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You seem to love TCAS over ADSB and rightly so. You get the TCAS units jointly negotiating avoidance, interrogating faster etc. However, in the ADSB era TCAS will still exist. So your argument about "TCAS" is better does not detract from ADSB when it comes to ground controllers figuring out the traffic situation. TCAS does not tell controllers on the ground where aircraft are. I know thats an obvious statement, but thats the point I am trying to make. ADSB is for airspace control and not a traffic/weather detection tool for pilots. Those are just incentives for the non radar and TCAS equipped folk. And the point to point navigation being referred to is again your aircraft centric view. Yes you can fly point to point with GPS and INS over the ocean. But you forget to mention the humongous service volume trans oceanic flights employ because they are not radar observable. With aircraft to aircraft ADSB self separation - yes two ADSB aircraft can talk to each other and form their own minimum separation volume - you can fit a lot more trans oceanic flights at the same jet efficient altitudes, saving fuel for the operators, flight time for passengers. So the system is able to handle more aircraft. The benefit to TCAS and radar equipped aircraft in terms of weather and traffic avoidance is exactly 0. The benefit in terms of saving fuel, ticket prices etc - some substantial value. These direct flight plans in any kind of weather also will ease my IFR clearance situation in the north east, which gets rather convoluted. The chief problem of going direct is not whether you aircraft can navigate direct, but whether the computer issuing your clearance can provide you a minimum safe volume across some crowded V, J, T routes. Your point about increasing the number of runways is certainly valid, but again thats orthogonal to ADSB. You need to do both, allow more planes in the sky and consequently exit them from the airspace with more runways or more airports. Right now traffic going to JFK can still affect my clearance to my home airport near boston, I get routed 100 or more miles west! So even if you provide a thousand runways at JFK it doesnt help me in the present radar and V, J, T route system. ADSB infrastructure allows the possibility of my flight plan going much closer to JFK on my own GPS derived route and not affecting or not being affected by other traffic to JFK. As for UAT stations bein taken out by a tornado, there are multiple UAT stations that one receives from. Yes you need more stations, but has to be balanced with the cost to maintain radar installations. I have no data on that. As for accuracy - radar beams get wider and wider the further you go. Accuracy of aircraft positions suffers as a result. Also it takes more time to establish an aircraft's velocity (multiple sweeps). For aircraft that translates to higher minimum separations again. GPS jamming is a concern, however, I am not sure any Tom, Dick or Harry can go and jam a GPS signal. Usually its the work of some military in some country. I am not sure.

It takes a bit of full mixture immediately after a cold start. Once it settles in about 30 seconds, I pull all the way back to a engine stumble and then slightly enrich to smoothness. Trying to taxi, produces another stumble and needs a little more mxture

Yeah I have had no issues with ADSB station coverage. I start getting stations pretty low to the ground too - about 300 feet AGL in the north east. Disclaimer - I mostly fly along the east coast Starting to go towards western PA, I get fewer stations (3 or so), but still enough. My only gripe is that AWOS and ASOS reports are broadcast on an hourly basis. So if you want to see how the weather is changing on challenging weather days, you still have to call the FSS. And sometimes I am able to get the weather on the AWOS freq before the ADSB updates, because of its 1 hour update interval. But faster updates of AWOS ASOS weather data is on the to do list for ADSB. Think the updates will be broadcast every minute or 10 minutes - forget which, but its quick enough.

Hmmm I was not aware of this behavior in stalls at all. I just knew that recovering from spins was bad, not that it would be so easy to enter a spin. I have had my mooney for 2 years now and did practise full power off stalls. Didnt know I was on the edge of a spin. I dont see where the sudden spin is coming from, unless there was some rudder input or the aircraft was not co-ordinated (prolly not the case in power off stalls). Or maybe there was an attempt to correct a wing drop with aileron, which resulted in rudder input. I think the ailerons and rudder are somewhat linked because it seems to need very little rudder in turns.

Someone on this forum on another thread, suggested opening the oil filler door after landing to cool down fuel lines etc quickly to prevent vapor locks

Just curious about the aerodynamic reason for why its harder to recover from a Mooney spin than a Cessna 152 for example. I am not questioning Mooney's judgment on prohibiting spins in the mooney, just interested in the aerodynamics. It stalls the same as any other plane and recovers mostly the same way .. so why can it not recover from a 1 wing stall easily .. aka spin Thanks

Informative .. Thanks, I will be out selling mine soon

If you have a panel mount IFR GPS, I would be happy with paper charts if trying to fly while keeping expenditure under control. For weather you can invest in one of the many boxes and you can get ADSB for free. Expect to see a bunch of used stratus boxes on sale on ebay or barnstormers etc.

Like you said, the number of jets flying far outnumber the pistons. And ADSB precisely addresses that segment with more accurate positioning than ground radar, less separation and ultimately more flights in the air to cope with increased passenger traffic demand. The ADSB in stuff like weather, traffic are the sweeteners for the piston populace to switch. The jet PILOTS do not care, but their BOSSES running the company do because they can launch more planes in the sky and make more money

Hope you didnt take it the wrong way I am flying a J which is probably true middle of the road (between E and R). I used to distinguish between turbo and non-turbo when I bought my J (first airplane). I do not anymore, which is why the Ovation appears in the middle of the pack among performance Mooneys. As for price, the rockets are priced way less than any ovation. But its a wash in my mind, because with Ovations you get a lot newer airfame and a truly desirable interior, equipment, panel etc. I am actually trying to decide between an ovation and rocket nowadays, to replace my J

I had the same thought - if I flew in - I would certainly feel good

Yeah I am jealous of the panel Question: never flown in to one of these aviation expos - why does one need to land on a dot - whats the harm in landing before it?

If he hadnt shone a laser into a police helicopter - I think it would be next to impossible to catch him .. Unless some cop on the ground sees him

Nice! Panel shots when you get a chance And welcome to the forums as an owner.

I do place value on the updated interiors, nice panel instrumentation and lighting that the modern Mooneys have - such as the late 90's Ovations, Encores etc. However, I think Ovation performance is middle of the road. If I wanted economy I would get a J. If I wanted climb and go fast, I would get a 252/Rocket/Bravo.

Maybe the Arrow is a close cousin of the cherokee 180 - but you could hold that one in a stall and have a huge sink rate all under nice control.

anyone have a preferred shop in the northeast region to recertify their engine mounts? Thanks

Congrats! Hoping to get a similar feeling once my IO360 comes back from zephyr

What climb rates do you get at 12k, 18k in the 310 hp ovation. I believe thats what you have right?

Also skin protection ... Some people develop allergies to the epoxy

Is this really possible - to fit the TN engine I mean? Who has the STC etc? I was lookng for a rocket, but if this were possible, I have my eyes on a nice deiced ovation at my home field

Which airline is this that provides meals in economy?!! The most I have been able to get is a sandwich which I bought

Dont take this as an against gun or for guns statement. I wish to point out that you are taking two unrelated scenarios and using one to justify the other. I would also be nervous if every Tom, Dick and Harry started carrying guns around me. Statistically one of them is going to loose it some day and use the gun on innocents. . Or someone will try and play the hero and show disproportionate response to the crime or perceived crime. Thats where the unease comes from. Its like sitting next to someone with a pet rattlesnake locked up in a box. If the person goes crazy we will have snakes on a plane 2! Your other statement about people wanting a gun near a bad guy is obvious - WHEN it becomes clear who the bad guy is. Heck, even an avid anti-gun supporter will want something for self defense then - rattlesnake or gun - gun would be better. Problem is deciding which of the above two is more likely to happen to you!

somebody violated a TFR saying he was dropping off Santa - LOL http://www.liveatc.net/forums/index.php?action=dlattach;topic=10497.0;attach=7073

Why did you use 110 knots to do your experiment? You should repeat your drag experiments at a lower approach speed, say 80 knots. When you are low and slow, drag is coming from induced drag (from lift) and not parasitic drag (from airflow obstructions). So partial flaps or no flaps wont help much in terms of getting energy back into the plane and doing a go around. People use partial flaps on windy days for other reasons. I used to do that in the cessna 152s but havent had to in the mooney