AndyFromCB

It would be rather hard to mount a 10 inch radar antenna on a Mooney. I don't think we have any radar pods STCd. As to the quality of the product GWX68 was up there with the best small aircraft weather radars, GWX70 smokes most systems costing ten times as much.

The device in question is called PathFindIR camera. It's a FLIR based system. Runs about $2600 on the open market or about $800 if you can find one out of a wrecked BMW or a Caddy. You think that $30K is bad, a $2600 PathFindIR camera installed on a Pilatus PC12 is a bargain at $96K. And yes, I looked into it, same camera, 30hz, NTSC is used in PathFindIR vehicle system as in the 15K to 100K aircraft based system. You are paying a lot of money for an STC and a streamlined fiberglass shell.

They can say all the want about Mooney, but not one has ever lost its tail in flight ;-)

Not the same technology, but I've priced the parts out for an identical system to the one Cessna sells and it's closer to 3K than 30K

They already make one, it's called Malibu Mirage ;-) You can even get it in a turbine version, called JetProp or Meridian and I bet you adjusted for "aviation inflation" might be cheaper than a M22.

Byron, Bet you a beer you're wrong ;-) Next time you're up at a decent altitude, drop the gear, slow down to 66knots speed, give it full power, trim for 85knots, take your hands of the controls and pull the mixture. You'll be very surprised what happens: -the plane will instantly slow down about 15 knots in 3 seconds, roll to the right and then nose back down to about 100knots because of the loss of elevator effectiveness due to loss of airstream over a propeller and just stay there. That's exactly what my Bravo does. Andy

This is why I never understand peeps who climb at anything else than full power. I almost have to hit certain CFIs when they reach over for the throttle at 500 feet. Leave the damn thing alone until about 3000 feet AGL. Leave it alone. For me it's always Vx to 1000, Vy to 3000, then cruise climb at 34/2400 at 120knots. Unless I'm in the mountains, then a lot of times it's full power until 16,000 feet like when departing KJAC or KLAR.

Fantom, My tests were not done at 700 feet, they were done at 4500. However, according to a study I read, it takes an average pilot 4 seconds to realize they lost an engine. Being I consider myself less than average, I give myself 5 seconds, hence 700 feet being my requirement for a 180. You end up loosing about 200 feet accelerating back to 85knots and it must be beaten in a pilot's brain that no turn takes place until 85knots has been reached. Andy

Here is the math, according to my tests -my Bravo climbs at about 1100 feet per minute close to sea level at full power at Vx of 85, down to about 700 feet per minute at DA closer to 10,000. -my Bravo sinks at about 450 feet per minute at 85 knots with gear and flaps up at gross. I was really surprised when I first got 767RD how much of a glider it was vs my arrow. It took me some getting used to, to say the least. So yes, it does out climb it's minimum sink vertical speed, as I suspect most Mooneys do, but the Bravos, Ovations and Acclaims really excel at it. As to my minimum safe altitude for a 360 back to the runway, according to my tests done at altitude, 700 feet seems to be my magical number when I can give myself 5 seconds to realize the engine quit, accelerate back to 85knots from about 65knots, yes you do loose almost 20knots in the 5 seconds, do a fast sinking turn at a bank of 45 degrees and level off. It does require a 45 degree bank, so one must do the "unnatural" and let the plane sink first to accelerate back to 85knots. I think that's what gets most pilots. I talk to myself a lot before each take off. If one was ultra quick on their feet, 500 feet would do, but I'm not that quick, so for me, 700 feet is the magical number for a 180 (well, a 270) at my home field. Other bigger fields, give you more options with multiple runways and taxi ways perpendicular to the runway. At KCBF it would suicide to try landing straight ahead of either 18 or 36, so a quick left 90 degree turn is in order if one was to lose power at lower altitude, let's say 300 to 400 feet.

Hey Byron, What do you mean Mooneys don't climb very well? Pound for pound, hp for hp, Mooneys have a higher service ceiling and climb rates than any other GA aircraft I'm aware off. And I agree with n74795. I don't touch my throttle or reduce power until well over 3000 AGL feet has been reached, only then do I reduce to 34/2400 and accelerate to 120. I my Bravo it only takes about 2 minutes to hit 3000 AGL at 38/2575 and 105knots.

Two possibilities: -your voltage regulator going haywire (unlikely) -or like my case, the voltage sense wire going to the regulator is breaking or the connection is intermittent, causing the voltage regulator to sense a voltage drop and increase the field voltage going to the alternator. That was my problem, #2.

It does look very convoluted, I agree, helps to have another in the airplane.

Bruce Jeager said it the best: when a continental won't start it doesn't have enough fuel, when a lycoming won't start it has too much fuel. The procedure for starting a warm/hot lycoming is pretty simple: -mixture to shut off -throttle wide open When the engine catches, increase mixture to full which at the same time reduce throttle to about 1000rpm, works like a charm every time. Andy

Another option is RC Allen's digital units. I've had one now for 3 years in my aircraft (removed it from arrow, reinstalled in Mooney) and could not be happier. Pricy at $3300 with back up battery, but works flawlessly in my experience and it's completely independent of the bus in case of electrical gremlins causing one to turn the master switch off. As to Aspens/G500, etc, after having the Aspen in my Arrow and the standard KI256/HSI system in my Mooney, I honestly do not miss it at all. With my Garmin 797 mounted on the yoke and GMX 200 over my GNS430 and flight director, I do not feel I've given up any situation awareness at all and saved myself 20K in purchase and install costs. That's a lot of KI256 overhaul's which seems to last about 1000 hours or so in my airplane according to log books. Now, as to the flight director, I do not understand how I ever flew an airplane without before. It's the best thing since sliced bread, bar none.

I've had great experiences with Silverhawk. Not the cheapest, but extremely competent, on-time work performance, great communication and bills that are within estimates. Give Gene a call there. Advanced Air is OK, but not exactly the most on-time shop I've ever dealt with.

I'm looking into. The EVS100 system actually uses the PathFinderIR camera, installed in what apparently is a $18,000 fiberglass shell ;-) Still, it would be an unapproved mod but then FAA is kind of too busy to deal with little guys like us anyway. I've seen a ton of other cameras hanging of airplanes at airports, I highly doubt JVC has an STC... You think $18K is bad, buddy of mine just had one put on his Pilatus, essentially the same PathFinderIR system. The tab? Guess? $96K.

Jim, I was 4, living half way across the world, so no ;-) Andy

How was that Super Viking flight? Isn't it an amazing airplane or what? As much as love my Mooney, control harmony leaves a lot of be desired. I flew a viking a couple of times and just can't get over the fact that it flies like an Extra 300. Ruder, aileron and elevator all take exactly the same amount of pressure (very little). Don't tell anybody, but it's one of the finest airplanes out there to loop and roll. And yes, I suspect an Extra 300 might fall apart from G force before a Viking does. Those termites holding hands together are mighty strong.

Same thing here. Here is quote from my MSC mechanic doing my annual: When we went to reseal the right brake caliper we found heavy sludge, almost like syrup oozing from the right brake line, we feel we need to reseal the right master cylinder and do a system flush of the right side to complete this repair properly. Please advise with approval at your convenience.

10% would be impossible. The base camera wholesales for about 2K to automotive manufactures. The other problem, it must be installed outside. It will not 'see' thru plexiglass, so creating a portable version is a non-starter. Too bad, I think.

I seriously considered getting the EVS 100 system until I checked the price. About 20K installed for a PathFinderIR camera that one can pick up on Amazon for $2.5K. In the end I simply decided that my schedule is flexible enough not to fly at night. I consider night flight to be an unacceptable risk for a weekend warrior like myself. Same with low IFR anywhere but midwest where the entire state of Iowa and so on are one giant flat like a pancake airport.

Yes, but the difference between the Mooney's 900 payload and the Bonanza's 1400 payload is that you could actually put 1400lb in the mooney and not have CG issues but putting even 900lb in the Bonanza will cause you to be out of CG the moment 40 gallons burn off. I've done the math on a lot of the high useful load V vtails and their gross weight is theoretical in the sense they always seem to be out of rear CG. You can't physically load a long body mooney out of CG just using humans. It will have to be gold, concrete or magic Columbian powder ;-)

After reading that post, it sounds to me like a clear case tunnel vision, clearly focusing on ILS needles only and not paying attention to anything else. All could be avoided by proper call outs. I'm like a schizophrenic in my cockpit, talk to myself all the time, especially with others in the cockpit: 1000 to go, 500 to go, 400 to go, 300 to go, 200 to go, 100 to go, go around, mixture, power, 85, flaps up, trim down, climb, unsuspend, etc, etc, etc.

Another option is Aerospace Welding in MN. For a M20K, the might even have one in stock as long as you trade in a core. They did the work on my mount, 4 tubes replaced for $1200. I think a complete mount "overhaul" (basically building one from scratch but considered an overhaul because of the core) will be to a tune of $3K. http://www.awi-ami.com/ Give Charlie a call, great guy.