John Pleisse

Quote: johnggreen I go with Thinwing. This thread has jumped to unintended issues. He is also correct that to compare a Bravo and a C,D, or F is senseless. I think we should have a thread about stall behavior of Mooneys because, as this thread has shown, most pilots know little or nothing of the consequences. Based on an article done by Flying Magazine some years ago, fatal accidents in M20J's are twice that of Cessna 172's and 60% greater than Skylanes. Mooneys are not friendly to being mishandled in stalls where a Cessna will in most cases refuse to spin even when the pilot is trying to create the condition. What started this whole issue with the vidio of the "supposed" spin was that I was not aware of anyone successfully spinning a Mooney (of any Model) since certification. I think it would be a valuable training asset for Mooney instructors/pilots if someone would spin a Mooney and document the altitude lost in a one, two and three turn spin. I will put up $2,500 toward that "experiment" fully knowing that I will probably have no takers. I am not at all sure that a Mooney will recover at all from a three turn spin; I will pay to the survivors of the pilot who tries. I won't be duped. I will fly to anyplace within 500 miles of my home base. The spin must be documented by knowledgeable observers. The person taking my challenge will have to also put up $2,500 and should he fail to place the airplane in a full spin for three turns on the appointed day, FOR ANY REASON, he forfeits the money for my trouble. There will be other reasonable conditions imposed such as it must be a stock C, D, F, J, or longbody Mooney, etc. i'm too old and mean to be trifled with by "Peggy" (as on the credit card commercial), but I am dead serious. Talk is cheap fellows, any takers?

Mooneys share both the step-up crowd from Skyhawks and Cherokees and long term enthusiasts. I was/am both. Bought my 201 in 1997. 170TT to now, 1000TT. Various Mooney know-it-alls proclaim Mooney owners stay with their planes an average of two years longer than any other brand. If this isn't true, it sure seems like it.

On a real approach, I am so busy and focused, I don't fuss with the flaps. I land with them at half and don't really notice. Flying a VFR pattern, I dump all the flaps. I think half flaps make you a ltille heavier on the mains and can help in Xwinds. I have heard of people retracting flaps from half on Xwind flares. I see no point to this. I also find with half flaps in general, a go around requires less muscle and clean up.

Quote: Seth "I enjoy knowing you have formulated deep insights of Mooney comfort and handling from not one, but two different girl friends. I sense Seth, the only pig you have flown with.......IS an Arrow....." You crack me up. Looking forward to showing you the Missile when it's finally ready. One more thing about this particular Piper Arrow - It was geared up by an instructor a few years back (yes with a student - and now the instructor does indeed work for the FAA), and hands off, it tended to roll off to the left and then eventually down. So, even though I hand flew my 1967 M20F, it had a winge leveler and would fly straight and true - I could hand fly it hands off. With the Arrow, we're talking 6.7 hours of pressure on the controls making sure it went straight - I would not purchase a plane that did not fly straight and true hands off. -Seth

I enjoy knowing you have formulated deep insights of Mooney comfort and handling from not one, but two different girl friends. I sense Seth, the only pig you have flown with.......IS an Arrow.....

I love this couple. Figuratively. http://mooneypilot.de/

Quote: Shadrach I agree, see my last post... Quote: Shadrach Looks more like a stall, insipient spin that's converted into a spiral...it's badly rigged or he's demonstrating poor technique.

Quote: danb35 Doesn't Avidyne have a new AP out that will use STEC servos? That might be an option, and might be able to avoid needing a TC in the panel for it...

I watched it again B. I see the aggrivated (second bump) partial stall from him holding it off. I think it's is a partial stall, the left wing dipps and he kind of freaks and noses it over into a spiral simulataneously. Where's the stall horn? Good thing. I would never bring a Mooney close to a spin. The thought of spinning a Mooney gives me the willies. There's no point to it.

No stall horn, he obviously has airspeed and he was jocking the ailerons. Spin...........not so much.

Eldon...I must say, the refurb (G500 too) you have done and just watching your dedication to both airmanship and your aircraft....seems to me it desrves the 55X. I upgraded from the System 30 which is also an option. Byron metioned you would loose panel space for a TC to either install, however, S-tec offers a remote turn coordinator for the 55X. It's a lot more money, but with all you have done........ I'm just sayin'.... When I bought the Stec 30, the avionics guy tried to sell me on the 55X. I was broke and would not budge. He said repeatedly, John, the Mooney 201 is a really capable airplane and deserves a really good autopilot. You win either way, because there is a reasonable upgrade path with S-tec (same servos, alt can, etc.). Auto trim on the 55X is the big ticket item and a must.

Neisch!!!

Eagle's Nest...Rehoboth DE. It is really a 3200 ft strip, but the portion void of damaging ruts and bumps is under 2000ft....PVT. Real handy, close to the beaches and worth wedging it in.

Quote: Shadrach The harness is rated at far more than 10g's. I promise you.

Quote: Mitch It has also been speculated that the 10 G force experienced with with the rapid upward turn, not only rendered him unconscious, but could have forced his body down and forward through the harness so that yes, he certainly was not visible in the cockpit photos. Very, very sad and tragic situation. I know something positive will come of this.

I did it in Atlantic City about 5 years ago. It also included the high-altitude sign off at the local Air Force base. Worth every penny and minute spent. Great attendees and instructors.

Have you seen the latest coverage on the Reno Air Race accident? The latest theory/speculation is the pilot’s seat-back became dislodged forcing the pilot (to lay) on his back in the tail cone, unable to control the AC. This idea has been brought about by recent photos. In every shot, you can see clean through the canopy and not see the pilot’s head. Even if incapacitated, the pilot would still be forced in the “sitting-up” or upright position because he was wearing a 4-point hooker harness. In addition to the trim tab detachment/failure, the tail wheel was deployed. Control cables for both of these items are routed through the tail cone, obviously. This would also confirm his inability to get a radio call off.

Quote: 74657 Shot my first approach in actual IMC today with my CFII. Took off from BEH and was in the soup the entire way to FWA. Encountered moderate rain on the way down. Came in on the back course localizer for runway 14. Broke out @ 500 AGL. It was a very rewarding experience. Flew a GPS LPV approach back in BEH and broke out @ 1200' - BORING!!!! (not really) I am finishing up with PIC and have nothing but good things to say about the staff. Good luck on getting your rating. If all goes well I should be have mine within the next week or so.

Suggesting one pass the the written prior to training in the air is a disservice. Learning while the prop is turning is not optimal, but for some it works. There is something not right about someone who passed the knowlege test, but can't fly BAI. This is disjointed. Study 2 for every one you fly and you'll knock it out. I would run the the written as close to your checkride as you can get it. It would have more relevance, coincide with flying, you would be less likely to forget from disuse and you would flat out know it. I did the King course before they went high tech (VHS Baby!). Heavy on the cheese, but very effective.

I second Jose's notion of MF or possibly sticking valves. Is it a consistant roughness or and ocassional jolt and pop?

I am a big guy...6-1 235. With a nother biggen up front, we are forward cg. I keep weight in the luggage area to offset this.

I am a big guy...6-1 235. With a nother biggen up front, we are forward cg. I keep weight in the luggage area to offset this.

Quote: scottfromiowa Because I have a panel dock and panel opening to accept the 696. Because I don't feel that the upgrade is worth $800 when I can get synthetic vision on I-Pad for $89. Because Garmin has an uncertified (like my 696) for Experimental market with SAME features now offered on the 796.

Quote: jetdriven Wait, I think I got that confused with something else, maybe it was 20 grand. Still.....

I was going to also suggest, conduct your test with the AP and not handflown.