Dave Marten

Mooney Pilots, We've been 'bumped' from the Cable Air Show display parking by the airshow organizers in favor of making more room for warbird and antique aircraft. We loose out on the opportunity to showcase our airplanes and promote the benefits of real GA! Rather than be scattered in transient parking we're doing what any good pilot would do..... DIVERT to a suitable alternate. Fortunately for us we now have the chance to make it on the big screen! "Vintage Mooney Group Productions" is filming the 'pilot' episode of the totally fictitious: Ice Pilots: California Episode One: Destination Big Bear! The plot will feature dozens of daring California Mooney Pilots rising out of the LA basin and points beyond in order to complete a challenging VFR climb to nearly 10 thousand feet in order to descend on one of the highest airports in the southern continental U.S. - Big Bear, CA. - Are their vintage (and modern) Mooneys up to the task? - Can they find their way out of the smog and coastal fog? - Do they even own a jacket in order to fight off the chilling 35 degree weather? - Can they land their aircraft on the snow-free runway, miss the snow-banks, and taxi across the dry pavement in order to claim their seat at the Barnstorm cafe in time for lunch? - Who will be the first to the fuel pumps for $4.95 AVGAS? - Will they overcome the challenges of high-altitude flying? Meet these daring California pilots who will go through all this for lunch and fellowship! Who will make it and who will stay in their hangars? Find out next week on January 12th! Scene 1: Filming start with arrivals by 11am! Scene 2: Lunch 11:30am Barnstorm Cafe Group lunch in the cafe Scene will feature darning pilots and their brave spouses telling tales of great aviation triumphs Scene 3: Continued fellowship Boldest pilots may even brave the weather for plane-side interviews Casting instructions: Airport website: http://www.bigbearcityairport.com/ AirNav: http://www.airnav.com/airport/L35 Please review the VFR arrival/departure routes: http://www.bigbearcityairport.com/pilots/ Episode One: Extended Version: The slopes are open with additional snow forecast early this week. Why not stay and play like a true CA Ice Pilot? Rough it in a B&B, tackle the bunny hill, or 'hunt' for you own dinner in one of the fine restaurants. http://www.bigbearcityairport.com/visit-big-bear/ Please sign up at http://www.vintagemooneygroup.com/VMGWest/index.htm FREE: Paper ICE PILOT nametags provided! Producers note: Follow-on episodes to California Ice Pilots are not planned. Some guys in the Northwest Territory would probably throw a lawsuit at us. So next we'll try Flying Wild California! "Directed and Produced" by: Dave Marten (605) 390-8044 dandtmarten@hotmail.com Photos of Big Bear as of Jan 5th. They're ready for filming!

Mooney Pilots, We've been 'bumped' from the Cable Air Show display parking by the airshow organizers in favor of making more room for warbird and antique aircraft. We loose out on the opportunity to showcase our airplanes and promote the benefits of real GA! Rather than be scattered in transient parking we're doing what any good pilot would do DIVERT to a suitable alternate. Fortunately for us we now have the chance to make it on the big screen! "Vintage Mooney Group Productions" is filming the 'pilot' episode of the totally fictitious: CALIFORNIA ICE PILOTS Episode One: Destination Big Bear! The plot will feature dozens of daring California Mooney Pilots rising out of the LA basin and points beyond in order to complete a challenging VFR climb to nearly 10 thousand feet in order to descend on one of the highest airports in the southern continental U.S. - Big Bear, CA. Are their vintage (and modern) Mooneys up to the task? Can they find their way out of the smog and coastal fog? Do they even own a jacket in order to fight off the chilling 35 degree weather? Can they land their aircraft on the snow-free runway, miss the snow-banks, and taxi across the dry pavement in order to claim their seat at the Barnstorm cafe in time for lunch? See who will be the first to the fuel pumps for $4.95 AVGAS? Will they overcome the challenges of high-altitude flying? Meet these daring California pilots who will go through all this for lunch and fellowship! Who will make and who will stay in their hangars? Find out next week on January 12th! Scene 1: Filming start with arrivals by 11am! Scene 2: Lunch 11:30am Barnstorm Cafe Group lunch in the cafe Scene will feature darning pilots and their brave spouses telling tales of great aviation triumphs Scene 3: Continued fellowship Boldest pilots may even brave the weather for plane-side interviews Casting instructions: Airport website: http://www.bigbearcityairport.com/ AirNav: http://www.airnav.com/airport/L35 Please review the VFR arrival/departure routes: http://www.bigbearcityairport.com/pilots/ Episode One: Extended Version: The slopes are open with additional snow forecast early this week. Why not stay and play like a true CA Ice Pilot? Rough it in a B&B, tackle the bunny hill, or 'hunt' for you own dinner in one of the fine restaurants. http://www.bigbearcityairport.com/visit-big-bear/ Please sign up at http://www.vintagemooneygroup.com/VMGWest/index.htm FREE: Paper ICE PILOT nametags provided! Producers note: Follow on episodes to California Ice Pilots are not planned. Some guys in the Northwest Territory would probably throw a lawsuit at us. So next we'll try Flying Wild California! "Directed and Produced" by: Dave Marten (605) 390-8044 dandtmarten@hotmail.com Photos of Big Bear as of Jan 5th. They're ready for filming!

Very fortunate to have my Mooney. I was in the right place at the right time. Great for the mission. But, I'm not married to her, I'm just having a great affair with her for now. For me the love affair is about FLYING, not the type airplane. I've got many years of flying left ahead and the mission, as well as my priorities, may change. I can't trade in my wife for a newer model, but if my love affair w/ 231RX begins to sour I'll happily pass her off to another worthy pilot. I'm not a one-plane-for-life guy. Too much left to experience.

Seth, you asked the question. BL: I love flying, I like my Mooney. If there was no Mooney I'd be in something else. Anything else vs. the alternative of not flying.

Given the X-C mission, I'd go back to a Beech 35/33. Used to own an old '56 V-tail. The Bonanza is great airplane with solid owner support through their type-club. Nothing against the venerable high-wing Cessna, but they just don't appeal to me. Besides, a 30 yr old Bo is about all alternative plane this pilot can afford and still get from pt A to pt B with smile! Thanks Al for your Mooney, I'll take good care of it!

Squirrel, The brake technique is valid of aircraft w/o or with marginally effective nose wheel steering. Common w/ tailwheels also. The nosewheel steering on your B should fill the bill till your rudder effectiveness kicks in. However, if you need a little tap of the upwind brake early in the takeoff roll to help keep your nose tracking centerline then use it (sparingly). A smooth power application will also keep it from getting to "squirrely"!

Aircraft tires flex over twice as much as automotive tires. They exhibit radial growth due as a function of speed due to centrifugal force, not to mention landing forces (squeezing the balloon). You can bust out the calculator and crunch the numbers using the manufacturer's formulas in the tech data. But, once you look at the numbers you'll see a 0.4 inch radial clearance value applied regardless of speed/size. Both Michelin and Goodyear don't want any part of your gear closer than 0.4 inches radially to their tire.

Butch, You're over-inflated for a 6 ply tire. Goodyears are spec'd for a max inflation of 42PSI and your F-model Mooney should be at 30 PSI. If you're over-inflated your tires could be 'too-tall' and causing the interference mentioned. Also wouldn't hurt just to double check that your new shoes are indeed 6.00x6. Goodyear specs: http://www.goodyearaviation.com/resources/pdf/db_airdatabook.pdf Michelin Specs: http://www.airmichelin.com/generalcontent.aspx?id=219 At the max manufacturer spec'd inflation for the 6 ply (42psi) you should have a tire that is 17.5 (Michelin) or 17.8 (Goodyear) inches across. Not under load (ie, weight off wheels). The condor should fall pretty darn close. Back your pressure off to 30 psi and check your clearance. Verify correct tires. You're right to be concerned with only 1/8 inch of clearance. Just a wild-ass guess, but are they re-treads? If they are the Condor "Monster retread" with the deeper tread then that may well be a taller tire and will also eat away at your clearance. Haven't heard of any Mooney guys running retreads and if that is/isn't an issue. Normally only flight schools run retreads.

One word: OSHKOSH!

***Reminder: SoCal Mooney Fly-in*** Happy New Year! While much of the country is dealing with snow, there is great flying weather here in California and we're starting the airshow season! Backwards tails are completely normal and accepted out here, its OK to come out of the hangar! Let's go fly!

Here is a little refresh on Flap effects wrt AoA and lift. http://www.nordian.net/pdf/easa_principles_of_flight_demo.pdf "Flaps produce the required increase in lift at a lower geometrical angle of attack of the main aerofoil than with a clean wing. However, the effective chord line and the effective camber changes with flaps selection. Flap deflection results in increased lift and drag at a given angle of attack and increases the maximum CL. The flaps of the trailing edge increases CL max and produce the same amount of lift at a lower geometrical angle of attack than with a clean wing. The lower stall AoA is here measured to the chord line of the main aerofoil. The stall AoA measured from a chord line from the leading edge of the main aerofoil to the trailing edge of the flaps can be higher." BL: if you are out practicing power off stalls in your favorite GA airplane (level flight) you'll notice that your pitch angle (in level flight equal to your geometric AoA) at stall is greater in the no-flap config than with flaps extended. You can also see this effect in that a fully flared off no-flap landing will result in a higher pitch angle at touchdown. Another fun characteristic of flap extension that we Mooney pilots live with is the nose-down pitching moment!

201er, to answer your question, yes a left crosswind when coupled with asymetric disk loading (p-factor) more adversely effects available rudder than a right crosswind. For our nosewheel Mooneys the effect is much less of a factor than in conventional gear aircraft with rotation and liftoff being the critical point for us. Once climbing away, allowing the aircraft to crab into the wind will minimize the crosswind effects. Techniques like delaying rotation will increase airflow over the rudder (increasing effectiveness). How much rudder effectiveness does a Mooney have? The demonstrated crosswind limit doesn't totally answer that question. A steady-heading sideslip in the landing configuration is the flight test technique that helps establish rudder effectiveness. For crosswind certification requirements Part 23 sets the bar at 0.2 Vso (pretty low) leaving the manufacturer the option to test beyond. But they must meet 0.2 Vso for all approved takeoff and landing configs and loading envelope. Why didn't Mooney go for more? Is there a best/worst case config? We can speculate all day, but we've got a demonstrated, published cross-wind value by which to safely operate our airplanes and base our decision-making on. "2. § 23.233 Directional Stability and Control. a. Explanation. (1) Crosswind. This regulation establishes the minimum value of crosswind that must be demonstrated. Since the minimum required value may be far less than the actual capability of the airplane, higher values may be tested at the option of the applicant. The highest 90-degree crosswind component tested satisfactorily should be put in the AFM as performance information. If a demonstrated crosswind is found limiting, it has to be introduced in Section 2 information of the AFM. b. Procedures. (1) Crosswind. (a) The airplane should be operated throughout its approved loading envelope at gradually increasing values of crosswind component until a crosswind equivalent to 0.2 VSO is reached. All approved takeoff and landing configurations should be evaluated. Higher crosswind values may be evaluated at the discretion of the test pilot for AFM inclusion." Know your aircraft limits, but more importantly know your own! Fly safe!

Attention Mooney Pilots: 2013 is fast approaching so roll back your hangar doors and ‘fly-in’ the New Year by joining us at the Cable Air Show! The Cable Airport is a vital general aviation airport supporting a thriving aviation community. The “World’s Largest Family-Owned, Public-Use Airport” puts on a great old-fashioned style community air show that kicks-off the new year! Our Mooneys have been offered front row display parking on the show-line! Format: Fly-in, Park in Display Parking, Meet for pancake breakfast 9:30am, Show off your airplane, Watch the show while visiting with your fellow Mooney pilots! Arrival: Plan to arrive by 9:30am (airfield closes at 10:00am) ****Arrival Procedures*** (Temp tower!) • North of Cable Airport – Contact Tower on 126.4 at San Antonio Dam (3 miles north of field) • South of Cable Airport – Contact Tower on 126.4 prior to reaching Montclair Plaza (on a 45 degree entry point) Parking • Show Planes (yes, that’s us!) exit South of Runway, Follow Event Staff in Orange Vests to assist with show placement Mooney Fly-in Schedule: · Arrival NLT 1000L – show early, once display parking is full you’ll be diverted to transient parking (isolated from your fellow Mooneys L) · Meet at Maniac Mike’s Café for Pancake Breakfast at 9:30am · AM Air Show 10:00-11:30am · Airport Open 11:30am – 2:00pm · Air Show continues 2:00pm – 3:30pm · Departure 3:30pm Notes: Bring a set of chocks as tiedowns will not be available. Bring a lawn chair to kick back and enjoy the show. The focus of the air show is to educate the community on the importance of local airports and inspire the next generation toward aviation careers! Bring a smile and positive attitude! Lunch is available onsite and we’ll gaggle up for lunch about 12:30 (meet at the Mooneys). I’d like to highly encourage all pilots to stay for the duration of the show (till 3:30pm), we’ve been offered show parking, so our end of the deal is to help support the show by showing off our planes! Cable has assembled a superb show lineup! Check out the website at: http://www.cableairp...fair/index.html Pilot Notes: · Airport website: http://www.cableairport.com/ · Review the Cable traffic pattern: o Rnwy 24: http://www.cableairp...mages/vfr24.gif o Rnwy 06: http://www.cableairp...images/vfr6.gif Departure Procedures • Look for Event Staff in Orange Vests to assist with taxi directions • When requested by ATCT, Call Tower on 126.4 prior to entering the taxiway • Call Tower on 126.4 when #1 for takeoff – follow KCCB traffic pattern Mooney Event Host: David Marten dandtmarten@hotmail.com (605) 390-8044

Having a great Thanksgiving flying the Mooney to see friends and family! MHV-RYN-ABI (for work) then ABI-EOS-1C5(Chicago-family). On to BLV, (St Louis) for Thanksgiving. back home to Cali on Monday. Fun trip, just keeping legs short for kids!

In the hangar, 5 gal bucket, mild soap, sponges. Towel dry. Simple green for belly. Wax a couple times per year with meguiar's. An eager 4 year old really helps with hard-to-reach places!

Phil, Great issue (as usual). Good article on the TFR violation, but you can operate VFR in the outer ring. However, you MUST be on an active flight plan, squawking your assigned code, and in direct two-way comm with ATC. VFR pilots are not grounded, you can get in/out of airports w/in the outer ring BUT you better be filed, talkin', and squawkin'! Here is the verbage from those pesky VIP TFRs: "B. For operations within the airspace between the 10 nmr and 30 nmr area(s) listed above, known as the outer ring(s): All aircraft operating within the outer ring(s) listed above are limited to aircraft arriving or departing local airfields, and workload permitting, ATC may authorize transit operations. Aircraft may not loiter. All aircraft must be on an active IFR or VFR flight plan with a discrete code assigned by an air traffic control (ATC) facility. Aircraft must be squawking the discrete code prior to departure and at all times while in the TFR and must remain in two-way radio communications with ATC." Also no hangin' out in the outer ring in order to do anything useful (like flight training): "C. THE FOLLOWING OPERATIONS ARE NOT AUTHORIZED WITHIN THIS TFR: FLIGHT TRAINING, PRACTICE INSTRUMENT APPROACHES, AEROBATIC FLIGHT, GLIDER OPERATIONS, SEAPLANE OPERATIONS, PARACHUTE OPERATIONS, ULTRALIGHT, HANG GLIDING, BALLOON OPERATIONS, AGRICULTURE/CROP DUSTING, ANIMAL POPULATION CONTROL FLIGHT OPERATIONS, BANNER TOWING OPERATIONS, SIGHTSEEING OPERATIONS, MAINTENANCE TEST FLIGHTS, RADIO CONTROLLED MODEL AIRCRAFT OPERATIONS, MODEL ROCKETRY, UNMANNED AIRCRAFT SYSTEMS (UAS), AND UTILITY AND PIPELINE SURVEY OPERATIONS." Great to hear that the feds were very reasonable with our fellow Mooney driver. Check those TFRs, expecially if you are flying in a battleground state this week! Thanks!

Count us in for Oceano!

Phil & Jim, Great work! (as usual). Thanks for your efforts helping keep the Mooney community informed and engaged! Keep it up!

Drapo, Sounds like you've got the jist of it! Keep your eyes open and listen up on the radio. You'll have a great time. It's a very rewarding experience flying your airplane in. Stop by the north 40 and say 'hi'. You'll have some of the best controllers in the world on the radio, just listen up. Controlling your glidepath on final to arrive at the appropriate 'dot' is something non-standard that you should be ready for. IE, you won't be shooting an approach to the runway numbers. Have a safe flight! You'll love it!