Dave Marten

Jack, Welcome to the Internet! Here is my caveman approach: alternator, vacuum pump, and turbo should make it halfway to TBO with proper maintenance. Starter, mags should go the distance. Caveat: with so much variation ( hardware, installations, use, maintenance practices, etc) across the Mooney (and GA) fleet it is impossible to come up with solid stats based on hours in service. Gear down?

Before you tear your plane apart check the yoke actuator in the front left seat....Could be pilot technique. I don't advocate trimming all the way into the flare. Get her trimmed up on a stable final and then use the yoke. As you know the Mooney's flight control system is drastically different than your Bo. While the Mooney flight controls are solid and slop-free the Bonanza's cable pulley system is much more refined resulting in excellent handling qualities. (yes, better than Mooney). My last mistress was a G35 and se handled like a dream, but was outdated and had no get up and go, hence the current fling with a 231, she's got legs that go all the way up to FL250 and she'll play up there for quite a while just gotta let her down easy with a little more finesse. Fly the Mononey the way she likes to be flown and she'll treat you right. Don't get your two ladies confused or you'll get slapped (with a hard landing)!

Whatever the grammar WE'LL BE THERE! Mitch/Jolie - you two are pushing CalPilots to a whole new level! Can't beat the cost-FREE! Keep up the good work!

Exactly! If he's eager for aviation then give him the drug he really needs THE CONTROLS!

Good points Lacee. ABQ center is extremely helpful w/ VFR flight following (USE IT-it gives you someone to talk to) or go IFR. Radar converrage is never really a problem anywhere above 10K in mountainous areas and 8K over flatter terrain. Ditto 5T6 if you're going south around White Sands. If North of White Sands INW, SJN, TCC are easy friendly stops. W/O Oxygen 11.5K MSL will keep you cool, smooth(er), and clear of the rocks on either route (north or south of White Sands). If you're used to flying in the summer haze of the southeast you'll enjoy the SW's crisp clear skies with 70NM+ visibilties (unless the wildfires kick up). Enjoy!

Agree with all! Although I bought my K with the Monroy tanks already installed I've found them very useful. Eliminates a fuel stop between CA and central TX which also eliminates the climb back up to altitude. You may need a 'piddle-pack' or empty gatorade bottle to handle the bladder issue on long X-C legs. Although as others have mentioned with the fam onboard we'll fly about 3+30 legs, so both GW and family happiness negate the tank benefits with more than 2 people+bags onboard. But if you're going a long way and have some useful load to allocate for the gas the tanks are great!

Amig, You're heading right for my backyard! Happy to share with you my preferred routing through the SW. Desert is no big deal, but as others have said: Depart early for best WX (heat/turb/convection). When are you arriving/departing OSH? If you'd like to talk routes send me a PM.

Jgreen, While you've got the basic concepts of AOA correct. I have to correct one thing: ALL WINGS DO NOT STALL AT/NEAR 17 deg AOA. Typical airfoils used in GA with cambered, straight-wing, no lift devices (flaps up) typically do reach max lift coefficient at 15-20 degrees AOA, BUT adding flaps, slats, other lift devices, sweeping the wings, strakes, blended wing designs, etc ALL effect the lift characteristics and maximum AOA attainable. Think jets: (F-16/18/22/35) some can push AOA past 40 degrees. Its a lot of FUN! Dave

Well said.

Can a Mooney complete a barrel roll? Yes. BUT why? Its like taking your minivan to the racetrack. Sure, it'll get around the track (eventually), but you'll be exceeding the intended limits and won't have the control authority, responsiveness, or safety gear of a racecar. Alan, The "J-rolling Mooney pilot" you spoke to revealed one of two things: He's either blowing smoke to inflate his ego or he is exhibiting extremely poor pilot judgement. Not the type of guy I'd take advice from or jump in an airplane with. Aerobatics are a huge thrill! - accomplish in an aircraft certified for that purpose after/while obtaining proper instruction.

I'm forturnate enough to have my wife and kids come along. I'll bet we'll have 10+ spouses out of the 30 some Caravan Mooneys. I'll have the kids along too (2 and 5). We all have a great time. My third trip to OSH with the 4 of us. Yes, the math works - youngest daugther was 6 wks old for her first trip. My wife's favorite recent Oshkosh addition: flush toilets in North 40 camping!

Yves, Bring the bug spray. The mosiquitoes also fly-in and while they aren't big enough to require 2-way comm w/ ATC they have been known to drain off a little blood. A little beer or scotch at camp in the evening helps replace the lost fluid. See ya there!

Good questions. From the military test pilot perspective my profession has profoundly influenced by GA (part 91) flying. how do you contend with part 91 operations in your personal Mooney? - I apply the same discipline to part 91 ops as I do with all my flying. Why? The stakes are just as high - my ass and reputation is on the line. Whether its at 160KIAS in a Mooney or 650KIAS+ in full AB. Aviation, by its nature, is unforgiving and leaves little room for carelessness and lack of judgement. Do you feel that your professional decision making and safety carries over to your private operations? How and why? - Now you're getting to the sole of the matter. Decision making. Part 91 allows more freedom by design, but what many pilots don't realize the responsibility for safe operations rests solely with the PIC. 121/135/military/test flying etc all operate within more rigid systems. Rules, regs, company policy, etc are in place to assist the PIC with his decision making, which in many ways help make the decision for him. Larger the professional operation the more checks and balances in place. - I realize that part 91 can be some of the most dangerous flying I've done. (what? your a combat aviator, test pilot and 91 is dangerous?). Let me explain. Part 91 I'm 'outside the system' on my own. Freedom! But with freedom comes personal responsibility. So I'm very conservative flying my Mooney since not only my ass is on board but in many cases also my wife and daughters. By conservative I mean I fly within my airplane (and my limits) realizing that I don't have to reach my destination on time, but I must ensure I bring the flight to a safe conclusion. Decision making and risk management. Failing to know your limits, fly within the rules, and apply solid decision making are the weakest areas of part 91 ops. A big part of that is failing to understand what it really means to be PIC. The beauty of part 91 is YOU (the PIC) shoulder more of the burden than any other category of operation. What aspects of commercial flying have you brought back to private operations that make you safer? If you could pick only a single safety aspect of commercial flying that can greatly improve GA safety record, what would that be? - Again, decision making and risk management. Key enablers to those are training, experience, knowing your aircraft systems and capabilities, and seriously considering the potential risks of your planned mission while working to minimize those risks. Make a GO/NO-GO decision on the ground and then continually use the tools at your disposal, as PIC, to re-evaluate that decision. Professional pilots approach all their flying with the same rigor, discipline, and respect. As a wise, old J-3 pilot once told me. "Just because this old airplane is slow never take it for granted and let your guard down cause she's just fast enough to kill you". Your most valuable tool as a pilot are your decision making skills.

I e-mailed the host. Will let you know.

Unfortunately we've only got a couple East Coasters in the Caravan so we're unable to assemble a Mooney-led clinic this year. We're continuing to partner with the Bonanza guys in areas where we cannot yet stand aone. There is an upcoming formation clinic in Martinsburg, VW in June. http://www.b2osh.org/Regionals/regional.htm

Lacee, You're IN! Pleasure talking with you and happy to have you on the wing. Thanks for making the effort to get to the formation clinic in Pagosa Springs, CO in June. Bonanza guys are hosting, but Bret "Whitey" Lowell, Caravan guy, will take care of you. Enjoy!

Good work! Every flight is a learning experience. Applying what you've learned to your next flight is key. Keep flying..keep learning. Good selling point to start working on that instrument ticket. Yes, you got into a jam (we all have), but successfully applied your training: aviate, navigate, communicate and reached a safe outcome. Thanks for sharing!

Awesome!

Ramped once in the Mooney. 2011 in TX. Was a total NON-EVENT. Inspector met me at the airplane post-flight, introductions, quick check of paperwork, and I was on my way in less then 10 minutes (including some friendly hangar flying). Very professional. Too many pilots are far too paranoid!

Seth, I've flown TX-CA many times in my 231. KROW is not a good stop for you. The R-5107 Complex (White Sands) is right in your way and WILL be active. Stay south of R5107C for a more direct shot west to San Diego. Consider KDAL-EWM-K5T6-SSO-GBN-BZA-KMYF. Should take you about 3+15 at 160KGS to 5T6 and then another 3+15 to San Diego. K5T6 - Francis Aviation is a fine FBO. There is also a great air museum on the field if you want to stretch your legs. http://www.war-eagles-air-museum.com/ Alternatively, you can stop at KDMN - Deming, NM. Friendly folks and good fuel price (about same as 5T6) Have a good flight!

Count me in! Will bring the Mooney, kids, wife, and a tent! Great excuse to get out to the coast. Thanks for organizing one of the best grass-roots aviation outreach events in the area.

Cover 'em up boys! My position: Anytime I'm parked and away from the aircraft (including in the hangar). I can't follow the logic: "I've seen someone else leave a cover on so from now one I won't use them". Take that logic further and pretty soon you won't be raising your landing gear for fear of forgetting to put it down or even cranking the engine because you've seen one fail previously! Yes, I've left a pitot tube cover on my Mooney. On take-off roll the airspeed indicator did not respond so I smoothly reduced powered and aborted. I then taxied ALL the back to the chocks, shut down and did a FULL preflight! My first preflight attempt obviously sucked! I was now looking for what ELSE I might have missed and ensuring the most important part, the pilot, was indeed ready to fly. Only when fully satsified did I re-launch. My advocacy of covers stems from: A bird's nest in my tail (on ramp), mud-dobbers attacking my pitot (in TX hangar), ice in the pitot-static line (rainy overnight stop), lineman's rag in cowling (servicing oil), little snake curled up in main gear (I live in the desert), and even a battle with a angry hornet who thought a fresh air vent was prime real estate (hangar again). Soapbox: We ALL have and will make mistakes and hopefully learn from them! Personally, I'm a 4,000+ hr AF test pilot and I've never flown a perfect flight. Nobody has, yet I strive to. If you think you've flown a perfect flight then you're either lying to yourself or ignorant of your errors. Side note: I will not rotate my Mooney with a failure of the sole airspeed indicator on takeoff roll. In my Mooney I always ensure enough runway available to abort from takeoff speed (a nice option not available in other aicraft I fly) . BL: Seek to maximize options while still on the ground. Better to apply solid decision making then rely on superior flying skill.