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Phillip, I'm curious, what do you think these people owe you? I'll help you with that answer. Absolutely nothing. And what have you contributed so far. Exactly the same. Have you ever used the words "please" or "thank you" in your life? People come on here all the time and request help and, just like with you, members jump in to see if they can provide any assistance. The only difference is that in almost every instance the person asking has enough class to be grateful for anyone's time and attention. If you don't like their suggestion, ignore it. Don't blast them for taking their time to respond. You have the airplane in front of you and you and your mechanic can't figure it out and you come on here and expect the answer on the first reply? “what did you do since the last time it started?" was one of the best answers you could have gotten. It sounds like you've done some things recently. You already said the spark plugs were new - did you check to make sure the leads were seated on the plugs? Are they gapped properly? Have you double-checked that they are the correct plugs? You said you had a new fuel pump - this wouldn't be the first time that a new or overhauled pump was not putting out the pressure it should right out of the box. Did you time the mags recently? When was the last time your mags were overhauled? Think back - if it started Thursday and it doesn't start Saturday, it's very likely that something in those two days changed. When we get frustrated we overlook the obvious sometimes. Getting basic answers from people on here and then chastising them for giving you the answers, tells them that you already know more than they do. But if that was true wouldn't your airplane be starting? I wish you the best in the search for your answers, but unless you change your attitude you would save yourself a lot of frustration by getting your answers elsewhere.

When you are in the batter's box, you swing the bat and unless you accepted a land and hold short clearance, you exit the runway when you feel it is safe to do so. The controller's irritation is because HIS plan did not work. You are not a slave to his plan unless you accepted a clearance to exit at a certain point. There is nothing here to show the airplane was at a safe speed to exit, only people irritated he did not exit when they wanted him to exit (their plan). In any event the airplane that had to go around was a T&G not an air ambulance.

Come to Switzerland! It's much cheaper here! Narrator: Sue was lying, of course. She's actually crying in her coffee reading about $650 annuals.

While this topic was stated by some kind of bot, I banned the user and kept the topic alive since it sparked some good conversation!

Today's flight (cylinder break-in continued, plus a gorgeous, unusually calm day): KBIL -> KWYS -> KBIL via the Beartooth-Absaroka wilderness, over Yellowstone National Park (northern part, higher and lower RPM), early dinner, and back:

How exactly would all the engineering data be put in public domain if they went out of business? Would owners break in at night and steal it? I'm not sure to what A.D. you're referring, but Mooney doesn't issue Airworthiness Directives, the FAA does. You might be referring to a Service Bulletin, which Mooney does release, regarding the weights on your elevator: https://www.mooney.com/wp-content/uploads/2022/12/sbm20-345A.pdf Then later the Service Instruction which provides you a page for your POH: https://www.mooney.com/wp-content/uploads/2023/01/sim20-145.pdf). To this issue, they didn't have a knee-jerk reaction and ground the airplane. Step 1 was to do an inspection and if the correct weights were found, no further inspections were needed. Step 2 if you had the weights that were mentioned then a more detailed inspection was made to see if there was cracking. Finally if the cracking was found then Step 3 was to replace them. When you look at the pictures on the Service Bulletin you can see why they were concerned. They spent resources that could have gone other places to engineer a solution for owners. Would they have been able to do that if they were out of business as you wish? The relationship between owners and the company doesn't need to be adversarial. We all should want the same thing. The people right now at the factory could find work elsewhere, probably paying a lot more money, with better benefits. They take a lot of pride in producing parts so that owners can keep flying their Mooneys. Whenever I have the opportunity I let them know how much I appreciate what they are doing.

I took GJ the Adventure Kitty on his first flight today. He did really well, didn't complain at all and never seemed to be bothered by the noise or the altitude. We only went up to 3,000 and it was a short flight. I think he's going to be a fine traveling companion based on his reaction though.

I, for one, really do like to know what's going on with the global (or mainly US) Mooney fleet and what is happening with other pilots and owners. I very much appreciate all the effort @1980Mooney puts into laying out the information available and sharing with us what happened. Even if the discussion doesn't go further than some observations from MS members that have visited the field or know the pilot/owner, it's really helpful for me to be reminded that these things happen pretty regularly and to not get complacent in my own flying.

In the military we called it maintenance induced maintenance. We broke more things while inspecting them than we discovered already broke.

I am always apprehensive of soliciations for personal data under the guise of "research" to provide me with a better deal on anything. My admittedly biased opinion is that this is nothing by a data collection effort for resale to whoever wants to buy it. I respectfully decline to share more data than what is necessary.

Unprofessional and 'exact opposite' the AIM, 100% agree. To be clear, I am NOT defending his lack of knowledge. But, foolish? Vehemently disagree. Foolish is continuing into a situation that you PERCEIVE to be potentially dangerous even if you have the slightest doubt; that to me is the height of BAD judgement and poor ADM. All of you 'Monday morning QBs' can continue to point out that he only stopped because he "didn't know the rules". Well, DUH, thank you captains obvious! I'd much rather have the pilot that stops when he's uncertain, regardless of reason, than the one that has the "it's all good, man" attitude and just keeps on going when confronted with a possible safety issue. The idea that "his foolish/dangerous/ignorant/fill-in-the-deprecating blank" action would result "in a tragedy" is ridiculously overzealous hyperbole (I realize not your post, Mark). If the guy behind him can't perform a safe go-around REGARDLESS of the reason, that's on him, not the pilot stopped on the runway! Are we going to give the go-around pilot a pass if the plane on the runway gear-upped? I guess so, since the guy blocking the runway was at fault for not putting the gear down, right? Or, blown tire? I guess we can look and find out that the tire was bald; once again, blame it on the guy on the ground! Maybe the tire blew because of FOD on the runway from a previous departure? Let's blame that guy, and give the incompetent pilot that couldn't perform a safe go-around another pass!

So, I found a gear manufacture that manufactures the same exact gear set, that we are looking for, for a "CUSTOMER" that ISN'T Mooney, he is reaching out to said customer to see if he is willing to contact me to discuss the ability of us ordering the gear sets from them. Was told it will be a day or so before the customer will be available to reach out. So, hopefully this pans out and allows us an immediate sourcing for these gear sets...will let you know what I hear. I am still looking at other vendors though, just in case. V/r Matt

Ya'll J & K owner's just got lucky, the Vintage crowd is still waiting. I'd put one in tomorrow if I could. MOONEY M20J AND M20K AUTOPILOT NOW FAA APPROVED Dynon Certified announces that its autopilot - available as an option for its certified SkyView HDX avionics system - is now FAA approved for all Mooney M20J and M20K aircraft. When equipped, Mooney pilots benefit from a full-featured three-axis autopilot system – including yaw damper – that is approach capable when paired with a compatible third-party IFR navigator. Dynon Certified products, including this autopilot approval, can be purchased and installed by any Dynon Authorized Installation Center. Additionally, pilots can opt to buy Dynon Certified equipment directly from Dynon and have it installed by a qualified installer. Pricing for a three-axis autopilot system starts at a list price of $6,434 for Mooney M20J/K series aircraft, including all required brackets, hardware, and servo harnesses. Frequently chosen options include the SkyView Autopilot Control Panel ($644), which provides dedicated autopilot controls for the pilot, and the Knob Control Panel ($335), which has dedicated knobs to adjust the values that pilots adjust the most when they fly under autopilot (altitude, heading/track, and altimeter setting). MORE ABOUT THE MOONEY M20J/K SERIES AUTOPILOT   STAY CONNECTED Dynon Avionics | 19825 141st Place NE | Woodinville, WA 98072 US Unsubscribe | Update Profile | Constant Contact Data Notice

I asked my CFI when I was doing primary training what I was looking for when checking the belt. He said "Check it every time and you'll know when it's not right." Years later I was checking it on my Mooney and thought, "That's not good." It was significantly looser. I got out the flashlight and started looking around. The bolt on the bottom of the bracket had sheared off.

I’ve loved Mooneys ever since I did my commercial in J model 25 years ago finally pulled the trigger and bought The airplane was based HWY, 1962 M20C. Needs some love but she’s solid. Little bit about me: I was aircraft controller for 22 years. I’m currently an accident/incident investigator in DC area . I’m also a CFII and fly a lot! Thank you for having a great space to learn!

I pretended that I was in a Cirrus or Airbus and just flew side stick. I was pretty close to home so it looks worse than it was. Like a good owner, I was more upset by the looming repair cost.

Given how much I suspect it cost, I would have thought you'd installed it deliberately

Legally, when you are cleared to land you own the runway, but to needlessly dawdle or stop on the runway is unprofessional and selfish.

That's an interesting argument...how dangerous is a go around? We're taught that we should be able to safely go around if things don't look right, too fast, runway contaminated, don't break out of IMC at DA/MDA, per controller instruction, etc. I think in this case it was a squeeze play, so when the aircraft behind was told to go around, it was probably still on final and perhaps even 0.5 mile out? Also surely I would expect that the go around pilot should have been able to see that an aircraft is on the runway and be hearing the controller so they should ALREADY be prepped to go around. The go around should have been a non-issue, I think. There may be times when a go around is unable, but it seems that for most traffic that it should be a non issue, especially in a tower controlled environment where you have someone sequencing and giving instructions. EDIT: to be fair though...from my perspective the break in flow from a go around makes me paranoid of gear up so I probably quadruple check my gear when I've gone around...the break in flow certainly has the risk of missing a check list item.

I used to get really irritated at tower when they would say, "Plan no delay traffic close in behind you". When I was checking out new guys I would say, "You're up to bat, don't let them push you out of the batter's box". I would see so often guys land hard, slam on brakes and reverse throwing passengers all over the place just to appease the tower and the guy behind them (who probably was late slowing down). One it is your runway. Two it is your airplane. Three, your passengers. Four, yours or the company's brakes and tires. Tell me it is a Lifeguard or emergency aircraft, I'll even pull out of the pattern otherwise, leave me alone.

This is some ancient ATC tape that likely has been altered (compressed). I think this happened over 15 years ago and the graphics are just someone's "artistic creation" - maybe the whole thing has been doctored to enhance someone's Youtuber subscription following. The idiot can't even spell Mooney...."Moony". I bet it is just a machine phonetically trolling ATC tapes. AI at work! The Future..... N3277F last flew 7 years ago in 2017, before it was scrapped and deregistered following a gear up. Additionally the graphics depict Republic Airport (KFRG) Farmingdale, New York (Matches the controllers accent). The last time that particular Mooney was owned and based in the NY area was 2010 when it was sold to a Texas owner. N3277F, a 1967 M20F, had a gear up landing at Farmington, New Mexico (KFMN) in July, 2017. If was then scrapped, auctioned, purchased by Texas Aircraft Salvage and deregistered upon dismantlement. This plane did not appear to be ADS-B out compliant. On the salvage form this hapless F had only "Narco MK12D, Narco AT150, Narco 890 DME, King KMD 150" for avionics. http://www.kathrynsreport.com/2017/07/mooney-m20f-n3277f-incident-occurred_7.html http://www.avclaims.com/N3277F.htm http://www.avclaims.com/n3277f_photos.htm

If nothing was edited it appears to be a nonevent. I’d file a report call the number, the Bonanza pilot needs to take a chill pill along with the controller. Could have been a student pilot who had don’t cross runway’s without specific instructions to do so. This should be a nonevent.

Earlier this year when I was having issues with the KFC-150 an avionics shop told me that my system was too old and unsupported, and that I needed to upgrade to a "G" panel. The verbal quote was "about $50k" for a G autopilot, a new GPS to replace my Avidyne IFD540 and 2 G5's to replace my Aspen. Besides the fact that I really like the Avidyne navigator and the Aspen, Jake was able to fix my KFC-150. I only saved 49 AMUs.

Not for OPP unless you're shooting for PMA or a TSO or something. It just needs to perform as well or better than the original and you can provide the required performance data, which could be determined as I suggested. The gear shop (or whoever) can then determine the appropriate materials and process to meet those requirements. You can also provide quality control procedures (which can be simple) and supervise via inspection. You'd hit three of the five requirements that way, and you only really need one. People often put higher hurdles on this than are really required. The regs don't say, and none of the ACs say, that there are tons of hoops to jump through. Usually it's the internet peanut gallery that says that.

So, The gear sets (both 20:1 and 40:1) are manufactured by a 3rd party under contract with Mooney, and still available as long as Mooney places the order which they have been unwilling to do because they have to front the money and they aren't willing to do that nor can they accept pre-pay for the order from the MSCs, not that the MSCs would be willing to front the money. I received a test from the CEO last week, they are looking at the possibility of licensing those parts, like they have done with other parts, so that they are available to be ordered...we'll see. SO, WHERE ARE WE CURRENTLY. A MoonySpace individual sent me a unused set of the 20:1 gear set, I had them professionally scanned and measured and have the 3D CAD Drawing for them....Another MooneySpace individual send me a set that failed inspection so that I can have them tested to determine the metal and heat treating makeup of the gear sets, UNFORTUNATELY, NONE of the (5) Metallurgy testing facilities, that I have requested testing quotes from, will provide their service to an individual, so I'm still trying but have been unsuccessful thus far. I have also requested, through the FAA (Certification Branch), under the Freedom of Information Act, that they provide the drawings and metallurgy report for the gear set so that we can satisfy the requirement of the OPP that the parts are equal to or better than OEM for a manufactured part that is no longer produced or available, I've called, they have the request but gave NO indication as to how long it will take to approve/disapprove the request. So, if ANYONE knows of a metallurgist, that might be able to test the gear sets, please let me know. I'm still trying guys.... Matt

BTW, at the last IA symposium, I specifically asked the FAA inspector about the legality of using the Gates Belt as opposed to the Lycoming belt. He said according to the latest interperation of the regs, it was legal to use the Gates belt. So you don't need the $125 belt, you can use the $20 belt. They are both the same BTW, You are paying Lycoming $105 to put a stamp on it.

But can these coatings be effectively applied by an AI bot?

Just my opinion, but one-wheels look the likely way to ensure the ‘last mile’ is to the hospital

Just a follow-up to this for future answer seekers: We ended up replacing the impulse coupling. The spring tension was not adequate. Starting is back to norm. Thanks all for the ideas and experiences

A little update and info for everyone. We just finally completed the installation of new engine and upgrade to 310HP. The process took nearly 12 months from decision to 1st flight with about 2.5 months downtime. We took the opportunity to replace everything including prop overhaul, new hoses, new exhaust, new clamps, etc.... Total cost was just shy of 6 figures ( I already had the prop) including an annual. All work was done at Gilmer Aviation in Pell City. Results were exciting - take off roll and initial climb out are excellent and top speed was 187 True (max power). A few things if anyone else is considering this: 1. Shop around for the STC. Prices range +/- $1000. We bought ours from JD @ Southwest Texas Aviation. He was excellent to work with. 2. We had a terrible time working with TCM and Air Power through the initial order process. It took months of calls and follow-ups to get the right quote. The people at Air Power were very knowledgeable and I feel the real issues were with TCM. However, 10 calls and no return is a problem. Once we wired the money to Airpower, we didn't hear from them again for 6 months until the engine shipped. After it shipped, they were very responsive and the core return was handled well. We replaced our G series engine with a IO550-N39. It was made new, but the factory would only sell it as reman. Part of the issue was that our aircraft has air conditioning and no one could figure out what exact engine would work as the G series we needed was discontinued. I believe for non air conditioning engines, the N8 is the best option. The N series has a tapered fin design so we had to modify the baffle plates (which is in the STC). 3. Steve Leary @stevenl757 and Bob Minnis were great help. Also had a couple conversations with Don Maxwell who was very knowledgeable about this process. Thank you to everyone that helped. 4. Acorn Welding for new exhaust was a disaster. They don't return emails, phone calls go unanswered and the parts they shipped didn't fit (not even close). We have sent everything back and it seems they will make it right. We had to install the old exhaust while we wait for them to get it right. Disappointing.... 5. I highly recommend Ricky Gilmer Aviation at KPLR. His new team member (Hugh) did all of the install work and it was outstanding! Hugh went above and beyond. I really can't say enough about how good their work is. Both Ricky and Hugh came from Epps and I feel fortunate to have them on our home field. 6. Was it worth it? As we plan on keeping this plane for a while, I obviously thought it was worth it. With upgraded avionics (G3x, GTN750, GFC500, etc.,, recent paint correction and ceramic coating, new 310 engine, I think 1051K is better than new and at less than 1/3 the cost. Comparing to anything else we could buy its the best value and performance available for our mission. Not sure I would go through the expense of just doing the STC to gain the extra 30hp. But if I was rebuilding or replacing the engine and prop, then sure I think it is worth it as an add on to that process. Pictures to follow - if anyone has any questions or is considering making this change, feel free to ask me any questions.

This happened to me for my PPL check ride. It was so unnerving! At the end, the guy complained about my American accent when I spoke on the radio. He said it made me sound like I knew what I was talking about when I really had no clue. Afterwards, my actual examiner pulled me aside and told me to ignore that guy. He said, "you sound very professional on the radio, but you're just starting out. Don't ever be afraid to ask for help if you need it."

I'm amazed that even after a not very polite first message you got very good answers. That's great proof that this forum is full of people trying to help, no matter what. BTW, am I the only one that think this account sounds like a bot and not a real person?

So far, so good… let’s see if I remember how to summarize a challenge… We have an M20K with an TSIO360… lots of new parts… lots of fuel pressure… with an interesting, but non descriptive statement… The engine won’t commit to start? it does turn… hmmmm… sounds to me like the starter isn’t able to turn the engine over with any speed. if we consider the starter, the battery, the starter relay… and all of their connections… the starter should spin the prop without any issues… if the starter can spin the prop without slowing down under cylinder compression… we get to the next level… cold start, warm start, hot start… getting the start procedure right for the M20K depends on which fuel priming location you have… if your priming system is working… your Fuel Flow indicator shows fuel going to the engine… it is easy to flood the engine… and then follow the flooded engine start!!! Hi all! -a-

When people didn't know any better and were using Simple Green, it wasn't the surfaces that were the problem - since those are painted and get wiped off. It was that part of the spray mist that would get into the crevices. There was a good presentation on corrosion at Mooney Max 2024 and there were pictures that showed what some products can do after they have seeped into areas. It was pointed out that in recent years the number one deal breaker on pre-buys on vintage Mooneys is corrosion. Also another point of concern when doing the belly is gravity - a drop of many of these products ending up in our eyes is not good. Twenty five years ago a friend of mine who was an outstanding mechanic and pilot burned one of his corneas by Simple Green ending up in his eye. Eye protection is a good idea.

This is going on my Santa wish list this year. Pro tip - grab your wife’s phone, open instagram and say what you want to buy 3x. Do this daily for a week and her feed will be nothing but what you want. I'm batting 1000 and she thinks she’s crushing Christmas!

Finally a small update… found one bad plug - figured we were on to something. But still a vibration. Compressions are all good, plugs are all tested/good. Both magnetos checked. Magneto timing checked. Prop was dynamically balanced 2 months ago. We dug through log books and we found the Lord motor mounts are 32years old. They don’t have tons of hours but 32 years is a long time if the logs are right. Motor is not sagging, mounts look ok visually and are squishy still. Bottom mounts maybe look a smidge sagged. We decided to do motor mounts. It’s good maintenance no matter what. I’m curious what we learn, I will continue to post. I spoke to a 30-year vibration expert, he told me any mounts beyond 10-15 years can easily equate to doubling the vibration. He went through all details with me and agreed mounts are next on the list. I’ll continue to post as we learn more…

I “echo” that as well. Many of the forums or posts wander off topic, they also devolve into petty arguments or attacks at times. However, with very few exceptions, there is almost always more value than vitriol. I think you have to take the good with the bad. I’ve been on a few other forums from time to time and have found them to either be a great lack of interaction, or much much worse than anything I see here. The Aerostar forums are really dead comparatively, likely just a function of the number of planes flying, but it’s all business with those guys, no chit chat at all. I enjoy almost all of the personalities here, even a few I’ve tangled with. I try not to harbor grudges at all in life, and I definitely hold zero on an Internet forum. It’s way too easy for all parties(myself included) to read into comments and take things from them, that were never meant. I may get agitated in the moment but 10min later I’m over it. I’ve loved all my mooney’s and can’t wait until I get the next one, and everyone here, regardless of their posts love them as well, and I’ll take that camaraderie any day.

Flight home from Troutdale after annual. Thank you Jeremy @J Ro for the ride down

I might also add that over the years I myself have received some ATC goading, some deserved and some not. One way or another it was all in a days work and I tried to learn from my mistakes or show grace to other's mistakes. My only real regrets are the times I was not gracious.

On Monday @33UM20C and I departed KHGR for the 302NM flight southwest to K7A8, a small (3001'x 60') mountain airport (2745msl) near Spruce Pine, NC. There were many volunteers on hand. Prior to loading, I removed all seats but the one that I needed, which left me with about 1090lbs of UL to play with. I cubed out before hitting max weight. Nevertheless, my plane had just under 600lbs of cargo on board for the trip. We arrived at 7A3 mid afternoon. 7A8 is in a valley. It was windy and bumpy on the somewhat sketchy approach; some of the nearby peaks are >4600'. Volunteers were able to help me unload in minutes what had taken considerably more time to carefully load prior to leaving. Fixed and rotor wing operations were running concurrently, but ideally segregated. Landing fixed wing aircraft were martialed to an offloading area where cargo was unloaded, sorted, and then hot loaded (engines running) as needed onto helicopters running round trip missions into the mountains to those who were isolated. The operation was amazingly well organized and efficient by any standard, but especially impressive given that both ground and aviation personnel were all volunteers. The helo pilots are truly heroes. These guys were flying all day, with only short breaks, on their own dime, and in their own aircraft. The Jet A supply at the fuel farm was completely consumed, so the turbine helos were fueling at an alternate site, but it hardly slowed operations. They were running at least four R44s on short, round trip, resupply missions into the surrounding mountains. The general tone on the ground did not make me feel comfortable taking a lot of pictures. Folks were kind, gracious and appreciative but it was not a happy place. Roads are opening and ground operations are becoming more robust every day in the more traveled areas. The airport manager told me that there are folks in the mountains that go into town so little that it’s likely that many don’t know the damage to the local infrastructure. Little mountain towns like Spruce Pine seem to be further down the priority list of the official relief effort. I am still in communication with my contacts in the region. I may make a second run at a later date, depending on the what’s needed.

There is another insidious issue with products like this, which is based on bad policy. I used to work in a manufacturing plant that made specialty tools for the oil production industry. It was started by three guys in their home workshops and grew into a 300 million dollar a year business. Almost all of the items they made were highly specialized and complex, either in machining, metallurgy, or both. The company was privately owned, so when a customer ordered a tool that wasn’t in stock, we evaluated the situation based on machine setup time and margin. What this means is that some parts took dozens of hours just in machine programming and setup just to make one part. Even though the actual machining of the part may have only taken a few hours or even minutes to produce. So the owners decided it was cheaper and more efficient to make 20, 30 or a hundred of the part and just store the extras in inventory. This worked well for the 30 years they owned and ran the company. I was hired right out of college with an industrial mechanical engineering degree and two years after I started they sold the company to a publicly traded company. The bean counters came in and discovered what they called “dead inventory” which was this massive stockpile of parts, and wrote it down to the tune of about $80,000,000, and nearly ruined the company. Apparently when you add value to raw stock to create inventory you have to pay tax for it sitting on the shelf, and if it isn’t sold in some arbitrarily determined amount of time, they say it’s worth zero. Which is strange because when the “one” part was ordered the price for all the setup was billed, so the next time they sold the part the absolutely crushed it with the profit, and the people were happy to have it on hand so quickly. It was called a win win The point being, it is a great disincentive to companies to stockpile, and figuring out what to keep in stock and what not to becomes a lot more challenging, and it seems to be an unnecessary burden on manufacturers. There is no doubt in my mind that this plays a role with something as niche as aircraft engines and parts. For any industry to be able to able to tell customers you must wait two years for a product that you aren’t capable of replacing with anyone else is insane, and deeply broken. Especially when it is something as simple as an air cooled engine. these engines were made in the hundreds of thousands a year in the 30’s and 40’s. The technology is old, and it is no where near as complicated as some of the parts we used to make. It’s also a function of the captive nature of our genre. Where else will you go? They can tell you whatever they want. And if they want to wait until they can make 50 engines in a run and it takes two years, well that’s that.

I usually use one of three 'routes' when crossing the Rockies VFR. And I'm usually going to/from the Seattle area. I'll list these as going West to East, but just reverse them if you are going the other way. I'm including crossing the Cascades, and my 'destination' is Des Moines Iowa for this example, but I just stopped putting waypoints after I'm out of the mountains. The higher you can fly, the further from major roads you can fly to be more direct. The "North" route is: KBFI S88 KEAT KSFF MLP KMSO 38S KBZN KBIL https://skyvector.com/?ll=46.325309636327376,-112.80432128491857&chart=301&zoom=3&fpl=N0180 KBFI S88 KEAT KSFF MLP KMSO 38S KBZN KBIL KDSM You can do that below 8,000' if you stick near to I-90, but the higher you can climb, the more direct you can go. The "Northern Southern" route is: KBFI KELN KBOI KTWF KIDA KJAC DNW KDUB KRIW https://skyvector.com/?ll=43.23119628894878,-113.13995360915851&chart=301&zoom=7&fpl=N0180 KBFI KELN KBOI KTWF KIDA KJAC DNW KDUB KRIW KDSM You are going to have to be at at least 10,500 to get over Togwotee pass, but you can make it over Teton pass at 9,500'. The "Southern Southern" route is: KELN KBOI KTWF KBMC KRKS KRWL https://skyvector.com/?ll=44.048642155373955,-111.42333983951893&chart=301&zoom=10&fpl=N0180 KBFI KELN KBOI KTWF KBMC KRKS KRWL KDSM You really need to make it up to about 9,500' to get over the Utah/Wyoming border safely, but if you really want to stick to the roads, you can do it at 8,500 I bet, going through Evanston and following I-80 But this is a Mooney forum, everybody here should be able to make 12,500' with relative ease. If I'm IFR, it's just direct at FL210

Finally we have our Mooney Ovation 2GX registered and in flight. What could have been a nightmare was just a bit of insomnia thanks to this forum and specially Justus Schiedek from ACG-Aircraft in Allendorf, Matthias Arnold and our instructor Walter Adam from Speyer. As mentioned in an earlier post, the plane was found quite neglected and very poorly maintained but without fundamental flaws: the engine was found to be sound by a prebuy inspection done by Justus (everybody should do this, I was given the tip by Matthias). Justus found many deficiencies that were fixable but not without some time and expense: paint job, landing gear adjustments, FIKI failures, speed brakes not deploying, stall warning heat inoperative, and some others. It didn’t have WAAS or ADSB; on the good side it was full FIKI and 130USG Monroe tanks. 310Hp STC had been removed for registration in Europe, insane bureaucracy but that’s how it is over here. Documents and ownership transfer were a bit complex and meanwhile the plane was at Allendorf for the speed brakes, FIKI, LHS, FLARM, WAAS (which it didn't have and required GIA63W sourced by our mechanic), updates, stall warning heat, and paint and ceramic coating. The result is impressive and for sure it is now one of the outstanding Ovations in Europe. We would inform of the contingencies after our trining flights (like a stuck electric trim, deviating a bit to the left and other minor issues) and everything would be fixed early in the morning before the next training session. After a training period with Walter Adam at Speyer, at least I am able to land the plane on a long runway and good weather without breaking it; a lot more training is required as I am a relatively new pilot and I transitioned from a PA-28 to a Cirrus (recently) and now to this. Adam is the most incredible instructor, he taught me to be very safe, fly by the numbers and use the guidance of the manifold pressure. He told us the Ovation is a great short field performer if you are well trained and alert, I know many of you might dissent. We came all the way back to Portugal at one go, FL200, 8,9GPH and 153TAS, quite impressive and probably one of the few certified non turbo single engine piston able to achieve this. The settings could have been better but the engine was safe. Range showed 2200Nm with a tailwind and the tanks were far from full. We are newbies but we feel safer high up, there are many advantages to flying high and far that non European pilots might not understand like fuel unavailable or expensive, airports that close hours before sunset, rapidly changing weather, military zones, getting easy clearance from ATC (they thought we were a jet ) and many others. We didn't have masks but our saturation was good and we had backup. I can tolerate well 17000ft without supplemental oxygen with a saturation of 94 and a pulse of 74 where neurological deficits are not possible (20min). The most important factor in high altitude is the physical and mental capacity of the pilot and correct breathing. I do constant monitoring with alarm. At FL200, 153Kts and 8,9GPH you go incredible distances with good winds. Once again we come to the philosophical debate around Mooney, Cirrus, Bonanza and others. We had a bad experience with our recent Cirrus, a terrible instructor (non Cirrus) due to the difficulty and distance to access a certified one. We were cheated on the purchase and the plane had many deficiencies that were later corrected to the last minute detail. It flies very well and is comfortable, I struggle to get more than 156Kts on any setting and the range is limited to 81USG on a G2. It's stable in turbulence and a decent short field performer (our runway is 650m and approach speeds around 80Kts). As many pilots say, it depends on your mission. An Ovation is for an aviator and the Cirrus is more for business and family travel and medium or short distances. In any case as we cannot access a G5 G1000 FIKI, we chose this route selling the G2. I like to fly far without stopping if on a mission and stopping frequently if on tourism and leisure. This planes flies beautifully, no problem with that but landing is a different issue. The nose up landing is new, it is not so easy to trim it up all the way so quickly and in a go around or touch and go (which Walter doesn't recommend ) a lot of pressure is required on the yoke, not too difficult but muscle required for now !. In any case it is a beautiful bird, quite unique in general aviation and a real personal airliner as we have already proven in our first trip of 818Nm. Thank you all for your invaluable help

There are several components to what we generally refer to as an "annual inspection." 1. Opening up the airplane to permit inspection and closing afterwards. 2. Servicing (changing oil, lubricating, cleaning, etc.) 3. Inspection 4. Repairing any items found unairworthy during the inspection. 5. Completing any other maintenance items desired. Items 1 and 2 are preventive maintenance and do not require supervision. Item 3 must be done by the IA and cannot be delegated to another person. Items 4 and 5 are maintenance and require an A&P to sign off. These can be done by a non-A&P owner if appropriately supervised. Obviously, remote video supervision is pushing it even before the MOSS interpretation. How closely the A&P supervises is dependent on the comfort level of the A&P, the mechanical skill of the owner and their relationship. I have done supervised maintenance in the mechanic's hangar and I have done it in my hangar with the mechanic's hangar a short walk away. In all cases we discuss the project beforehand and work out at what points he wants to check on the progress. And, he is always readily available if something unforeseen comes up. This seems to work well for everyone.

Let's see, you come on here asking, demanding more like, help. And provide virtually no information that might help someone help you. Then you criticize posters for telling you that we need more information. Now you admit both you and your mechanic are 'stumped'?!?? Your mechanic is privy to ALL details yet you act like there's some 'secret' we are withholding from you when we don't magically give you "the answer?" Does any of that seem remotely a rational or polite way of getting help?

Not once in the almost 14 years I’ve used one. My strategies. Mount in a way that allows airflow around it. Keep the screen brightness low while still readable (bright screen = heat) Turn screen off when not actively used. Have it already charged so you don’t have to charge while using. Don’t leave it in the airplane when you land for lunch (and in a shaded spot during preflight).

PIREP for the D3: Took about an hour flight today and the D3 performed well. D3 altimeter was spot on with the panel altimeter; the D3 is a GPS derived altitude so I was a bit surprised despite the altimeter setting coincidently being 29.92. Similarly, heading was within a few degrees of my compass and, not surprisingly, GPS speed matched to the knot the other three on-board GPS readouts (430W, 496, and Foreflight). Pitch and roll were stable/no glitches and responded smoothly and accurately to turns, climbs, and descents. Bright day and no washout, display remained easy to read. While it is NOT a TSO/certified device I would certainly be comfortable trusting it if my gyros failed in an emergency. TIme will tell how the battery fares...POH says 7 hrs without using the external GPS antenna (which doesn't seem to be required) plus I can run it off the supplied USB power cable. For less than one AMU I feel pretty good about the purchase as a safety backup.

Mechanics who are not type experts and retired airline pilots are, in my experience, a very poor source of objective guidance. Their experience is limited in both breadth and depth, and their opinions lie somewhere between the received wisdom of old wive’s tales and untutored prejudice. You did come to the right place to learn about Mooney operations from Mooney operators. My $0.02 follows, and it is based on 4000 Mooney hours, 1200 Acclaim hours, and 0 Bravo hours PIC. Both are good engines. The O/H cost is similar. You may or may not have to top the Continental or the Lycoming. A top overhaul is neither life-changing money nor horrific downtime (CMI cylinders are available. Dunno about Lyc.) CapEx lower for Bravo. Bravo isn’t (generally) locked in to G1000. Acclaim is. Doesn’t bother me at all, but opinions differ. Climb, Cruise, Range are better for Acclaim, which runs very well LOP If you can afford an Acclaim, get the Acclaim. Now, about your proposed mission…. This is not a realistic, reliable, or economic plan. I’m based in Chicago or the Florida panhandle. I will take the acclaim pretty much anywhere east of the Rockies, but beyond that, I’ll probably be on the germ tube. There was a member here who had a new Acclaim that he ran back and forth between Miami and Puerto Rico. The plane could do it, but it was a drag, so he went turbine. That is maybe one third of the distance and one tenth of the hassle of what you’re proposing. In a previous life, I was a coffee trader and spent a great deal of time in South America on crop tours, though none of it was in Columbia as that place was a bit spicy for North Americans in the mid 90’s. But having flown over a lot of it, I have zero desire to fly a piston single down there. Maybe where you’re going is more arid than what I was in, but even so, airports can be few and far between for someone with 90% experience east of the Mississippi. @Oscar Avalle can probably elaborate more on the nature of flying in South America. It is a big, diverse place. But if I had to do what you’re proposing, I’d base a Baron in Columbia and suck it up on the germ tube for the long leg. -dan

I certainly wouldn’t delete the forum. I don’t comment much because so many of you fellas are more learned and astute on the various subjects than am I, but I learn and am often refreshed on things I know but have not thought about in a while. Even the whiners provide a bit of entertainment until they don’t. Then I just stop reading their posts. Most of you that contribute provide some good food for thought and I am grateful for your insights. I don’t think we want to throw out the baby with the bath water.