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I'm just finishing my 65 M20E after a years work. She sat for 4 years before it was given to me. The project has been long and expensive, much more than I expected. I should have the interior finished in a couple of weeks. Considering I'm an A&P and I have done all the work, I'll have about 20 grand more invested than I can sale it for. The last item left is to remove the gear so I can replace the briskets and bushings. N6042Q Rebuild Sheet June 15 2015 thru June 15 2016.docx

I'm not really seeing a difference...did you paint the panel?

For 2020 ADS-B compliance I decided to go with the GTX33 ES and GDL88. One thing leads to another in the avionics upgrade game -- Here are the before and after images: OK, I confess; on top is the panel from my "E" model in 1989 and the lower is the "R" in 2016.

George Jetsons designed the theory test, just had to study and memorize past multiple choice problems and it was easy. I'd have no chance to pass it today. No trfs limited restricted space stuff compared to today simple. Adf's and Rmi's were a big deal.i think Elroy graded them.

Dawn dish soap has a pH around 7-8 which is only slightly basic.

Yep - looking forward to using it. Was under $600 with shipping. Barely sits 1 inch from the rear of the panel. We're also adding a connection between it and the ADC (I believe), such that when groundspeed reaches a certain point on takeoff, the flight timer on the clock starts, and then stops when slowed below the same speed on rollout.

A couple of years ago my wife hit me after I made an untoward remark to her. I think we were at 17,500'. Does that count?

You long duration flight guys are amazing! I'm done in 3.5 hours....my plane is done roughly an hour later....!

If it's squirlly and you will be landing with a stiff cross wind, disregard the pattern direction of possible. It's safer to turn with a headwind on base rather than a tailwind on base to avoid overshoot and the temptation to overbank and auger it in turning base to final.

Bob, going by memory the PPP is 16 hours classroom and 4 hours flying in your plane with their CFII. The quality of information and instruction is generally pretty high. I've been twice, may go again in a couple of years. the price held steady at $795 from before I bought my Mooney in '07 until last year, I think. Pretty good value.

I have one. In the hangar.

If you're airborne wondering if you have enough fuel....you don't.

Anthony, I've flown 10nm in the Alabama flatlands, departing on 31, flown NW and had to circle around and landing on 13. I like to check Airspeed vs Groundspeed on downwind, it's easier to change directions.

Call him and buy some!! Sent from my iPhone using Tapatalk

Here is what Don Maxwell talked about.. Sent from my iPhone using Tapatalk

I just attended Don Maxwell's Mooney maintenance training in Texas and we covered this topic. He showed us how if the joints aren't lubed, the tubes will become dented from not being able to move. He recommends a lubricating/penetrating oil called "Mouse Milk" on the joints.

Not sure about your enroute weather, but the forecast for ORL looks like pretty standard summer weather pattern -- afternoon TS.

www.savvyanalysis.com can import data saved on a PC from a JPI. No doubt from an EI as well. And yes, the JPI talks to the GPS and stores those data.

I had mine done at precision avionics in griffin. They were much cheaper than the quotes I've heard from others.

The wheel wells are probably the hardest part to prep/paint but luckily one of the few places anyone ever sees. Use several different shaped stiff bristled brushes to get into everywhere you can (corners and seams especially) with lacquer thinner. This will remove most of the grime, oil and flaking paint. Use Red Scotch Brite pads to scuff or fully remove the existing paint. Any bare aluminum will need to be primed, I would use Zink Chromate or just make sure the primer you use is for Aluminum as it requires a conversion coat or the paint wont stick. Wipe the area down one last time with thinner before applying any type of paint. Paints (color and primer) bounds 2 different ways either a chemical bond which is best or a mechanical bond, too long between coats means you have to scuff the previous coat so read the instructions on the paint you are using for times. Light coats are much better than heavy coats which generally will result in runs in the paint plus thick paint chips off easily when dry. To keep runs to a minimum on both the primer and paint the first coat should very light (dusting) and allow to tack up before the second coat which still wont be a full coat (still see through in places), your third (or 4th coat if needed) coat will be your cover coat so watch for runs, any blemishes that pop up during any of the painting will generally get bigger so don't try to hide them with more paint.Be sure to mask off any area you don't want paint on, and remember paint will hang in the air and fall on top of wings, fuse and stab. Common issues with painting are "fish eyes" which is contaminate on the surface, "orange peeling" which is either too much air and/or not enough paint, "dry spots" too little paint,moving to fast and/or too much air, "paint runs", too much paint, too slow, too much air. Hope this helps, just remember don't get rushed

Something I learned about here... Always check GS with airspeed in the traffic pattern. The GS should be less than AS on final approach... Sometimes, that wind sock is going to be hard to see. Especially when the wind is right down the runway. With some weather systems you can take off into the wind, come back an hour later, the wind has gone 180°. It never gets easy. Best regards, -a-

He needs TKS...way too expensive to put on a used bird. The two blade on that Mooney is a very efficient prop but is crap for getting off the ground. You don't need to upgrade to 310 hp but I would recommend getting the top prop conversion.

buy this one

I am scheduled to attend from Sequim, WA. Alan

Since you asked... It has the kfc 225 autopilot. After reading peters investigation on this I may not want one myself. http://peter2000.co.uk/aviation/kfc225/index.html No WAAS on the navigators. Moritz gauges which I hear are expensive to maintain.

For example, if you have an engine failure and know the ground elevation, pitch down until you have the greatest range on the Arc and that will be the best glide. Takes into account winds with no computations.

You have already said you like the plane. It has the equipment you are looking for. What you need now is a knowledgeable mechanic to complete a thorough inspection as to the condition of the plane.

I did my gear well with the following: Tape and mask everything thorough cleaning more cleaning clean with solvent (spirits or isopropyl) scuff with scotchbrite Clean again with solvent etching primer epoxy would be best. I used rattle can enamel and got great results. Figured it just needed to hold up. Not look pretty.

The award goes to 201er.. Winner, Winner, Chicken Dinner. I was wondering when he would chime in.. Love those YouTube videos. When's our next excursion. I'm running out of your videos and tired of re-runs. -Tom

No wonder it has trouble getting out of a spin... tail is too small... same with the M10. Yves

If you're feeling an unexpected breeze and the plane is a few knots slow, you should land and secure the luggage door.

I was running -25 for LOP and 100 for ROP.

I helped my local flight school sell rides at an airshow. The airshow featured the oldest surviving woman in America who was still flying. She had this pristine red C140 tail dragger that she flew in. There was a celebration and she gave a speech. On the way out she taxied into a lancair at the hold short bars. The lancair lost his tail. Literally. Nobody hurt. High nose, low tail accident of sorts. Lesson: if ever asked to give a speech at a transportation event, Murhpy's law would suggest finding an alternative mode of transportation, Apparently Edward Murphy was a real jerk.

Sorry to resurrect such an old thread. Did you ever confirm that you had a connector issue? Or was it something else? It was something else. My autopilot can be controlled by either the Aspen PFD or the MFD operating in the PFD reversion mode. In the picture above, I show a plate being made to hold a throw-over switch. It was this switch which was failing. When I was operating in the PFD mode, the switch would pop over to the MFD and shut off the GPSS. Sent from my iPad using Tapatalk

My longest single day was from southern Maryland to Key West. One fuel stop.

This is a new thread to address many of the comments in a lengthy thread on the decision whether or not to renew membership in AOPA. As many of you know I work at AOPA and lead the Air Safety Institute. I wanted to thank everyone for their thoughts - the good and the bad. I wanted to address a couple of themes. 1. "What's the value in my AOPA membership". I think there's great value in being an AOPA member. For less than the price of a steak dinner at a chain restaurant, AOPA provides a host of member services. The advocacy, the magazine, all the free safety education (courses, quizes, videos webinars etc) an awesome desktop flight planner! What we've done just in DC: AOPA has blocked user fees literally dozens of times. AOPA helped craft the Part 23 rewrite now out as an NPRM. Pushed back on the high cost of ADS-B equipment with manufacturers and helped get prices down from over 6K to less than 2K in under two years. (these are the same manufacturers that advertise with us, so you can see the commitment to members) AOPA put a stop to unwarranted CBP searches. Soon to be complete: Third class medical will get done this year, TIS-B traffic information is on track to be "unblocked" so everyone has access to ADSB Traffic. Next on the list is getting non-TSO'ed equipment approved for installation into part 23 certified aircraft. 2. "its a rich guys club". I think that might have been an accurate assessment under previous leadership, but its not the case now. When CF was running AOPA I too did not renew. TIMES HAVE CHANGED! I can tell you that Mark Baker is one hell of a leader and GA is lucky to have him at the helm of AOPA. Don't take my word for it - Come to any of the regional fly ins, and you'll see hundreds of small GA aircraft and thousands of members and AOPA staff hanging out at the Friday night party sharing a beer. We are not elitists...we're pilots just like you. If AOPA does something that gets under your skin, let me know about it and I'll try to make it right. 3. "AOPA doesn't listen to its members" I can tell you nothing is farther from the truth. When we screw things up or our members have complaints we listen and respond. As anyone on this board will tell you, the times members have reached out to me with a concern it gets addressed and fixed. And everyone at AOPA feels the same level of dedication to our members. When the Jenner issue came out, I can tell you AOPA heard loud and clear that our membership was not happy with it. As a result additional editorial steps are in place to make sure we serve our members with the highest quality content that provides them information that they'll find useful, information and entertaining. 4. "AOPA's leadership gets paid too much" I suppose one could argue both sides of that point but I sum it up like this. If the organization is effective I don't really care what we pay the folks that are fighting for our rights, protecting our freedoms and providing us with great media and safety information. Also in a competitive market that is looking to attract and keep top talent they have to pay a competitive wage. Think for a moment what a captain at FedEx or Delta makes. $300+K a year to essentially drive a bus while working 10-12 days a month. Many of us, myself included passed on an "easy" airline career to work much longer hours for a lot less money. We do it because its important, meaningful and we share the passion for general aviation and flying. 5. "I get tired of AOPA hitting me up for money" This I agree with. If you don't manage your email subscriptions you'll get lots of solicitations. But I will say that only about 6% of AOPA members donate anything beyond their dues. This seems awfully low percentage given the fact that without AOPA fighting for GA we'd probably look like Europe by now. I am a hat in the ring member and contribute 4 figures every year out of my pocket because I believe in what AOPA is doing. Also check the magazine that lists all of AOPA's donors - You'll see that all of the senior staff also contributes money out of their pockets to support the mission. So even though the "asks" can be annoying, its manageable with email controls and AOPA leaders aren't asking for anything they aren't willing to do themselves. Is AOPA perfect - hell no. Are we working hard every day to protect GA, make pilots safer and give our members the best benefits in the industry? ABSOLUTELY! So if anyone has heartburn with AOPA, please send me a PM and I'm happy to talk with you directly. I'll do my best to find a solution or explain the background on any issue you feel that we've mishandled. Fly Safe! George

my Dad used to co-own N5822Q in the 80's. It was a '65 C with the same paint scheme, but much uglier colors.

Yeah - that too. I was thinking after the Malaysia flight - how ironic and what was probably going on with the one month battery. That battery setup was probably certified in the early 70s and given difficulty and cost of certifying new technologies we all know that this sort of thing never gets done. So there again, thank you to the difficult certification system for keeping simple upgrades out of the cockpit, all in the name of safety.

Here is one that can do 160 LOP. Only one I have been able to do it in though Mike, I have managed a TAS of 160 Kts a couple of times running LOP, but I have the LoPresti cowl (with its great Ram Air system), a PowerFlow exhaust system, a Top Prop, most of the LASAR speed mods, a one piece belly pan, and I keep her well waxed. I also keep enough safety gear in the baggage compartment to move the CG aft. I didn't want a prospective 201 purchaser to think that the average J can achieve these speeds LOP. And LASAR keeps my rigging such that she flys straight and true. It's taken me years to get my J in this condition, but if you spend enough money and work with great mechanics, it can be done.

If you read about a pilot doing something incredibly stupid and think to yourself, "how could anyone do that...", be very careful. It might happen to you very soon.

Ditto tie downs, or cones put in front of your prop at a busy FBO Sent from my iPhone using Tapatalk

If ATC asks if you can hear them and why aren't you responding you might be pressing the speed brake button instead of the "press-to-talk" button.

I "trained in" a new pilot on the Bonanza for our mercy flight org that was a past military aviator and airline pilot. He had very little SEL time, so wanted to fly numerous flights with me before taking a flight by himself. He ALWAYS loaded the approach for our destination, even in the most severe clear VFR weather. I finally asked him why he did it. He told me you would lose your job flying for the majors landing on the wrong airport or runway, so did it as a form of habit and felt comfortable with the procedure. He taught me something very valuable that day! Tom

Make sure that when you're on final it's for the correct runway. Or airport for that matter.

If you depart into IMC with an early turnout and aren't climbing well, it's because you were too busy configuring, turning and getting wings level before going into the clouds . . . and your gear is still down . . .

What was the all up total. Did they clear coat the whole plane with that silver? Thanks. Byron.

Having made the wrong decision last time, (we were in Pensacola, already had a rental car, what the heck,) I strongly urge you to fly. That coastal drive was the longest, slowest 100-mile crawl past more money-spending opportunities than I've ever seen in one afternoon. Bet there wasn't a half mile along the entire route that there wasn't a shopping center. Went back along back roads through the pine woods to the north and saved hours.

Here is a photo I took today of the plane and one of the panel lit up.