Earlier this week, Mooney announced they would be following competitors Piper (with their Archer DX) and Redbird (with their retrofitted 172 known as the Redhawk) into the training market with the Mooney M10 T and Mooney M10 J. Mooney, which hasn’t manufactured a primary trainer since the Mooney M10 Cadet in 1970, is planning on putting Jet A burning Continental Engines in the new aircraft. The mockup was unveiled at Airshow China.
The Mooney M10 T is a 3 seat, fixed gear trainer sporting a Continental CD-135 engine. At 135 HP, the initial design data claims the Mooney M10 T will be able to cruise at 140 KTAS at 75% power, allowing the Jet A engine to burn between 4-5 gallons per hour while holding 42 gallons of fuel. As with other Jet A piston powered airplanes, the Mooney M10 T will have a Fully Automated Digital Engine Control (or FADEC) system. This leaves just a single power lever in the cockpit, allowing the pilot to set a percent power and the FADEC computer will set the manifold pressure, prop speed, and mixture.
The Mooney M10 J has a slightly bigger engine, the 155 HP Continental CD-155. It also is equipped with retractable gear. Initially, Mooney is predicting 160 KTAS at 75% power for the Mooney M10 J. The airplane will come as a two-seater, but will have a third seat as an option. Mooney says that the Mooney M10 J will allow pilots to make an easy transition to the bigger and faster M20J that has been popular for many years amongst “Mooniacs.”
In a new direction for Mooney, the Mooney M10 T Mooney M10 J will both be composite airplanes with side sticks, instead of the traditional sheet metal exterior with a yoke as Mooney aircraft have been in the past. Also venturing from the more powerful Mooney aircraft is the fact that the Mooney M10 T and Mooney M10 J will have two doors. Remaining, though, is the swept tail that Mooney aircraft are known for. Both airplanes will be equipped with Garmin G1000 panels, while the Mooney M10 J will also have the GFC 700 autopilot, marketing more toward aircraft owners rather than students.
The only downside that I read about was the time between replacements for the engines. For the CD-135 engine in the Mooney M10 T, time between replacement is 1,500 hours, whereas the CD-155 only has a 1,200 hour replacement time.
Mooney expects certification and deliveries to begin for the Mooney M10 T and Mooney M10 J in 2017.
Information courtesy of AOPA and Mooney International. Images courtesy of Mooney International.
“AOPA Rusty Pilot presented by AOPA Ambassador Pat Brown at Tempus Training Solutions”
Topic: A Rusty Pilots Seminar
On Saturday, July 16, 2016 at 09:00 Central Daylight Time
Location:
Tempus Training Solutions
2080 Airport Dr.
San Marcos, TX 78666
Select Number:
EA2769634
Description:
Life may have gotten in the way, but the dream of flight can be yours again. Returning to the skies is not as difficult as most rusty pilot think. We’re inviting you back in the cockpit and will help you get there. Come and participate in a FREE Rusty Pilot program with fellow lapsed pilots. We will help you understand what’s changed in aviation since you’ve last took the controls and brush up on your aviation knowledge. The Rusty Pilot program is developed by AOPA in partnership with local flight training providers in order to create the best environment for getting you back in the air and a part of the general aviation community.
It is easier than most people think:
No FAA checkride or test
Medical may not be required
As a Bonus, by attending, you get two to three hours of free ground instruction towards your flight review!
When filing an IFR flight plan, part of the process is determining whether or not an alternate airport is required. An alternate airport is required when the following conditions exist(as is outlined by the FAA in 91.169 (b)):
The weather conditions at the destination airport
From 1 hour before your arrival time to 1 hour after your estimated time of arrival, the weather conditions are forecast to be below
2,000 Feet AGL and/or
3 statute miles visibility
Let’s paint a scenario. You are traveling from KSAT (San Antonio International Airport) to KHBV (Jim Hogg County Airport in Hebbronville, TX). You start to file your flight plan and get down to the space where you put your alternate in. Since Laredo (KLRD) is the closest airport with a TAF, you check Laredo’s TAF and see that the forecast conditions there at your ETA are ceilings 1,500 and visibility of 2sm.
Based on this information, you need an alternate airport. Now, the process of finding one. In Part 91.169 (c), the forecast conditions at the alternate airport must be at or above:
600 Feet AGL and 2sm visibility for a precision approach, or
800 Feet AGL and 2sm visibility for a non-precision approach
Alright, now we have some guidance. Laredo is the nearest airport to KHBV, and we know the forecast from the above TAF showing the conditions are forecast to be above the alternate minimums outlined in Part 91, so let’s pick Laredo. All done?
Not quite. A lot of airports have Non-Standard Alternate Minimums. How do you figure out if they do? The easiest way is to look at any approach plate for the airport. In the notes section of the government plates, there will be a black triangle with an A in it. That means there are non-standard alternate minimums published for that airport (in layman’s terms, different than the ones stated above in Part 91).
Now the question is, where do you find those non-standard alternate minimums? On Foreflight:
Go to the Airports page
Tap the Procedures button
Tap the Arrival button
Tap the Alternate Minimums option
This brings up the IFR Alternate Minimums document for all the airports with non-standard alternate minimums in that area. Scroll through to find Laredo.
As you can see, there are several notes there concerning the different approaches into Laredo. For our example, we’ll say the winds are out of the south and we are planning on flying the ILS 17R if we cannot get into KHBV and have to come to Laredo. The note there is that the Alternate Minimums for the ILS 17R are actually 700 AGL ceilings and 2sm instead of the above state 600 AGL ceilings and 2sm, the procedure is NA if the tower is closed, and NA if the local weather isn’t received.
What does this tell us? If the forecasted ceilings at Laredo were below 600 AGL instead of 700 AGL, we would not be able to use LRD as an alternate airport if we were planning on flying the ILS 17R. The RNAV approaches are all fair game, so a GPS equipped aircraft would have no problem.
On top of that, some approaches at a certain airport are not authorized to be used in the case of the airport being used as an alternate. At the Galveston airport (KGLS), the ILS 14 is NA as an alternate procedure, but all the RNAV approaches are available.
Picking an alternate seems simple at first, but there are actually a lot of things to consider in the process.
Need help remember all this stuff? AOPA has put out a kneeboard sheet that helps all IFR pilots remember those important things when it comes to IFR flying. Check it out here.
If you walk up to any Beechcraft Bonanza sitting on the ramp at an airport and ask the owner, “How do you like your Bonanza?” be prepared to stand there and listen for 15-20 minutes while he brags about his airplane.
The thing about Beechcraft Bonanza owners is that they are almost a part of a cult. They will tell you up and down why the Bonanza is the best airplane out there. They’ll tell you why all the others don’t even come close. They’ll tell you about the payload, the six seats, the variety of configurations you can select from, the ability to land pretty much anywhere. By the time you walk away, you will probably be convinced to buy one yourself.
Bonanza’s are great airplanes. For those of you new to the single engine piston market, a good comparison for a Beechcraft Bonanza would be a Suburban. Not the flashiest ride out there, but extremely capable, comfortable, and family conscious. If you’re hauling a load, you’ll take a Bonanza over a Cirrus or Mooney any day. Have six people? No problem!
One of the best things about a Beechcraft Bonanza is the variety of designs. Four seats, six seats, long range tanks, tip tanks, turbo charged, normally aspirated, steam gauge, G1000, Aspen or G500 retrofitted, dual yoke, single yoke, leather, cloth, and a variety of different colors out there on the market make finding a Bonanza that fits your need pretty easy.
When it comes to picking out an airplane, the first question is always the mission. If you’re thinking about a Beechcraft Bonanza, you’ve already determined you need something with a good useful load. Do you need four seats or six? Depends on how often you’ll be carrying someone or how new of an airplane you want. Older Bonanzas have four seats, but a lot have had significant updating. Newer A36 and B36 Bonanzas have six seats, but are going to cost you more.
Do you need a turbo charged Bonanza? If you’re in a high elevation area or expect to visit the mountains a lot, then absolutely. If you want a better cruise speed and don’t mind a little less useful load, then go for it. If you’re more concerned about being able to load it up and you aren’t going to cross the Rockies often, then normally aspirated is what you want. You’re probably looking at about 160-170 KTAS with the normally aspirated whereas you get between 180-190 KTAS at altitude with the turbo.
Do you need tip tanks? Tip tanks have two advantages. One is the most obvious: you get to carry more fuel, therefore you get to go farther without having to stop (or when you stop for the bathroom, you don’t have to fill up with gas). The other advantage is you get a bump up in useful load. I talked to a Beechcraft Bonanza owner a few weeks ago who had tip tanks on his. He told me max gross on his Bonanza was 3,800 pounds and was eligible for an upgrade of up to 4,000 pounds and all it took was paper work for the STC. That’s quite a bit of load!
Are Bonanzas hard to fly? When moving up from a typical 172 or Cherokee that most people learn to fly in, it does take some adjustment. But, with good Bonanza training from a qualified Bonanza training instructor, then the transition is no problem. There are tons of resources out there to aid all future and present Bonanza owners in their foray into the Bonanza nation. With the American Bonanza Society and Bonanza Pilot Training, there is no lack of training, thoughts and opinions.
In need of an airplane that can pretty much do whatever you need? Then a Bonanza may be right for you.
I got a call today from a friend asking me about oxygen requirements. That got my brain pondering about the different items the FAA would like all pilots to know. I did a little refreshing and found several other tidbits directly from the FAA that I thought worth sharing. No matter what you’re flying, I think these apply to all of us.
First off, what are our general oxygen requirements? If you jump on over to the FAR’s and take a look at 91.211 you’ll see:
1. At cabin pressure altitudes above 12,500ft MSL to 14,000ft MSL, pilots
required to use oxygen unless the segment is less than 30 minutes of flight.
2. At cabin pressure altitudes above 14,000ft MSL, the crew is required to use
oxygen.
3. At cabin pressure altitudes above 15,000ft MSL, each occupant must be provided the use of oxygen. This doesn’t necessarily mean they have to use it.
Things get a little more in depth when you get to pressurized aircraft.
These requirements are also listed in 91.211:
1. If you’re flying above Flight Level 250, a 10 minute supply of oxygen is
required for each person onboard.
2. If you’re flying above Flight Level 350-410, and one pilot leaves their seat, the other pilot will be required to wear an oxygen mask, unless both seats are equipped with quick-donning oxygen masks.
There are three basic components to any oxygen system in an aircraft: the storage system, the delivery system, and the mask or cannula. First, there are several types of storage systems.
Gaseous aviators breathing oxygen is the first. This is the standard green tank that everyone is familiar with. There are two types of tanks. Either the high- pressure with 1800-2200 psi or the low pressure tank with 400-450 psi. The major issue with these and General Aviation aircraft is weight. Some of these tanks can get bulky and heavy and therefore don’t work for everyone.
Liquid aviators breathing oxygen or LOX is another form of storage. The major advantage of LOX is that it has a 900 to 1 expansion ratio, meaning that 1 liter of liquid oxygen can be expanded into 900 gaseous liters of Aviators Breathing Oxygen. The disadvantages of LOX are they are extremely volatile and have to be stored at -197F. If it comes in contact with exposed skin, severe frost bite can occur.
Sodium chlorate candles or oxygen generators have a weight advantage like LOX. They’re essentially a canister that when activated mix sodium chloride and iron powder and produce oxygen. They general have a 600 to 1 expansion ratio, which goes back to the weight savings. However, once these are started they are very hard to stop. Another disadvantage is these devices produce a fair amount of heat, so proper precautions need to be taken.
Next are the delivery systems. The main systems are Continuous Flow, Diluter Demand, and Pressure Demand. Continuous Flow, is exactly as it sounds. The oxygen is allowed to flow continuously from the tank to the user. The benefits of continuous flow are you don’t need a complicated mask or regulator. The downside to this system is since it continuously pumps oxygen, you’re wasting oxygen when you exhale. Most of continuous flow systems are used on aircraft that generally fly below 28,000 feet.
Diluter Demand was designed to fix the negative of the Continuous Flow systems. Diluter Demand only sends oxygen to the user when the user inhales. The system also allows cabin air to be introduced in, sending the perfect mixture of oxygen to the user when needed. These systems are very efficient and generally tend to be used up to 40,000 feet.
Pressure Demand is designed to essentially “over inflate” the users lungs. This will basically pressurize the the users lugs and allow the user to fly above 40,000 feet. This is needed at flights above FL400 because 100% oxygen without positive pressure will not suffice.
The final portion of the oxygen system is the mask or cannula. Nasal cannulas generally are more comfortable and are regulated to 18,000 feet service altitude. Masks come in a couple different variants. From re-breathers to quick-donning, most masks accomplish the same task with a few small differences. Quick-donning must be able to be put on within five seconds and are rated up to FL400.
Since that was a lot of information, what does all of it mean to you? Most fair weather flyers will never run into any of this. However, the high performance owner/operator will run into oxygen use situations a fair amount. Taking the family up to Colorado on a ski trip, jumping up to 12,500 feet to get above some weather, or flying above 5,000 feet at night on a long xc are all situations where you may want to have oxygen on board.
If you are planning on doing any of this type of flying or are currently doing these types of flights, training is a must. If you’ve never been in an altitude chamber, I would highly recommend it. In college, I went with a group to Oklahoma City to the FAA’s headquarters where they hold a class on Hypoxia and High Altitude flying. It’s very informative to be in the chamber as it simulates being oxygen deprived. You get to see how you’ll react and what kind of symptoms you’ll have when in a loss of oxygen situation. Each person has different symptoms, so it’s important to see how you will react.
It’s also good to fly with an experienced instructor. Finding an instructor who will allow you to learn in a safe environment is worth its weight in gold.
Ryne Bergren is currently a First Officer with Mesa Airlines in the CRJ 900. Ryne has experience in many different areas of aviation, from corporate to airlines to teaching to ferrying across the Atlantic Ocean. His passion is for all things that travel across the big blue sky.
It’s that time of year again! Yes, it’s the New Year, but it’s also time to register for the 2024 Texas Top Aviation Fly In. The Aviator’s Academy’s sister company, Texas Top Aviation, is hosting it’s 4th annual fly in event on March 19th-22nd, 2024 at the Shangri-La Resort in Grand Lake, OK.
For those not familiar with the annual Texas Top Aviation Fly In, we’ve been hosting this event since 2019 and it is always well attended and fills up fast. Geared around aviation education, golf, community, and a whole lot of fun, the fly in is always very popular.
This year, we are adding a Par 3 Shootout for early arrivals on Tuesday, March 19th at the Shangri-La’s Battlefield Par 3 Course. The 4th Annual 2 Round Golf Tournament begins on the afternoon of Wednesday, March 20th and finishes up on the afternoon of Thursday, March 21st.
The biggest hit of the week is always the safety seminars on Thursday morning. This year, Texas Top Aviation has secured the talents of Paul New, expert Cirrus, Columbia, and Cessna mechanic, and owner of Tennessee Aircraft services. If you listen to Mike Busch’s podcast, Paul is a regular. Scott Williams, owner of The General Aviation Law Firm, will be presenting on LLC’s and Illegal Charters, while Hank Gibson, owner of Texas Top Aviation and The Aviator’s Academy, will present a study on several different accidents and what can be learned from other’s mistakes.
It’s guaranteed to be a fun week. The Grove Regional Airport in Grove, OK will be our host airport (KGMJ) this year. Sign up soon as space is limited. Registration is only open till February 23rd, 2024. For more information and to register, simply Click Here. We hope to see you there!
