cbarry

Hank, yes sir I realize that. What I'm saying is: Because it's up to the PIC in VMC to see and avoid, even if course deviation has been allowed and or clearance has been given and a collision occurs, then Advisory/ATC will lean on 91.113. Thus, 91.113 exists as simply one regulation to provide guidance on how to address the original question pondered. As many of us have experienced, avoidance of overtaking traffic is handled by change of altitude, speed and /or course. In addition, I'd be careful about relying on Advisory/ATC solely while in IMC (I say solely only because we as pilots sometimes relax in IMC believing we are somehow being protected better by Advisory). How can they confirm you're in IMC? As good as they are, they can only rely on an estimate of the weather conditions or with the pilot reporting they're in IMC. You could be in an out of IMC and even in an area the weather is calling VMC.

I bet 91.113 will surface as being in existence and used as reasoning by ATC/Advisory services if an overtaking aircraft collides with another in VMC while either under ATC or advisory services.

Then maybe the question should be:. How does ATC handle overtaking traffic under a clearance in controlled airspace v how overtaking aircraft, on a flight plan, are advised in uncontrolled airspace?Even aircraft in uncontrolled airspace on an IFR flight still may be on advisory service or providing position reporting and 91.113 (f) does in fact apply to VFR and IFR traffic.

91.113: (f) Overtaking. Each aircraft that is being overtaken has the right-of-way and each pilot of an overtaking aircraft shall alter course to the right to pass well clear.

2001 Eagle 2; 970 lbs useful, 75 gals., 520 lbs. payload.

Brian, I agree that not aircraft of the same make should be seen as equivalents. I'm just speaking of my personal experience, not everyone's. Take Care and Blue Skies!

I still think the most humbling phase a Bonanza pilot can hear is "Bonanza N.....you have Mooney traffic at your 6:00 and he's overtaking!"

I think it's just that aircraft is cold and in a hurry just like the rest of us this time of year!

Word to the wise regarding an earlier post on desensitizing audible traffic alerts: Starting one mile apart, the closure rate of two aircraft cruising (head on) at approximately 3 miles per minute is only about 10 seconds. Although it's ultimately the PIC's job to see and avoid in VMC, I'd be careful about desensitizing equipment I had onboard that helped point out traffic.

IFR since 2011 and Mooney owner since 2004. First owned an F, now an S. Traveling 1000nm in a day is a good trip in the S (Eagle 2).

Thanks for sharing! The Mooney aircraft embodies the true culture of aviation in a way no other aircraft can!

Once your new trans. is installed, you might consider having the FAA do a performance test on it. https://adsbperformance.faa.gov/PAPRRequest.aspx Removal of the ADF:. Often you can continue to turn the Allen/torx screw counter clockwise and this will start to extract the unit. You may go through a no-resistance part and then continue turning counter clockwise until it starts to reach resistance again. This is the tab on the screw's threads now pushing against the square notch in the tray which should help push the unit out. You may have to wiggle the unit at the same trying to back it out to get it to free up.

The true color of some Bonanza drivers really start to shine when they hear , "bonanza N....you have Mooney traffic at your 6:00 and overtaking...".

If the Ovation 1 uses the same linings as the Eagle 2, try Cleveland part # 066-10500.

I don't believe a negative pitch attitude should be indicated in a level and then slightly climbing turn. At least this sight picture is not what a traditional AI indicates.

You may have to press the "function" key multiple times to get to "SYS" before pressing "CRSR"...

Try adjusting the backlight setting by pressing the "CRSR" and the "8" and "9" (for up and down) and see if that helps.

I realize economic conditions are not the best in all areas of the country, but is anyone else starting to recognize a noticeable deterioration in runway, taxiway and/or ramp conditions (just generally across the country) to the point that you're starting to get concerned about damage to your Mooney?

One of the best cleaners I've found for that type of job is Crazy Clean by Sprayway.

As a precautionary measure, I would absolutely check the other plates' nuts. Heck, you might consider taking some time (or have a solid mechanic) and just go over the entire engine, motor mounts....

Rather than risk a possible unnecessary confrontation between a public servant and an honest pilot, I would just place a call to the department the next morning and simply inquire about the activity. If the officer is within his jurisdiction, he has authority to patrol within his jurisdiction and as a law abiding citizen you have the liberty to be left alone and also to simply inquire.

I'm still wondering what circumstances merit setting up a pattern that results in being "too high" and then intentionally correcting a known/preventable situation with an abnormal tactic such as high bank angle (wing loaded or not) late in the pattern. Some might say when practicing engine outs or practicing landing over obstacles...but the only reason given on the OP is energy management due to being too high. I just hope if such high reliance is being given to AOA and the respective indicator that installing one on each wing is being considered. This maneuver sounds very similar to what was being used by a mechanic from probably the best MSC in the country because he really enjoyed doing it but ended up in a very bad situation and didn't make it. I think I would rather see posts by our fellow Mooniacs that talk about how they prevented things such as coming into the pattern too high than advocate for a tactic that is not widely accepted as standard pilotage. My one and a half sense worth. CAVU.

Good luck to you--fly safe!

From my observation point, your base to final turn (whether it's once every 30 times or not) appears as the classic "final overshoot" and the resulting crank it over to get back aligned. We've all been there, but some have been in the same place but not lived to tell their story.

With the vast number of useable airports across the U.S., I'm always bewildered by the absolute need to know useable fuel to the point we stretch the flight into minimum fuel territory. I also doubt any pilot regardless of equipment on board can tell exactly the amount of fuel on board or fuel remaining at any given moment (and those that think they can are likely the next ones we hear about landing off field from fuel exhaustion). Why not simply use some of the old wise adages such as "fly on the top half of the tanks." This may mean landing more often but what's really the harm in that--you get more practice flying your bird in all phases of flight and possibly get to meet more fellow aviators along your way.