trey2398

Someone once posted on here that in the case of an emergency, I no longer own the aircraft. It belongs to the insurance company. It is that sentiment, I believe, that will keep me from ever trying the "Impossible Turn." The pilot of this Mooney was highly respected and very knowledgable. He was my instructor when I transitioned into the Mooney and I am having a hard time understanding why he would attempt such a thing when better options were ahead of him. There was no lengthy "debris field," indicating that he suffered a stall/spin and came straight down. I anxiously await the preliminary report from the NTSB in hopes of understanding the hows and whys. If this can happen to a pilot of his experience, what hope do I have? http://www.kens5.com/news/140740563.html

My current partner wants to cash out of our Mooney, as he also owns a Turbo Lance which is a better family plane for him. If I can't find a partner here in the San Antonio area we'll have to sell the plane outright. If anyone knows of a interested party, please let me know and I'll put them in touch with my partner. It is a '79 201 2800TT, 600SMOH, newly overhauled mags 50 hrs ago, all new shock discs, new leather interior, 430W, 3 blade prop balanced to .016. I'd hate to lose this plane, but I'd rather share the expenses. PM me for more info or email @ trey2398@yahoo.com

I had the same problem of not being able to see the gear down indication and thought that the window needed to be cleaned or replaced. After replacing the bulb at annual, I can now see it clearly.

Like Jim, my experience is limited to my plane, but I have always felt the gear movement in my seat.

I bought my 201 with 120 hrs in a 152 and Cherokee 140. The insurance was $1800 the first year with a 5/5hr requirement. The 2nd year will be $1350, $1280 if I had completed my IFR. I use Falcon Insurance there in Kerrville.

Testing...is this me now?

If you're interested in a 79 201 w/ 430W, 396 w/ weather, 2900TT, 510SMOH, PM me your info and I'll get you in touch with the owner.

I saw your plane when I went to pay for my annual....Great looking bird!!

I had my #2 VOR indicator replaced today and on the flight home the vertical compass spun from 270 to 020 and held there. I saw it happen as I was tuning both VORs to check their accuracy. I then changed the VOR frequencies to see if that correcting things, which it did not. However, as I reduced RPM to about 2300, it correced itself. Seeing this, I brought the RPMs back up to about 2500 and the card made the same turn to the north. It never did this before and seems to be tied to RPMs for some reason. I'll have to go up and do some more trouble shooting but the only things different on this leg were the repaired #2 VOR indicator and a different set of headsets. Anyone have any ideas what caused this and/or a fix.

I was looking at a listing for a Bravo and one of the photos was of the visor with power settings and fuel flow printed on it. I have attached that pic. Hope this helps...

Ha... So the answer is 50 degrees/minute. Got it...thnx. Sorry for starting all this...

Thanks for all of the info. I guess the last part of the first article sums it up. Never thought of it this way.... "If shock cooling were a definite hazard, your engine should fall apart when you bring the mixture into idle cutoff at the end of a flight. CHTs fall at a rate of 100°F/min or more in the first seconds of shutdown—triple the rate that starts the typical "shock cooling" annunciator blinking. Does anyone complain that repeated shutdowns are causing head cracking? Of course not. Then why are we worried about pulling the throttle back?"

After 3 months of putting around local airports, I finally took my new-to-me 201 out to see what she had. I went from Bulverde, TX to KNEW to KSHV, then back home. Flying at 11,500, I planned on coming down at 500fpm to 1,500 into KNEW. Doing 3 mile/min over the ground and needing 20 minutes to get down, I asked for lower about 70 miles out. I had been set at 21"/2500RPM (180mph TAS and just under 10 gal/hr....love that!!!) at cruise and was advised to only pull about 1"/2-3 minutes to avoid shock cooling. My CHTs had all been 320-350. When I pulled out that first inch, I didn't get much of a descent rate so I decided to bring back the RPM as well. After a couple of minutes, I pulled more throttle but when I started to get a good descent rate I noticed that the #1 cylinder jumping between 290 and 320 so I added power to keep it above 300. I know that I could have just pushed the nose down, but I'm trying to learn the engine better. So I guess my question would be...how is shock cooling defined?