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2 months into my C it needed a new prop. Buying a plane is like adopting a child and then finding out you have to put him/her through Harvard. I feel that it there are 3 parts to ownership- owner, plane, and mechanic. My mechanic is almost part if our family. I've owned it now for 21 years. My wife and I have built our expenses around it, plane ownership is similar to a vacation home. I wonder what, " the hourly costs of having a child is?" Looking over that time it has brought my family a great deal of pleasure. Through the airplane we have seen places and have had experiences that have been the high points of life. We live in Cincinnati and have been to Jackson Hole, Nassau, Bar Harbor, Sedona. We have family in Fort Worth and Phiily and the plane allows 2-3 visits a year. Grandchildren in Detroit and Columbus--- the plane cuts travel from 2hrs to 40 mins and is more fun. I work hard and work long hours. Getting away is difficult. Having the plane enables me to maximize my time off. My youngest daughter just graduated from college and got a teaching job in Mesa, Az. Wife, 20 year old son and I just flew back from there yesterday. Going out we spent 2 days in Santa Fe. Flying into and out of Phoenix was amazing. Those aren't hills, they look like," plane traps". My wife laughed, " it felt like the home stretch over the Texas pan handle". 10 hours of headwind going and 8 returning, how does that happen? A trip is an existential experience. We go for how long the weather lasts, we don't fight it, but stop and drop. I wonder if the plane enabled my daughter's choice to move 2000 miles away, she didn't even ask my opinion? Nearly all of my friends I have met through aviation. We have landed at so many places where people have gone out of thier way to be helpful. The word," community" comes to mind. Cross country flying is nearly the last place in our culture where you can have adventure. Blue water sailing is similar. There is expense, training, and risk but incredible satisfaction of mastery and seeing new places and meeting new people. As we get older, it's easy to play it safe and let the world shrink around us, the comfort zone gets smaller. It was found that as people face death the concern they have is not about worries over past mistakes, but guilt over not taken advantage of opportunities due to fear. Plane ownership will never be logical, but it can almost define how you live and who you are.

Let me add some commentary on my experience with IPCs. I have been doing them for years, primarily to make sure that I wasn't getting sloppy or picking up bad habits. Breezed through all of them until 2012... In 2012, I had all of the new equipment installed and although I knew all of the power & configuration settings needed to fly an approach, the new hardware & the associated buttonology had me behind the plane. I knew this was going to happen and told the CFII beforehand that I expected I would need several flights to become not only competent but also confident with the new equipment. After flying with me for about 5 hours, he said I was flying to the standards of an IPC and would sign me off. I insisted on another 5 hours to make up for the confidence piece I felt was still missing. Fast forward to my IPC last week. I'm ahead of the plane, setting altitudes in the Aspen for the MDA, configuring the second Aspen's HSI to run a backup ILS indication, setting the timers... Whodathinkitwaspossible? [emoji13] One thing you guys haven't mentioned is the value added stuff that can come along with an IPC. When I am doing an IPC, I always ask for some value add stuff that I don't routinely practice and that may not always be related to instrument proficiency. Nice to have another set of eyes critique decision making or techniques that don't routinely get practiced. Sent from my iPad using Tapatalk

I've been into a 1800' grass strip on my F with no problems. I was about 200 under gross and with ocean on both ends. Temp was around 90. On short strips have a point picked out in advance that if you are not firmly on the ground by will trigger a go around.

Best case, N6744U will be in my hangar this Saturday, worst case, by Wednesday after next.

I fully agree with Robert! If you have a good and experienced mechanic at hand who approves the Mooney, the rest is just to find a good CFI with Mooney experience! Mooneys are really easy to fly! Even though some guys with little experience and knowledge claim the opposite. Mooneys are gentle birds, not aggressive or mean at all... - they just want you as a pilot to know the procedures and follow them, that's all! Mooneys are fun to fly, very fast, very economic and very predictable... - all you have to do is respect their virtues (and the numbers) and you will never understand why some folks insist that Mooneys are difficult... ;-)

Probably because it wasn't raised along the way. You are absolutely right. An IPC is probably the best opportunity to practice what you don't usually do. Good instrument pilots and good CFIs both know that. I often hear, "You know, I'll probably never have to do a VOR approach again for real, so let's do some." Even a simple, straightforward VOR-A can be a bear when out of practice (especially partial panel )

I've used PHT for all of my hoses. For some of the hoses they already know what you need like brake lines. http://www.aircrafthose.com/

Tigertrout, As pilots we should always be assessing, and seeking to minimize, risk. Using a Mooney for primary flight training is increasing your risk. How much? That depends somewhat on the individual but there is a reason that insurance quotes are high for a student pilot in a complex aircraft. Insurance companies only care about the level of risk and the statistics say that you would be at a higher risk in a Mooney than in a trainer. It is good to hear the success stories of those on Mooneyspace who transitioned with low hours. Just don't fall into the trap of confirmation bias. Don't convince yourself it will be ok just because it worked out for some others. Do your own serious risk assessment and determine if you are ready to accept the additional risk.

Nice post Rod! You should publish it some place! I think Aviators enjoy the last freedom we still have left in this country. I have learned so much about life in the last 5 years. Having 2 kids under 6 has changed me in more ways than I could imagin. I only hope that these little airplanes bring all our families closer. Many more thoughts on what you mentioned. Too early to wright it all down. All the depressing info on the news, the crash in Sussex, Justin Wilsons Indy crash, and just the randomness of life makes you stop and think a bit. I think all the bad in life pushes us to make more good out of things. I truly think some times when I fly the world would be a better place if everyone had the view we all have. Let's all enjoy the View from our little airplanes. Fly Safe, -Matt

I don't believe they can solicit, gently hint.... different story.

This year at annual, I was the only plane in the LASAR hangar. Paul Lowen himself must have been bored, so he actually came out and gave my plane a throughout going over with his experienced eyes. He hasn't really done that in the past because I have had my plane there three times before and even though I had witnessed him inspecting my plane at the request of his mechanics when they wanted an opinion in the past, this time he couldn't remember ever seeing it. He discovered that whoever installed the flap gap seals didn't set it up right and my flaps were not actually hitting the stops in the full up position. So he tweaked the gap seals and got the flaps all the way up. He also checked them with the travel boards. However, when the airplane was actually flown, it was found to now bank to the left. My plane has always flown straight and level hands off. So when the ferry pilot and I flew the plane back to LASAR after picking me up (first year not doing owner assist), we both observed what looked to be a difference of 1/4 - 3/8" between the two flaps in straight and level flight. When we got to LASAR we told Paul this info and he came out with a wrench and adjusted my right flap stop about a 1/16" in his opinion. The amount was just an educated guess on his very experienced knowledge. He showed me how to adjust it (pretty self explanatory actually) and damned if it didn't fly straight and level, hands off on the way home! Paul explained that even though the flaps are interconnected with a mechanical linkage, there is enough flex in the system that you can still make quite a bit of asymmetrical adjustment. I am now hoping that with the flaps going all the way up and flying level again, she will maybe go a knot or two faster! Time will tell...

Hey Guys I thought I would update our rigging fun. Summer has been so busy I haven't had a chance to address the problems. Today, we finally got to it. Problems: 1. Rolling to the right flaps up 2. Rolling more to the right flaps down. 3 Right rudder to keep heading with wings level. 4. Slower than book speed. 5. Yokes not centered 6. Ailerons drooping. Gear tight in the wells. Engine is per factory specs. No, we don't have travel boards (the guy that rents them has a long-term illness and closed his business). No matter. Solutions: Found flaps asymmetrical. Many thanks to Piloto (Jose) for clearing up the difference flaps up and down adjustments. After centering the yokes and setting the ailerons where they are supposed to be, we found BOTH flaps improperly rigged. WAY off! Like 1.5 inches off compared to the aileron. Now, flaps out, little to no rolling (still needs a little tweaking) and flaps up has a SLIGHT roll to the right. The up stop was adjusted but I haven't had time to test fly it again. Anyway, we are making huge moves to perfectly straight flying. Chris, I finally got time to do a TAS check. Four-heading method. 7500MSL and slightly above standard temp. Pressure slightly lower. @ 22"/2500 (72%) I got a solid 147KTAS. That is right in line with the book. This is up from 139KTAS when this party started! I am still tweaking and looking for more. I am shooting for the 150 mark with zero speed mods. This is a stock (except for Brakett air filter) 1975 F.

I have the restriction even on my higher compression o360 but that's my point there are more things to stay ahead of any way I'm sure he's a big boy and if wants to take on the load of new ownership and flight training who am I to say Boo I say go for it buy that sucker and fly the wings off I'll be watching for your contrails crossing the sky.

Safe is safe. A safe pilot is one that analyzes risk and plans accordingly like N601RX indicates. I must be in the minority here but every so often things don't work out exactly how I planned even on a perfect zero wind day. On a 10,000ft nice wide runway I can float, bounce, etc and get it onto the ground without much worry. With 2500' if it isn't right you need to be prepared to go around and having a good fixed point for that is a safe thing to do. To the OP I would also check out the runway condition at the strip you are considering. If it has some dips and rolls (i.e. not the best condition) it is a rodeo coming in/out and on landing you will hop a bit before you can brake more than likely which is going to change things around.

Tomorrow I should hit 30 hours in the Mooney M20 E. This is amazing to me since I just obtained it this year. I now expect to fly 50 hours this year. Money is a driving factor and I spend about $116 per month in fuel , $136 per month in hanger rent .It is insured but I will deal with that only once a year. There will be problems, I know, but I have not had those jump up and get me yet. If it is too much, then I will leave it in the hanger until I can get things fixed, I'll deal with that as it comes. The story of my plane is too convoluted for this post, but as posted, I bought it in Reno, I went out there and spent a week with aviation people, eating, drinking and touring the area ,waiting for the plane to be ready. It was't and I got Charlie Davies to fly it back . I reached him through Mooneyspace. I was at an airport getting cheap fuel , the pilot of the JUMP school came over and said what a great Mooney I had ( I still don"t understand ) and then was telling me about his job taking people up to jump,they need a pilot for the weekend at $30 /hour tach. Wait a minute , could I be a professioal pilot???? , me,a ready to retire teacher of respiratory therapy. So I think I need a instrument rating and a commercial rating now . I should get the Instrument rating first . Don't get me wrong , I have not quit my job, but I am thinking instead of retiring and driving for Uber . I would perfer to take jumpers up and let them off at 12,000 feet or so. This path and my writing, somtimes described as a cross between Joyce and Keroac,(on this site) is only because of the Mooney and Mooneyspace. I invite all responses.

Tigertrout-- My favorite animal to see, and my favorite fish to chase! And now you want to fly my favorite airplane. You are on the ball! A Mooney is not terribly hard to fly, and an E is hardly a firebreathing dragon. Your car probably has more horsepower, but a lower top speed, and will use much more gas to go that lower speed. Many of us bought our Mooneys with pretty low time. Some here bought as students and completed their training in their own Mooney. So it is possible. My advice? If you want to, go for it. BUT: Get good at landing the rental first. You don't want to mess up your Mooney landing gear. Know that your PPL will take longer to complete in the Mooney. You will need much extra time before you can solo the Mooney. You will need to learn the ground reference maneuvers all over again, because the speeds and angles are all different. Make sure your instructor knows Mooneys, because they do fly a little different than trainers. Know that you must learn and fly by the numbers. Your 172 will land just fine if you are 5-10 knots too fast, and you flare 6-8 feet too high. A Mooney will float a thousand feet or more, and the landing will not be pleasant if you try it too high. Welcome to the Mooney community, and good luck with your training! Keep us informed as you progress.

We have redlines from 1900-2250 because of harmonics. Your high compressions converted D may be different than my regular line C. But after doing some work on the carb heat and doghouse, I may be able to run slightly LOP; at any rate, she's faster than before [144 mph indicated at 9500 msl], and she's not rough at peak at altitude, either. Faster down low, too--went from 135 to 145-147 mph indicated at 3000 msl.

It'll be here at 24J. Maybe next month when I get time in it to take passengers we can meet at OCF or the likes and grab some food

To me, trust is a huge part of the transaction. There are a lot of flakes/hustlers/crazy people out there selling airplanes. If the seller gives off too many counterintuitive/irrational responses, I move on. The vintage Mooney market is not booming, a patient buyer with cash can come up with a great plane, no reason to jump at the first plane you see... best Tim

I think you are right. I suspect it's all an outgrowth of the common platitude that a Flight Review has no "pass" or "fail" and therefore is not a "test." It always struck me as a bit of regulatory political correctness. Very nice to hear and may lead to a bit of relaxation to know that not "passing" doesnt mean the FAA or the whole world will be given notice. Bur if I (or I suspect anyone) who was flying somewhat regularly went to a flight review, expecting to get the sign-off in one session and the instructor recommended further training before giving the endorsement, I think they would think of it as a "test."

Actually Gary, it was May 7th.

Try Kentucky Airmotive at Mt Sterling KIOB about 80 miles form Louisville. 859-498-1000 ask for Sue My mechanic Sue just moved there. We did 5 annuals on my Mooney and she has worked did the annual on others as well. We did major gear work as well as re-rigged all the controls on my Mooney She is fair and good.

Run the IO-360 at 2400rpm, 18-20" LOp and you can easily get a smooth 7gph I averaged 7-8gph during training. If you need the time, no reason to go fast. Just 120mph will do fine.

Thanks! Plus they got probably 150 hours of multi plus the meis got a ton. Always sounded like a good idea to me. I went to und, I'm sure I gave you the finger on the way by at some point

I am due for an engine soon. After reading through all this I am leaning for the field overhaul and keeping the dual mag..

Paul, from browsing some Cherokee 140 posts over on the piper forum, they're a dime a dozen right now. $20k should get you something decent w/ MoGas STC

I should be bringing my Mooney home this weekend. My uncle is also flying his Ercoupe from his summer home in Idaho down here to Florida, should be around the same time. Is it sad I'm actually excited to fly an Ercoupe more than the Mooney? haha

at ten miles out be came back and said no traffic . radar contact terminated squawk vfr . it was agood flight

oops.

I hold a CFII. I can instruct instruments in my type ratings... But I don't hold a CFI in those ratings. I can't legally teach you to stall, or do TAA or sign off high performance ratings, but I can teach you instruments in ASEL or AMEL I received that rating through military equivalence as a flight instructor. Since my rating as an instructor pilot is in a twin engine jet, limited to centerline thrust, I am not eligible for CFI or MEI through military equivalence, but I did receive a CFII as I am an instrument instructor/evaluator in my model of jet. I will get a CFI and MEI at some point (after I pay a school a bunch of cash and do my best to learn something)... Just haven't gotten around to it yet. So what I'm saying is that the first instructor certificate does NOT have to be a CFI ASEL... Which I find kind of funny. I don't have any references to share, but I can post a picture of my certificate if you're that interested.

It's funny every one speaks about "what is your mission" and you should buy the best airplane for that mission the 150 was designed to teach students how to fly also if you install the rudder stops about 400.00 you can spin all day long full stalls till your tummy can't take any more. Owning a 150 to train worked out great for me yes you can train in a Mooney heck you can train in an F16 two seater but there are things you can do in a 150 that you would never do in a Mooney unusual attitudes to a point that would cause an Oh Shit moment in a Mooney.

Sean, A Super 21 flies itself, you just guide it. It will actually save your bacon because it knows more about flying than you do. Mother Nature will try to smack you out of the air if you get careless, but the Super 21 will try to intercede for you. If you learn on a Super 21, and there is no reason not to, you will be forever ruined for other aircraft because the bar that you will hold them to will be quite high. You will also, and relatively quickly, develop a bizarre, some would say creepy, love affair with a machine. You will buy it expensive baubles and costly accoutrements, it will enter in and dominate your thoughts. Many women are judged to be 'high maintenance', but nothing like a Super 21. Proceed carefully.

If anyone decides to take a trip like this in the future I highly recommend a nice long stop at some point. Taking a few days to relax on the Cape has totally renewed my excitement to get back into the plane. Not that I'm eager to leave this place, I love it here and have many years of great memories, and it's great to be with my family, but having a chance to relax and recharge has taken away some of the fatigue of so many flight hours in such a short time. Now if only the bed were more comfy....

I've used the sticky mounts a lot. And I've never had one come off. I've had a sticky mount on for up to four months, using it on and off. The best way to remove them is to use some fishing line to slice through the sticky pad and then roll the remaining off with your thumb. Of course they're not reusable. The biggest issue with the sticky mounts is that the contact area is so small that there can be a bit of vibration in the camera. Its usually only on the takeoff roll, but it's there. That can be somewhat mitigated by putting the sticky mount on a row of rivets or on a rib where there's less flex in the aluminum. I've also used the suction cup mount on the outside as well. But only in the pattern where there isn't as much altitude change. I used it once to troubleshoot an AOA vane under the wing. It worked just fine. The new GoPro4 Session is the hot ticket for externally mounted camera. Here's a pic just taking off from Madison next stop Oshkosh.

Definitely had my tongue planted in my cheek.

The sticky mounts stay on all the red bull airplanes. 250K and 10+G! It's all in the condition of the paint. Hope the trip is going well D! Great pictures, I like the cloud layer pic. I bet the camera doesn't do it justice! I think it's great your able to share your trip with everyone! How cool!! -Matt

I log mine as PIC and Dual Received, along with ever how much Simulated Instrument time.

I like the bit on the right: "Size/Dimension: SMALL" hahaha

Don Maxwell answered your question on Facebook.

That right there is where things start going wrong with unions. It's a free country, but "if you want to work for <insert company>, you have to pay us out of every check you get." While ALPA may not have violent strikes like some places, they still pull plenty of chickensh!t moves. They don't care about anything except making money and holding onto power. I dont' respect any of them. It's just a matter of degree. Some poop is stinkier than other poop, but it's all poop if you know what I mean.