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My current '66E was painted in '98. And my first '66E before, original paint scheme, and after I painted it in the early '80s.

I would rather crawl on all fours than using Uber... - life is about live and let live and I pay others as happily as I expect to get paid for my job. Uber is another service using the fools and uneducated to make the rich guys even more rich and that's it! No service, no warranty, mostly no taxes (well, that isn't too bad in my opinion, at least one fact I like about Uber!!!)... - nothing I would like or support...

There was an article on here comparing na and tc mooneys on xcountry trips. I can't seem to be able to find it. A little help is much appreciated!

That's why I still lust after the Eagle and the Warthog.... Having lost my flying virginity in a Phantom, that's what I still miss and dream about....often. Flying a Mooney is nice, different, and less demanding, and I get to make most decisions, but being strapped in, practicing ACM is where my heart will always be. You're a fortunate man, MO. The entire F-35 program seems out of control. FUBAR.

Bob, that middle picture is one of the classier original paint schemes. I really like the look of it!

Yep, did that once. Jaguar discontinued their marvelous V-12, so I had to get me one before they were gone. Nineteen years later, it's about to move back into a garage again; it's been out in the weather since October while I was working my tail off, getting laid off and finding a new job. My plan is to keep my Mooney as long or longer, unless I find another one that I just have to have. A while back, I was really looking at Missiles, then the whole job shakeup thing happened. And that cooled my jets for a while. Now I'm settling into another new job and making preparations for a new house, so the airplane replacement will have to wait for a while. In my opinion, it's hard to go wrong with a Mooney! The differences boil down to back seat and baggage space, fuel burn rate and climb. The thirstier planes can't take a whole lot with full tanks, but do you really need 100-130 gallons of fuel anyway? Think about your typical flight. I rarely go much over 400 nm at once, and I've never travelled more than about 1-1/2 hours with more than two people, and that was a sightseeing out-and-back on the NC coast to Kitty Hawk. Buy the best example you can find in your price range that will make most of your flights. It's all about condition. Spend freely on a Pre-Purchase Inspection from a knowledgable person, who knows where the weak spots are with Mooneys; this can save you several times its cost in repairs. Then fly the wings off of it!

Hi, Thomas, I have owned a K for a good many years, by purest happenstance,, and although the nearest real estate rising more than 200 feet MSL is 200 miles west of me, I love my turbo. If you find a good deal on a beautiful K, do consider it. It is so much more capable. On a hot and humid southern afternoon, the sky is full of popcorn in the haze, coalescing into summer squalls. Rise above them into clear and glassy smooth. Climb at 800+fpm to find that 40kt tailwind. As for messing with O2, s'wunnerful. If you're flying home at night, plug in your nasal cannula,even if you're only at 6000 feet, and watch those lights out there brighten as if by rheostat. You are fairly quickly an hour or two less tired. The oxysaver (and similar brands) cannulas make it easy and economical to take advantage of the higher altitude capabilities, but the speed and ease of climbing even no higher than 12,500, make my 231 a real joy.. The J will be cheaper per hour, a little, below 8000 or so, and if you do all your flying within your sea level airport traffic area, well then,there's your answer, but if you do substantial cross country flights, it sure is convenient to not obsess over density altitudes!

Me too. I don't fly low over hostile terrain. When I see trees and dense population I treat it like I'm flying over N Vietnam.

The IFR low altitude enroute might not help since there are usually fixes on an approach chart that are not on the en route. If you load the approach chart in the "Charts" area and keep your sectional in the "Maps" area, it's only one tap to switch back and forth. Personally, Even when IFR, I generally prefer sectionals, especially once I am in the approach environment. So even when flying an instrument approach, I use ForeFlight's ability to overlay the approach chart over the sectional (which provides other benefits as well).

In June I contacted JPI about this issue and expected them to send me a snubber. No, they said, you need to return the unit. It seems they figured out how to smooth this in the software and don't send snubbers any more. And they did... MAP is rock steady now. The process is a pain in the ass but it worked.

Looking forward to this, sounds like Mooneys will rule the day, though there are a few others that will be joining as well.

Turbulence with the GTNs? Com Side: Enter the frequency with the knob. then push and hold the knob to flip it. Nav side: Push the knob to move the cursor to the NAV side. Enter the frequency, then push and hold the knob to flip it. Push the knob to return to the Comm side or wait 15 seconds for it to automatically return to the Com side. A piece of cake. Never had a problem with turbulence with the GTNs. Regarding the product to buy: Cadillac or Ford (Garmin vs Avidyne) or Edsel (BK). I loved the Silver Crown series and my KLN 90B. Then came the KFD 840 that didn't make it and was shelved. How could it not interface with its own autopilots or have preselect? So failure with it and those who bought them left blowing in the wind. Then the KSN-770, years in design and ultimately partnered with Aspen. If not enough of them are sold, it will go the way of the KFD 840. As much as I liked Bendix King, I would be afraid to buy a product from them now.

Check. Check. Been there, done that, got the dirty drawers.

If you arrive Thursday, it will be difficult to park with the group... this is the day I usually depart. If I recall right, around Wednesday the marshallers will do a round of filling the vacated spaces and this is when we see a bunch of Cessnas and Pipers among the Mooneys. Yves

You can probably have it installed for around 7500$ total. The one caution about making a change like this to Aspen is make sure you find a way to fly behind it and be sure you do like it. Once you go in that direction the last thing you want is to find out you really don't like it. It's a very expensive way to find yourself stuck! They do suffer failures at a much higher rate than the so called steam gauges. And you are putting all your eggs in one basket. If the box decides to fail you've lost all your instruments. My feeling is there are very valid reasons the so called steam gauges need to be retained as backups to glass. Don't discount the reliability of your existing instruments.

I can assure you that an Aim-9X has no problem locking anything "stealth." And decoying a modern IR missile is exceptionally challenging thanks to modern computer processing. They don't just see heat- they see the entire airplane much like our eye does, and are not easily fooled. The 35 year old F-15C (mechanically controlled flight controls- just like your Phantom, Fantom). I fly now is still tactically relevant today- just as much as the 10 year old F-18E (digital fly by wire) was I flew before I left the navy. Having a ninja or two on the battlefield is nice, but sometimes all you really want is a big mass of grunts. Stealth is only stealth to the systems it was designed to counter- and the dogfight is still very much alive in the skies. Just like with our mooneys- everything in aviation design is a compromise... More fuel? Less weight available. More weight available? Slower top speed/climb. Faster top speed? Worse slow speed handling. Etc etc.

Aspen is the best way to go if you can allocate the money. You could always start with the VFR version and upgrade later. I just installed an Levil Technologies iLevil2- AW the built in AHRS is responsive and accurate displayed on an iPad 2 in a RAM mount on the copilot yoke. I chose the AW model because: 1. it can be externally powered 2. it has remote antennae for both ADS-B and GPS 3. the unit does NOT have to be mounted in view of the sky/ground to get acceptable reception. I use both the Levil Technologies AHRS app and FlyQ to display the data.

There is no comfortable flight in IMC without both plan A and Plan B firmly hard wired or vacuum tubed in place. TCs are not a real good device for back up AI, either. Unless you are hopelessly stuck in the analog age. My iPhone will be dead before my flight is over... Thinking out loud... Plan A: new AI or Bob Bramble OH...with internal lights. Plan B: TC, not TnB. Plan C: portable electronic adhars, plugged in. Plan D: back-up vac system. Plan E: ADHARs and iPad... Plan F: second AI. If you fly an F, three AIs is the norm(?). Go Aspens! Flying in the dark, near dark or IFR flying is that serious. Not preparing the ship is somewhat like not preparing the pilot, risking VFR flight into IMC. You really get a good feel for how deadly instruments can be while flying in turbulent weather. Watch needles bounce all over, and try to follow them. Prepare the pilot and the ship... Good to see you taking the next logical step. Best regards, -a-

Browncbr1, it'll be worth your while to speak to Mr. Bob Bramble about your AI. http://www.aerolabaviation.com (913) 680-4169 He will steer you in the right direction and will save you money.

And every time I watch your channel,, I dream of living in paradise! Sent from my iPad using Tapatalk

This is a semi refined clip of a flight from Truckee to Livermore on 6/21/15. DA was 8400 and winds were from 250 at 16 kts gusting to 26. It was very pumpy below 11000 feet (2 min 50 sec into the clip). I usually take off from 20 at Truckee and do a circling 270 climbing at 105 kts over the airport. http://youtu.be/70aGyEPUHXU

Well this was not a stupid reason why I was grounded...but for sure this was a strange reason... Last Tuesday we had a volcano erruption close to the airport... So I drove as close as I could totake a picture. http://mooneyspace.com/gallery/image/36816-volcano/

Thanks guys for the "Well Done" remarks. Keep in mind that if you do have a fire in the engine that the vacuum pump and hoses are toast right away. I still had my turn coordinator and pitot static system and I knew my best glide airspeed. The anti-flame fuel hose saved my life because even though the fire was burning right at the pin hole in the hose, without air mixed with the fuel, the fuel won't burn. The main FAA investigator told me that he had two things to tell me; "First, the pilot should not be able to start a fire from inside the cockpit no matter what controls he pushes, twists or pulls. And second, the people on the ground have a right not to have burning airplanes flying over their heads."

Thanks for saying, "Well done" but in fact it was done poorly because it should never have been done at all. One thing I did learn however, is that if you land with wheels up on grass the plane stops in a very short distance as the prop still turns and digs big divots along the skid. - I told my dentist that people talk to me like I'm some kind of hero while in fact I was just trying my best to save my own rear end. Then the dentist said, "Mark I belong to that country club and over there you are no hero."

President was in town

May have some value after all! http://www.sfgate.com/weird/article/Airbag-breasts-save-Brit-mom-s-life-6356596.php

I don't like flying out of KCLW for this reason. There are houses everywhere. If you lose an engine after takeoff you will have no choice but to die while possibly taking out someone's home. At KZPH there are fields all around and options.

Statistically most likely reason for GA engine failure is fuel exhausted or fuel mis-managed.

Ever since that SB came out, I've been very reticent to pull back on the yoke to lift the nose off the ground for takeoff. I sure don't want the tail falling off during a critical phase of flight. I now use an engine hoist to set the proper takeoff attitude, but getting the dang thing off during takeoff roll has been a bitch...especially on our turf runway.

I have been in 2 thunderstorms many years ago when all I had was a WX-11. Bad decision. A stormscope just paints a very broad area of thunderstorms. Maybe. Many false positives and negatives. XM radar is the best to avoid or circumvent them Just be aware of the time delay and don't get too close. If you ever do get into a thunderstorm, you will NEVER forget the experience. Almost like the day you got married. You will also remember where you landed, and what you did when you immediately got out of the plane (if you get the chance to.) Get the point? Nothing in aviation is ever worth the possibility of flying through this tiger.

The non wass 430 is like the older king stuff which does not have a stc that covers all models. On these the stc only covers a single model plane and then all other models require a follow on field approval. It will also require you to write a flight manual supplement for it. You will then have to submit the flight manual supplement to the FSDO for approval. If you don't have a recent copy they have approved expect it to get passed back and fourth a few times before they approve it. Once you get the flight manual supplement approved, and flight testing done the FSDO will approve the 337. The process is detailed in ac 20-138b if I remember correctly. Look for a flight manual supp that has been previously approved by the the same inspector or FSDO and enter your plane specific info and let your IA resubmit it for approval. Contrary to what garmin would like you to believe both the 430 and 430w can be installed by an IA. You do not have to use their approved service centers. Another option is to send it back to garmin for the wass upgrade at which point you can use the 430 wass stc and already approved FMS. The 430w stc covers most all models. At this point your IA can fill out the 337 for the STC and your done.

Scan0001.pdf I hope this PDF file goes through. I can not find the Goldline brand on the internet. I suggest a 3/8 inch anchor line from West Marine, although it will probably stretch more than the hard nylon Goldline brand. Get the "S" hooks at Tractor Supply or hardware store. Close one end with a vice or vicegrips I tried just tieing at the main gear, but found that the knot tightens during the tow and is hard to untie, therefore, I installed the "S" hooks. Again, I passed the rear loop through the tailhook eye, but it is not necessary. It did help on steering because it pulled the tail down slightly, and helped to aim the tail at the winch. Finally, keep everyone away from the sides near the rope, if it breaks, the rope will whip. Use a rated rope only. Finally, this puts the force where the drag is, at the main gear, not through your fuselage structure.Scan0001.pdf