC is responsible as always.

I never fool with a popped door in flight. I 've heard of more avoidable tragedies from trying to close a door in flight , to me it's just not worth it. It won't open any more and it won't close. Fix it when you land. I regularly instruct the passenger that sometimes these doors can pop open and to not be afraid, They couldn't fall out if they tried. Mine is not even that noticable when it does. I do get some funny looks, like is anything else going to fall off that I should know about? A pilot passenger can cause an accident unintentionally. A Mooney aborted take off because while the pilot and Mooney was ready to fly , unaware that the airspeed indicator was dead. The observant pilot passenger called out, NO AIRSPEED! NO AIRSPEED! The pilot In command aborted the landing with too much speed.

Of course not , as I have explaned in the past ,I just fiddle with the knobs until it flys right. I do cruise at lower altitudes unless going somewhere.

I flew a Mooney years ago with a friend, was always a Cessna trained and raised pilot. I didn't think there was any other airplane for the type flying I do. I've said it before and it's worth repeating. I was privilaged to fly Betty Jane , P51C when the Collings Foundation came through. I knew the second I took the stick something I had experienced years ago , a superiorly crafted piece of machinery. I was detemined to get a Mooney. If a Mooney had a tail wheel , and a stick I would simply own a P51 that burns 10 GPH instead of 60 GPH.

I called the FSDO today and found the restricted airworthiness certificate is perfectly ok. This was for an aerial sign STC requiring a 337 to install and only a logbook entry after deinstall to move the aircraft back to stadard, normal classification. A commercial pilot or an A&P is allowed to make the log entry moving the aircraft to standard. The physical airworthiness document does not need to be replaced each time. I have to say, the service I received from the FSDO was knowledgable, professional, and thorough. Thanks ya'll I learned more good stuff about aviation!