201er

Uh uh. You might wanna reacquaint yourself with 91.155. You're thinking class G in daytime, different for VFR minimum at night. And no, there are tons of airports with instrument approaches into class G.

Technically you can cancel at 700ft (or upon reaching uncontrolled airspace if different) and continue uncontrolled IFR in class G as per 91.173 which only requires a flight plan/clearance in controlled airspace only and 61.57c. Still can't find anyone who can prove or disprove this for sure, but based on the rules, IFR in class G is not prohibited and nor is it subject to IFR rules in controlled airspace. Only that the pilot is instrument rated and current.

I would think that on longer distance flights, the power used to climb is more likely to pay off with better TAS aloft.

At least it keeps the CG in the right place!

Are you saying that prop ice is considered to be a greater problem than wing ice? Or just a more easily solvable one?

May I ask a dumb question? What's the point of a heated prop if the rest of the plane isn't deiced?

You mean this? http://www.mapasafety.com/proficiency

How do you vary your cruise speed depending on winds aloft (headwind, tailwind, crosswind)? Do you cruise the same IAS regardless or slow down/speed up under certain conditions?

Yesterday I went to a different Wings presentation. I think it was called the "Weather Challenge" and is run by the AOPA ASI. It was excellent! This is the sort of event you'd expect to pay money to go to. It was a huge audience, at least 200 people. It covered an extensive array of weather topics and quizzes. And I didn't just walk away with one new thing I learned but many. This presentation is making its way around the country and I highly recommend it to any pilot.

Seems to be like the fuel savings improvement is substantial going from 2700 to 2400RPM and anywhere in between. Going below 2400RPM provides greatly diminishing returns. Lose a lot of speed, gain a little fuel economy. In theory you want to set your MP with altitude, not throttle. If you gotta pull the throttle, you're wasting potential. Go higher is winds negligible. However, the issue is cooling and LOP ops. Seems that once you get over about 8 or 10,000ft, you no longer have sufficient MP to run LOP. IAS is low so in CHTs go up. This forces you to go ROP but then you lose fuel economy. Going ROP at 13k ends up being the same or possibly less efficient than going 8k LOP in NA IO360.

Awesome use of the Mooney and congrats. I disagree with others though that now is the time to be starting instrument training. You gotta become completely familiar and comfortable with the plane, vfr navigation, communication, etc first. Fly to towered, untowered, charlie, and all sorts of airports. Get comfortable with just the concept of flying and going places before tackling instrument stuff on top of that. That said, you have to remember to accept your limitations as a VFR only pilot when taking these weekend trips in the future. You must be ready to postpone your return or take a car back and never push things if weather is questionable. In other words enjoy your Mooney's speed and efficiency but don't strictly depend on it for getting there on time.

I was disappointed by the lack of educational value of a Wings talk about VFR into IMC I attended. It wasn't interesting and I learned nothing from it. I recall many heated and interesting discussions about this and many other topics on here that have been far more memorable and influential on my decision making. So I just wanted to commend Mooneyspace and say that participation in this board is more deserving of "wings credit" than many of the sponsored courses.

"L. Conclude Inspection. 1) Discuss any pertinent safety information with the pilot(s) or operator. 2) Return any documentation. 3) Advise the pilot(s) or operator of any upcoming accident prevention or other safety meetings. 4) If no discrepancies are evident, compliment the pilot(s) or operator." Anyone ever been complimented on their ramp check?

Hey Brett, what about that ride Sunday?

I went up to altitude and tried to fly behind the power curve and do a power on stall. The pitch attitude was insanely high. I cannot fathom actually flying like this. It's actually very hard to get it to stall with the power on. Then why is it that so many accidents occur this way on departure? Or is it somehow different when lower? Or a factor of acceleration? Or is it just that I wasn't at gross weight when attempting it but the accidents often are?

The O rings on where?

And yet nothing comes out of either... Both my pitot and static had water in them but the drains did nothing. Was having problematic readings till mech disconnected everything and blew the lines out. Bad drains? Or they don't help much unless you're flooded with water?

Well... when I was coming up to a runway I was cleared to cross in my original taxi instructions, I saw an airplane on it and stopped to ask if I was still cleared to cross. Ground was pissed and said "yes there's an airplane on the runway, continue across as previously instructed!"

Guys, it's not about progressive taxi. It's not that I can't copy/draw a taxi clearance. The trouble I have is those crazy intersections where someone can tell you "take Juliet!" or even "make that squiggly right, then left on Juliet" and it still wouldn't help. Especially at night! At Springfield, ground told me to taxi Bravo to the ramp but that put me on the air carrier ramp that they recently erected a fence across from the GA ramp. Had to ask for another taxi clearance cause they didn't give it to me right the first time. Anyway, my point is that I find it more likely to get lost and have trouble taxiing at a complex airport than flying the instrument approach.

I've had the chance to fly into Philadelphia International and Boston Logan on some PALS flights I've been doing lately: http://flightaware.com/live/flight/CMF61H Pretty interesting flight coming into Boston on the ILS27 approach with 1200 overcast. Anyway, is it just me or is taxiing the hardest part of going to airports like this!? Flying across the country and finding the airport in low ceilings doesn't seem to compare with trying to find obscure taxiway intersections. Seems we get more help in the air than on the ground. Who else feels this way? Any tips for getting around these kinds of airports more easily? I already have the georeferenced taxiway diagrams on ipad, without them I would never been able to keep track of where I was.

Gotta love them mooneys!

He said it was 0.8 before and about the same after. Gami only promises to get it down to 0.7 anyway. Mine has been running at around 0.3 since reman.

That depends on how your engine does. Byron just spent woopdie money on gamis and his spread is just as bad as before them!

I did watch the video. Very helpful and convinced me to do the mag check. Dave, what makes you think that? The mag with the hotter EGTs is excessively retarded?

I did an in flight mag check. At about 2500ft, 2700RPM, WOT, 11GPH, I ran it on the right mag, then the left mag. Ran a bit bumpier than both but nothing drastic. What was drastic however were the EGTs! Running on the right mag EGTs went from around 1450 to 1550 EGTs. Then running on the left mag they rose considerably higher. 1600-1650 on the hottest EGTs. That #4 cylinder was always running the hottest EGT in all cases. Interestingly CHTs dropped off during single mag operation. Is that bad/strange for the EGTs to be substantially higher across the board on one mag than the other? What does that mean? Also I have noticed that my #4 has been last to peak in all tests today. Is that the most logical reason for why it is running hottest CHT LOP? Should I try having the #4 injector swapped with one of my cooler cylinders?