231flyer

Its election silly season so anything goes. I once had to divert because a certain POTUS needed to get a haircut on AF1 at Dallas Love. All GA trafic was closed for over an hr while Bubba got a "super cut". Our tax $ at work!!!!!!

The preferred method is to bring the throttle back to flight idle and then cut-off the mixture. It is crucial you are proficient in your stalls/slips etc before you go out and attempt a complete engine off landing but yes, I do mean engine stoppped! The actual prop stopping is, I believe, a function of airspeed, pitch, lunar phase, wind, and solar flares;). The only instance of my prop comming to a complete stop was accomplished in a take-off configuration with full onset of a stall. I think the airspeed was below 60 Knots when I killed the engine. My prop (2 blade McCauley) always windmills in my power off practice landings. The difference between actual power off and flight idle is quite acute. We have all been trained to do power off landings with the engine pulled to flight idle. Having survived an actual engine off, dead stick landing I can personally attest the experience is completely different. With gear out and 5 degrees flaps the Mooney drops like a rock. If you practice the cork-screw, the base turn is essentially abeam the numbers and the landing roll is basically non existent. I think an actual power-off landing should be part of our initial and recurrent training. This sort of training is also useful if your engine quits on takeoff. Many accomplished single-engine pilots end up stalling their planes after an engine out on takeoff because we never actually experience the plane without power. Sounds scary but a good instructor can be invaluable, else go get some glider time!!!!

Small plane forced to land after violating presidential airspace restrictions A small plane was forced to land in Chino, California after a pilot violated airspace restrictions in place for President Obama's visit, FAA spokesperson Allen Kenitzer told CNN. Kenitzer had no further details about the incident. The military also intercept a private plane Thursday morning in the vicinity of Fullerton, California, Kenitzer said. The aircraft, a Mooney M20, landed at Chino at approximately 6:04 a.m. PDT. The FAA is investigating. The incidents on Thursday followed a similar issue on Wednesday when a fighter jet intercepted a single-engine airplane northwest of Los Angeles for breaching a temporary airspace restriction, according to a military news release. The temporary restriction violated by the Cessna aircraft coincided with a campaign visit to the city by Obama, who was on a one-day fundraising swing through the state. "After intercepting the aircraft, the F-16 followed it until it landed without incident, at approximately 4:58 p.m. PDT where the plane was met by local law enforcement," according to a statement issued by the North American Aerospace Defense Command (NORAD). The president spoke at a gala for the gay community in Los Angeles, on his third fundraising trip to the Golden State in the past month. Earlier in the day, he attended two campaign events in San Francisco. NORAD's mission is to protect U.S. and Canadian airspace against possible threats and may require planes to change course or land

I can confirm the 2 miles per 1000 ft glide at 85 knots and bears out close to the book values. 85 knots turns out to be the best speed in my 231 and translates to 500 ft/min decent provided the prop is stopped, flat, and positioned parallel to the wings. The decent required is sharper (~650 ft/min) if the prop is allowed to windmill. I too highly recommend power off practice landings because most of us fail to realize the feel of the airplane with the power completely off. The only addition I would suggest is to go practice a full no power (cut your engine) landing next time you get a calm no wind day. Line up at 3000 ft AGL over your field and stop the engine. You will probably get 2/2.5 circuits over the field before you are ready to line up for your base to final transition. Make sure you are proficient with your full slip landings incase you are a little high or fast before touch down. Cork-screw landings are fun and a great way to keep your flying skills sharp. As always its best to have a safety pilot in the right seat. I had an emergency landing without power (engine fire) at KLIT several years ago. I learned to fly in gliders and those skills definitely saved my butt.

We park at TAC Air every Decemeber thru March (avoid snow season in GNB) and they have always been great. Someone was having a bad day. Also realize the Hertz ops at TAC Air is distinct from the FBO. Hertz has its own counter and usually they have a college kid running the show. We park a car at APA so usually dont need to rent a car but on the occasion where we did need to rent, the guy was more than helpful. Hope you have a better experience next time. Signature is always dependable but pricy.

Joe, Just sent you a PM with contact info.

Savvy is very good at helping you manage your mechanic (especially a larger shop) and uneeded MX. Mike is a master mechanic and he is very effective in helping you and your mechanic come to agreement on what actually needs to be fixed and what can either be postponed or ignored. I find most mechanics are honest and simply trying to get the a/c as safe as possible. Somethimes that means replacing or overhauling marginal items rather than a strict interpretation of "on condition". Ofcourse there are dishonest mechanics looking to nick you for everything and you just need to be aware -- ask around. Reputations do spread and as always "caveat emptor". For your specific issues with the 231 you really need a Mooney shop. Savvy is a generalist with a large share of Cirrus under management. If you are a doc and a new Cirrus owner without a lot of airplane expereince, Savvy makes a lot of sense (cirrus annuals can run around $9000). I found the following MSCs near you (I understand your experience at Chandler was less than acceptable); Arizona Chandler Aviation, Inc.Frank Setzler2375 S. Stinson WayChandler, AZ 85249Phone: 480.732.9118frank@chandleraviation.comwww.chandleraviation.com California FOOTHILL AIRCRAFT SALES & SERVICE, INCCurtis Cable1749 W. 13th St.Upland, CA 91786Phone: 909.985.1977curtis@foothillaircraft.comwww.foothillaircraft.comCROWNAIR AVIATIONDave Gill3753 John J, Montgomery Dr.San Diego, CA 92123Phone: 858.277.1453daveg@crownairaviation.comwww.crownairaviation.comLAKE AERO STYLING AND REPAIRRobert Brown900 F Sky Park DriveLakeport, CA 95453Phone: 707.263.0412maint@lasar.comwww.lasar.comMONTEREY BAY AVIATIONLarry Davis514 Airport WayMonterey, CA 93940Phone: 831.373.3201larry@montereybayaviation.comwww.montereybayaviation.comTOP GUN AVIATION, INC.Mandi Soulier6100 S. Lindbergh St.Stockton, CA 95206Phone: 209.983.8082msoulier@topgunaviation.netwww.topgunaviation.net

Rick, I just read your other post about the oil consumption issue too. Given the oil temp/pressure, RPM/Fuel Flow, and the oil consumption issue I seriously suggest you self ground your airplane. Something seems to be amiss that your mechanic is unable to diagnose correctly. Your Mooney needs real expert service and not just from any MSC. We have several in TX (Don Maxwell, Dugosh etc) and at a minimum your mechanic ought to have a long chat with Don and get some real ideas. We just lost a member here on this board and we all need to be a little extra careful. Please don't fly this plane till you have a better idea of whats causing all these issues. Clearly this is not normal. Sorry if this sounds alarming/preachy but better safe than sorry.

Tape a couple of paper tell-tails to the underside of the oil cooler (party crepe ribbons work well). Now cowl up and get a source of air (leaf blower works) into the left nostril (block the right nostril). You should be able to see the tell tales moving by looking up from the cowl flap. Close the cowl flap and repeat. To track the actual air leaks I used a party fog blower (cool smoke) and an inspection camera on my Lancair.

Btw I remember seeing a SB about high rates of premature failure on vernatherms. Apparently a bunch of bad vernatherms are in the supply stream. As Scott suggests not a bad idea to bench test the vernatherm since you recently replaced yours.

I have a stock TSIO360 LB engine with 950hrs (~300 since top). No intercooler and no Merlyn. I do have to keep the cowl flaps open in the climb, but thats SOP. Like I said, the baffles need to seal tightly to force air through the oil cooler. The oil cooler location in the 231 seems to be sub-optimal. The airstream has to make a 90 degree turn since its installed flat and behind the oil filler neck. Simple pressure gradient dictates the airflow will find the leak rather than make that obstructed 90 degree turn. Since you are able to keep your temp in line with the cowl flaps open, I would suspect the issue is airflow rather than a plugged line or oil cooler. I also assume your oil pressure is in the middle of the green range, else you will need to adjust the vernatherm. Low oil pressure will cause inadeqate oil flow for cooling not lubrication. I am sure you have discovered the TSIO 360 is somewhat of a quirky but very efficient engine. Power applications need to be very smooth and gradual. Its easy to overboost on takeoff so you need to be careful and also abide by the 2" per 5 minute rule (no more than 2" of MP reduction per 5 minutes to avoid shock cooling). I usually fly either FL110 or 120 (dont like sucking on straws). All that said its hard to beat 170 knots on 11 gph!

I have not used the Airwolf Oil Chiller in my 231 but experimented with a similar unit on my Lancair IV. These units tend to be marginal at best. Bottom-line even if you are able to duct cool airflow to the chiller fins, the limiting factor is the surface area of the oil exposed. The Oil filter is a sealed can and cooling the outside is not an efficient method to cool the oil inside. Btw my 231 has never had any oil temp issues in the 19 years I have owned it and I live in TX. The Oil Cooler is quite adequate but is very sensitive to airflow. Check and make sure your baffles are tight and not leaking (I have replaced my original ones atleast twice) and also the fins on the oil cooler are clear and not mangled. Bugs/debris tends to collect on top of the cooler (dead spot behind the oil filler tube).

My friend loads on from the front as well. He will roll up to the wing root with his back to the front door (chair is perpendicular to the plane). He will then pull himself on to the leading edge of the wing usually landing half on the wing-walk and rest beyond. He will use my shoudler as leverage as he swings on but I have seen him get on unassisted. He then scoots out and opens the door to get in. A line guy or one of us will load the chair into the plane. His TLS has a TKS system and there is no damage whatsoever to the leading edge. The wing area is more than sturdy and the top skin has not deformed. I think he has owned the TLS Bravo for over 5 years now. He owned a 201 before.

Sent you a PM

Byron, your numbers are dead on. I worked out the actual number for my 3 planes below: 231 Malibu Mirage Lancair IV Fuel: 11 gph X $6 =$66/hr 21 gphX$6=$126 18gphX$6=$108 Oil: 1 Q every 4 Hr = $2/hr $2 $1(auto engine) Annual: $1200/100hrs = $12/hr $1800/100=$18 my time Maintenance: $1000/100hrs = $10/hr $1500/100=$15 $500/100=$5 Hangar: $180/mo = $22/hr $350/mo=$42/hr $200/mo=$24/hr Insurance: $1800/100 = $18/hr $3500/100=$35/hr $10/hr(liability only) Total: $130/hr $238/hr $148/hr My Mooney still rules!!! Obviously I have not included the various subscriptions, recurrency training, medical etc that are common across the board.

As I remember, Wednesday was the real hump day for me. We had spent an inordinate amount of time in the simulator and I would rather be up in the air. I was tired and somewhat discouraged with the shape of my holding patterns on the paper report. My wife flew up that evening and I felt much better after dinner. Next day we went up in the air and practised actual holding patterns and the GPS traces looked perfect (the sim was very sensitive and I was not used to the controls without the feedback). Friday was test prep and Sat was the actual flight test. Frankly the flight test was the easiest part of the whole week. My examiner briefed me on the procedures he wanted to see and then allowed me to demonstrate my proficiency at my pace. I think we were up for just a tad over an hour. My wife stayed over through the weekend and that probably helped the most. The process worked for me, my PPL took 4 months and I did not want to repeat the process especially since I already had my sweet plane in the hangar.

Right after I got my PPL in Dayton(1993) I headed up to DuPage IL. for the week-long course at American Flyers. I flew up on Sunday and returned the next Saturday with my IFR ticket in hand. It was a slog though, 10 hr days with min 4-5 flying everyday in my "new-to-me" 231. Great learning and I felt very competent in both my plane and instruments by the time I was done. I bought my Mooney before I was done with my PPL and was quite sure I would get stuck trying to finish my IFR given my work schedule. The week-long course turned out to be the best option for me. I am not even sure if American Flyers offers the same course anymore.

Found my pics from Destin!

University of Wisconsin-Oshkosh 2 miles from EAA site Website Gruenhagen Conference Center EAA Reservations 208 Osceola St. Oshkosh, WI 54901 Phone: (920) 424-3226 Fax: (920) 424-7422 Email: uwoeaa@lists.uwosh.edu Lawrence University, Appleton 25 miles north of Oshkosh Website Email: outreach@lawrence.edu Phone: (920) 832-7024 Fax: (920) 832-6805 Marian University, Fond du Lac (formerly Marian College) 20 miles south of Oshkosh Phone: 800-262-7426 Email: eaa@marianuniversity.edu or droggentine@marianuniversity.edu Oshkosh Christian School 7 miles from EAA site Website 3450 Vinland Rd., Oshkosh, WI 54901 For EAA Housing information, contact: Lori Colburn, e-mail Reservations School: (920) 231-9704, ext. 4 Ripon College, Ripon 19 miles southwest of Oshkosh Website Phone: (920) 748-8164 Email: przybyla@ripon.edu

Last minute hotel and dorm rooms seem to always materialize. If you are headed in for a couple of days and are comfortable stitching together a few nights at different locations you should be fine......there are always last minute cancellations. If you need a solid reservation the private home/room rental is the way to go. Years ago we decided to head up at the last moment and ended up with a family on lakeshore drive. It was great and we remain friends to this day. Great way to meet the locals and get all the inside scoop. The limiting factor for off field housing is the availablity of rental cars. They are probably all booked up and unlike hotel rooms you are more likely to not get your reserved car than get one that had a last minute cancellation. Rental cos move inventory from all around the region to meet the demand but it always seems to be an issue. You might consider flying into Madison or Milwaukee if rental cars become an issue. I do find camping at Oshkosh is the best option even though I am not into camping. The facilities are well planned and maintained (new shower/poop house last year) and you are in the middle of it all and avoid all the traffic issues getting to and from the field.

I think it was $14k rack-rate (LHR-DXB-SYD, SYD-DFW(QF 747)). It was a business trip and my client has contracts with the carriers. Btw I believe 1st on AA maddogs is the quietest cabin in the US. With the PW engines way back on the MD80, the cabin upfront has absolutely no engine noise. Just the rush of the airstream at 500 mph. Always amaizing!

I concur, one of the quietest cabins in the air (better than 1st on AA maddogs). You should try first class on an Emirates A380.....private enclosed personal cabin plus a shower at FL380. Truly one-of-kind product. I can't wait to fly the new 747-8i. Lufthansa is scheduled to start JFK-FRA in July.

Lajitas Resort tries to be all inclusive (captive) but reasonably priced so we will return. We really enjoyed their amenities and loved the very quaint Terlingua town next door(15 miles). Next time we plan to spend a night inside Big Bend at the park lodge. We are thinking of late fall (Sept/Oct) given temps. Both Alpine and Marfa are quite a distance from the Park, Presidio (T77) is closer but has limited services. Since my girls graduated from Indian Princesses, our camping adventure is limited to Sun-N-Fun/Oshkosh - I like showers/flushing toilets.

Lajitas Resort tries to be all inclusive (captive) but reasonably priced so we will return. We really enjoyed their amenities and loved the very quaint Terlingua town next door(15 miles). Next time we plan to spend a night inside Big Bend at the park lodge. We are thinking of late fall (Sept/Oct) given temps. Both Alpine and Marfa are quite a distance from the Park, Presidio (T77) is closer but has limited services. Since my girls graduated from Indian Princesses, our camping adventure is limited to Sun-N-Fun/Oshkosh - I like showers/flushing toilets.

I highly recommend Lakeway Airport (or Lago Vista) and the Barton Creek Resort or the Lakeway Resort. My wife and I went to UT so I am more than a little biased. Our first date was at the Oasis Restaurant on Lake Travis (26 years ago), a sunset dinner remains one of the most romantic. Lots of artsy stuff to do in the Hill country and 6th Street is just a quick drive away. Enterprise Rental will drop off at Lakeway or you can always fly into KEDC for full service (my fav GA airport). For sun-n-fun the Corpus area is hard to beat for proximity. Mustang Island airport is nice but very limited services. Galveston is reasonable but a little crowded for my liking. We did a nice trip to Lajitas Resort in Big Bend last year. Great views and a rafting trip down the Rio Grande is a must. Just Beautiful vistas all around and LaJitas has its own airport or you can fly into Alpine and rent a car. We are flying to Lubbock this w/e to see the Solar Eclipse. Lots of stuff to do in the area if you like the Canyonland.