201er

Well there's always the factory original headset hangers installed: But others have come up with alternate creative options: Some food for thought. And if all else fails, just have em fly on the wing. Saves time on getting in and out.

I think the fundamental difference between the way Mooney pilots and Bonanza drivers fly LOP is that the Bonanza guys are really looking to save gas (hey, don't blame em when ROP is 15gph) while the Mooney guys are trying to go FAST without frying the engine. We don't need to worry much about gas. Once we're on the LOP side of things, squeezing more gas savings becomes unimportant compared to maximizing speed!

Alright, assholes welcome too.

In theory (according to red box concept), even if CHTs are in line, being over 65% power and in the red box leads to excessively high ICPs. So at that point it may not be the heat but the excessive pressure that is your enemy. That's not my opinion, just how I understand what I've read about LOP ops and red box.

If shortened exhaust life expectancy is a reality... could anyone who is mech/money savy do a cost analysis difference between the cost of exhaust replacement vs savings on fuel/cylinders?

Amazing how such an obvious solution could be so overlooked.

The New Jersey Mooney Pilots Group will be hosting a Mooney Fly-In at York Airport (KTHV) for lunch on August 18th at noon. Bring your Mooney, bring your family, bring your friends. We'll even let that strange bonanza guy attend. From what I hear, we can expect a pretty good turn out. See ya there.

If it's not IMC or at least not low IMC, I try to get out of NY airspace and pick up clearance with McGuire or Allentown. Then I get decent routing and no delay. Kinda unrealistic to get it in the air from NY approach. Once they made me land and get it on the ground!

My plane needed the muffler overhauled on purchase. And I highly doubt it was flown LOP prior. And lycoming allows economy cruise at 75% at peak which is the highest possible EGT you could get. If you fly LOP, you're already some degrees cooler than that number. That said, I'm not sure if peak +/-25 is a bad place to be for your exhaust system.

Question, you have a fancy engine analyzer don't you? If it's like mine it shows % power. Did you ever glance at this and find the number was on the low side? That's what I think would have alerted me that one of the 3 knobs wasn't in all the way. Also did you consider opening ram air for a little extra power?

You're not the first: http://mooneyspace.com/topic/9250-i-discovered-something-that-was-not-in-my-scan Where I might fault your procedure is that you didn't keep your hand on the throttle. I have flown too many run down planes with too many unreliable gizmos so I'm in the habit of holding the throttle full forward until on a comfortable climb. At what point did you let go of the throttle?

Can't find the lasar rings. Anyone have a link directly to them?

Here we go again... round 2.

Wow, that's pretty bad. I've had the entertainment of listening to a Cheyenne getting chewed out for not knowing how to fly an instrument approach.

Alan, your recent posts aren't any more ass-nine than always. I dunno if it's cause I was a beginner when flying other stuff, cause I'm based out of under the bravo, or cause I fly a Mooney, but regardless of workload I get cleared into NY and PHL bravo 9/10 times VFR. The rare occasions I wasn't, it was very clear that workload didn't permit. Heck most of those times I didn't even find a long enough break to ask.

Guess the joke was on them when you walked in with your fiance on a leash

I agree that for the way the caravan operates, no flaps may be best. However, for all normal Mooney operations, the best argument for ALWAYS using takeoff flaps is to establish it as SOP so that the one time you really need them, you didn't forget to use them!

Do you feel that you are more likely to get cleared into bravo/charlie, direct, through TFR, or preferred routing by flying a Mooney? Do ATC controllers give some preference by make? Or is it to do with greater pilot skills from most Mooney pilots? Or is it all the same whether you're flying a 152 or Acclaim?

Something mystical about that stuff. Guess we'll never know.

Next thing you know, they'll be suing Boeing for even providing the space for a pilot instead of just making it fly itself.

Mild hypoxia. Heart rate goes up to deliver lean of peak blood oxygen to compensate.

I doubt a 4 seat GA airplane full of em or not would make any difference... Even stacked to the ceiling... not talking about "in your bag." Just another example of the govt wasting everyone's time and money for only a false sense of security.

What could you possibly have in your bag on your own plane that is a threat to the president on the ground? They'll let you fly but they'll search your bag? What kind of morons run this thing?

Welcome to Mooney Space, a - mostly - friendly crowd of Mooney pilots with a passion for their birds with the tails on the right way. Everything changes when you go from renting to owning (for good and for bad). This is definitely the best place to learn all about the aspects of ownership. Since Mooneys are rarely available for rent, it's mostly an ownership community with the high buy-in price of owning a ship. Can't help you with the flying buddy stuff but just wondering besides 500 miles if you have any requirements? If you're planning to fly solo and stay relatively local (not going much past 500) you may do just fine with a C or E model! There's a lot of them available for sale for a steal. Sure beats renting a skyhawk! And on less gas too. When you own, flying a little slower can pay off big time. Thanks for joining, have fun.

Let me ask this... do you reference the altimeter in your decision to retract takeoff flaps? That's why I included option "Once clear of obstacles and comfortable" as a general catch all that is not determined specifically by altitude. For example when I was training, instructors would forbid me to retract flaps before a specific altitude or to turn before a specific altitude. I don't operate that way in my Mooney. I don't know what altitude I retract my flaps at so I wouldn't be able to give a number. It is more of a feel thing for me that includes being clear of obstacles, having sufficient altitude for comfort, and feeling confident that the airplane will continue climbing despite a momentary loss of lift during retraction. As to the dentist's point, I don't see it as particularly relevant. I don't think anyone is going to argue to retract flaps while sinking. And most of the points presume you have positive rate of climb in order to be at that altitude or condition. Positive rate of climb alone is probably not a good reason for retraction (such as just climbing out of ground effect). And those of you voting "right after gear retraction," I'm curious if you could add at what point you retract gear. Cause obviously there's a big difference between retracting when leaving the ground, no runway left behind, and reaching a certain altitude prior to retraction. I'm sure if you go "positive rate of climb, gear up, once gear is up, flaps up" you'd have gear and flaps up before hitting 100ft in most of our birds!