201er

Thanks for the story. It brings up a quick question in relation to that. Does the nose pitch attitude look higher, lower, or the same when done gear up vs gear down?

Except in all this time, not a single TFR has thwarted any malice. They have never intercepted a plane full of explosives, the TFR didn't make the bad guys wait for a more opportune day, etc. All it has done is caught a bunch of benign negligent pilots, and caused extensive delays and problems for everybody else. Why are our freedoms being violated for a bs security measure that wouldn't even work, hasn't stopped anyone, and wouldn't even work if it were needed? Funny thing is that nobody did anything about this plane unknowingly violating TFR until he was smack over the center of it over JFK. What good did intercepting him at that point do (other than to screw him for the harm he didn't do and didn't realize he could do)?

That would be annoying, and quite likely ignored cause I don't have my gear down that early. One hard rule I have is NEVER to put in flaps before gear or reduce power to the point I can hear the horn. I gotta leave those options for later. So I try to fly my pattern fast and with some power in. Using my SOP, I was never once reminded by gear warning or checklist cause it was already down. I like to keep it that way and check just in case anyhow.

I heard the other gear warning is the eternal flare. If that doesn't cue you in, nothing will.

Advisory Circular 00-62 advising QICP standards for online weather providers was recently cancelled. How does that affect the way we get weather briefings? Does this mean we are free to use any source as a "legal" briefing? Or does it mean that Duat(s) and others are no longer "legal" and we must return to phone briefings as the only legally accepted source?

Mooneys don't need a toilet, they go fast.

M20P

Question (possibly ignorant): even with deiced prop, won't you still be at a loss of power to an extent because of induction icing across the intake filter? Even if most air is going through it, doesn't that reduce engine effectiveness regardless of icing on the blades? As for the alternate air: -Does it work as all or nothing or in stages? If filter is partly clogged, does alternate air let some in to make up or does it only open when no air is coming through the normal intake? -Isn't it bringing in warm air so also less power? -Are you sure it works? How do you know when it is operating?

Anyone ever use the Mountain High EDS-O2D1 Pulse Demand Oxygen System? Feedback? Anything I need to know before getting one? http://mhoxygen.com/portable-pulse-demand/o2d1

Not until flight into known turbulence becomes illegal

FIKI TKS makes sense as an added capability. But what's the point of spending 50 grand on an inadvertent system? You're still not allowed to fly if there is any report of known icing. The chances of truly inadvertently getting into icing (and even more so not having any out but TKS) is slim. Is non-FIKI TKS just an invitation to break the rules?

Now that depends if you gotta hold for IFR clearance or just get up and go! But honestly, either way it doesn't matter because the amount is so negligible and I'd never be cutting my fuel at destination so close that I'd have to count it. How many minutes you spend at full power play a far greater role than what you spend taxiing. Worst case scenario is maybe like 30 minutes total for a flight which isn't even 1 full gallon.

The trouble with climbing LOP on a hot day is that you're not climbing so well in the first place...

After I couldn't establish on the approach because they turned me inbound too close. Another time after having to go missed. They also get on when you're below 1500ft and start bugging you every 15 seconds to cancel. Keeping it till you're on the ground is barely an option unless you can't help it. They have parallel arrivals on approach to 4L/R EWR or oncoming departures from 22. On initial contact the first thing they ask is if you're familiar with the cancellation procedures. If you assure them you will cancel in the air at the first opportunity, you have a better chance of being sequenced in between Newark arrivals promptly. Otherwise they'll vector you around till they can find a big opening. It's not uncommon to spend 15-30 minutes getting into Linden on the only GPS-A approach available. And keeping IFR till the ground won't make you one bit safer because VFR operations persist even when the field is down to IFR minimums. I had an approach I had to go missed and yet was talking to pattern traffic on CTAF (helicopters). It's quite the approach, you should try it some time in actual. Good luck finding the airport when it dumps you 2 miles from the airport at a 70 degree angle. http://skyvector.com/files/tpp/1310/pdf/06291GA.PDF

Guess you've never flown around NYC

Ok, it's not a demand. It's a polite request to comply or get stuck holding for half an hour.

Not to sound like a dumbass... but how do you know when you've reached the end of the runway in low IMC?

Why's that? If you shoot for 8gph or less, you're below 65% power so it can't hurt anything regardless of where your mixture is. I'll tweak the mixture when I have time but if ATC wants me to level off for a minute and then continue climb, I'll just pull it back below 10gph depending on my altitude/setting and leave looking at EGTs until the cruise level off.

Are you saying it takes longer to lean LOP than it does ROP? Or are you suggesting to skip leaning and leave the mixture full rich the entire flight? It doesn't take that long to get into a "close enough" LOP setting, especially if you know your plane and set the power low. For example if I were told to briefly level off and demonstrate some sort of maneuver, I could level off, pull RPM back to 2400, pull mixture back to 8gph and good enough. Is it 20LOP or 80LOP? If you are doing it briefly, who cares? The engine is cool and you're not wasting fuel. Or coming into a hold, pull throttle back to 20" and RPM 2100, lean below 6gph and leave it till there's time to fine tune it. If you know how to manage your engine while flying VFR, quickly setting it at a ballpark LOP setting is EASY and quick.

Quite enlightening. How is it careless/reckless to self announce on CTAF inbound on an instrument approach into class G but not careless/reckless to arbitrarily fly in clouds in 14,500 class G airspace? And don't say big sky theory for Alaska because that's not enough of a reason for regulation to allow it.

Sure... but I was kind of comparing our Mooneys to what's hot out there rather than the typical Mooney improvements we see if that makes sense.

Which aspects of your Mooney would you most like to change? Check out this poll with a wide range of topics and feel free to post about others. Vote based on reality rather than purely dreaming based on changes you've chosen to make or can see yourself making in the not too distant future. What changes do you intentionally withhold on? For example insisting to fly with paper charts instead of flight bag or preferring steam gauges over electronic flight bag, etc. What aspects of the good old fashioned way do you prefer about your Mooney and which do you wish would get with the times?

If you expect to fly xcountry IFR LOP, then why shouldn't you be able to pass the maneuvers on the ride LOP?

Well that's a question for the FAA and not the pilots who simply abide by their rules.

91.173 ATC clearance and flight plan required. No person may operate an aircraft in controlled airspace under IFR unless that person has— ( a ) Filed an IFR flight plan; and ( b ) Received an appropriate ATC clearance. 61.57 Recent flight experience: Pilot in command. ( c ) Instrument experience. Except as provided in paragraph (e) of this section, a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if... In other words you can fly IFR if you are instrument current, airplane is instrument equipped, etc in any airspace. A flight plan is only required in controlled airspace and clearance is only required in controlled airspace. Therefore an instrument rated/current pilot can fly IFR in class G airspace without clearance or flight plan. That means the instrument rated pilot can cancel IFR flight plan but still continue flying IFR for the remainder of the approach in class G and not be obliged by VFR weather minimums.