schule

All of the digital media I have from Mooney for the vintage models and K have it. Some of the older paper copies might not, but they are not so easy to trade on-line. The company is now starting to resume normal operations and this is one of their income streams..........

Thanks all. It looks like each install may have a different W&B starting point. 850# UL on a Bravo with another 55# of TKS would be of limited utility for a XC of any length with 2 on board. Maybe the difference is another of non-FIKI vs FIKI differences.

This site is a great resource to share ideas and experiences. Hope it stays so, but I just read a thread thread this morning about flying above gross weight which was reinvigorated by a person looking for a copy of a Mooney Parts Catalog and Maintenance Manual and it got me thinking about another "technical" or is it "actual" violation of law which may expose this entire site or the culpable individuals to a law suit. I doubt Mooney would actually do it since this site is one of their best advertising streams, but I would say they have all rights to do so to anyone sharing their digital data without permission. Selling an original Mooney bound book or a Mooney thumb-drive bought from the company would be like going to a used book store, but anything else is possibly theft of intellectual property. Did Mooney as corporation give such permission carte blanche to this site? The thumb-drive data I have shows a copyright. Those looking for Mooney Pubs could just call them and have them sent. Service & Parts (830) 792-2901 or email technicalsupport@mooney.com. They tend to be very responsive. It is possible that I am missing a key piece of information on this and I am not a lawyer......I just want to make sure if the data he needs it is not a violation of Copyright Law. Kinda like the Napster thing was. Thoughts?

Thanks. Do Bravo's with TKS have a similar W&B as the Ovation? I would expect the system is pretty much the same.

Nice thing about one handed muscle memory is an ability to transition to the non-flying hand if you ever get the leans. Has helped a few times in hard core disorienting situations.

I have tried the search function with no real success, so here is the question: It appears the UL listed on planes with TKS is around 100 pounds less than a similar one without it, does the UL adjustment to the POH/W&B assume a full TKS tank? Or do you have to also add in the weight of TKS onboard after? If not then during summer flying can you gain back the 55ish pounds of TKS not carried? This winter's weather and my hankering for high altitude turbo flying, has me thinking some bad thoughts like a FIKI Bravo.

oops. 12 minutes until the zulu change over where everything in aviation resets.

Only a few more hours to hit 2200 posts this year.

Wait till the real cold hits Texas tonight. Might even have a 1/4" of ice an cripple all travel options.

Hope it works well. I'll take a look at some of the other courses because they do look more interesting. So by making the survey a miss the site gets more hits on other more interesting courses then you might have a winner. The course was good even if the baseline C172 and SR20 starting points are by definition a bad starting point. Glad to have a turbo Mooney to make these decisions easier......

George, Glad to see all the safety briefing came in handy. Good to see your experience inside AOPA. They need the tactical sense of things. What kind of statistical prediction model are you using to predict an ASI course? I took the quiz and was given "Cockpit Weather." Some learning but I think there will be more interesting ones based on my use of 122.0 for inflight WX updates. I did like the link into FAA Wings. I was most interesting how most of the scenarios started with bad decisions: a 172 on a 3.5 hour XC with 4 hours fuel which is flying slower than the line of thunderstorms you are making XC decisions into and.....best of all......how the Great Lakes winter flight was in a NA Cirrus with TKS and no ability to cruise above the know icing WX.

I had a similar problem going into last annual. I would sometimes get pitch oscillations of 10-15 degrees in rapid up and down cycles. After and AI and computer rebuild which failed to fix it....we were able to isolate it to a worn/corroded pitch servo. It was sticking and over voltage on its attempts to adjust pitch. Works great now. Autopilots Central is my recommendation.

My POH give a cold temp priming adjustment for the LB engine. I also wait several seconds to give the cold fuel a chance to vaporize. It might be a OWT but I have heard from some guy who read it on the google machine that 100ll is relatively stable for a gasoline and resists rapid vaporization to make it work per specification.

My pup tolerated the ear muffs for the joy of traveling with me. He also gets tied into the seat belts with the equivalent of a pet booster seat with a multi-point harness so he does not kill us in the unlikely event of a crash.

I am not using the loan to show MX costs, but rather that I traded a fully owned Mooney for one where I set up a partnership with the bank to get more capability. To reinforce a reality of the cost to buy is significantly cheaper than the cost to use an airplane. My other half gets a vote in the comfort of the flight, and I didn't have the extra $50k in cash. I probably could have made the argument better. I also like having exclusive access to the airplane, but it costs many AMU to do so. Hope your plane finds you.

Given that Timmy's dad referenced the change which started in the 70's is it possible the problem is not liberal or conservative, but rather a Progressive hijack of the American Dream hidden in a liberal cloak he is referencing?

Welcome Sherman. Just a reminder that this $0.02 is worth exactly the price paid.........I have flown around 50 hours in a C, owned an F for a couple years, and currently have a K. The least expensive part of an airplane is the purchase price. An estimate of 3x cost of fuel for a 100/hr year (***operating cost only) has proven about average across all three models. The F and C are almost identical in operating costs. The K adds 20%. Operations run 5x the loan $$$. My mission is mostly 400NM+ with 2 pax plus bags/dog. I like to fly high to have options, and it is easier to navigate when you can see the curvature of the earth. The C would give good enough performance to about 8k' and above that the ROC really dropped off. The cruise speed averaged 135kts/8gph. The F would give good enough performance till around 13k' and really dropped off when higher. I typically cruised in the F at 11.5-12.5k' getting 145kts/8.5gph. The F's added length and weight made it much more stable in rough air, and 50% of the time I could get above any rough air. We flew the F from FL to AK and many places in between. We were able to take the northern Rockies route from Seattle to Chyenne in the summer, but it was just able with DA around 16k' on the 13k' MEAs. O2 is really not needed in an F due to limited performance at O2 required altitudes. O2 is nice even if lower when you have it. Good avionics and an AP make long XC flights nice, but if you are new to the process there is much skill one can learn without it. An AP can kill good stick and rudder skills. Other than a more stable flight experience the F added a lot of rear set leg room when taking friends on $100 hamburger runs, or an extra 1.5 hours of fuel during longer trips. Most importantly is added baggage space for those shopping trips. I would highly recommend an F or J even at $80k. Might be a good idea to setup a split with another buddy looking for similar performance. This could allow for more AMU on flying vice owning costs. Good luck Devil Dawg.

Both seems to work well. Apps are great for graphical depictions of the info an FSS briefer gives you. BTW you can talk to those guys in person at most big (>4000' long) Alaska airports. Ketchikan FSS has a great view of the harbor and airport if you stop through.

Freedom of choice? IMHO, every aspect of our lives is based on our individual choices. God blesses everyone with different gifts. In America we are blessed with the toughest choices of all when there are so many wide paths available. I wish you all a Merry Christmas. I chose to do so in remembrance of Christ's birth. God Bless. Oh yeah, Timmy too. -Mark

Who gets to welcome the New Year on Jan 1 with post #2015? Get Timmy back on the right...er correct...er best...ah the Yellow Brick Road in 2015.

Interesting idea....using the ethanol in an IPA to solve the ice problem. It would seem to give you at least 8 hours for the ice to melt off. Just be careful transporting across political boundaries......hope you all have a safe and Merry Christmas.

Testing = Sheppard Air.

Less personal info on the web is generally better IMHO. If you want to get to know more detail maybe the membership could set up some group fly-ins for $100 hamburgers. You can also PM folks to get more detail. Either of which might get folks invested and motivated to be involved without feeling like an outsider as is human nature. There be dangers in the waters of the web.

Looking to the future of aviation which you can get involved with right now every flight: Option 1--Take a young aspiring pilot/student pilot/spouse with you and engage their skill as required. Option 2--Buy a J with one already installed. And save a C for those looking to find an inexpensive Mooney to build their skill in. Either one will likely be more cost efficient than actually spending the cash on a C where its real draw is the lowest possible operating cost for good XC experience building performance. To add the options you want will likely cost several AMU right now. Good luck.

Some good info for experimentation on our trip this weekend.