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I'm the new owner of 231WH, a longtime Mooneyspace lurker; new to posting to the site and new to Mooneys. Jake did a really great job with this airplane - it has an amazing avionics package which made flying it home to Utah from Florida a dream. Very capable cross-country machine!

1500 RPM difference? You might want to get those adjusted.

I think if a couple of people are serious about buying a plane under a partnership they should go ahead and form the partnership/LLC/Bank Account and place some amount of money in it. This commits everyone. Then go look for a plane/hanger.

That's correct...Perspective is unique to Cirrus aircraft with some touch key entry pads and things like that. As to my "perspective" on the G1000/STEC-55x combo, I like mine and it's always performed well. We are of course waiting for Garmin/Mooney to deliver a reasonable WAAS solution but I am still optimistic it will happen. And yes, the prices for these birds do reflect that current situation, compared to later models with the GFC700 and WAAS. But I can tell you, if you have Synthetic Vision on that G1000, even flying LNAV approaches is pretty solid. From FAF to touchdown you can see the runway right on the screen, and as long as you don't descend below MDA prior to the MAP there's not much practical difference than flying a glide slope, other than that the LPV will give you 150-200 feet of extra descent. If you're really flying in LIFR then I do agree WAAS would be critical.

I had the same partner on 3 different planes and we never once had a cross word about the partnership.....it's all about communication and expectations being clear....and realizing nobody is perfect. Our setup.... All fixed expenses were split. Initial money down, loan, insurance, hanger rent, and a reasonable fund for annuals. Then we paid a set amount for each hour flown which went into a kitty to pay for an overhaul and unexpected expenses.....which really are expected.....it's a matter of when, not if. When you flew the plane, it was refueled, all personal items removed, leading edges and windshield cleaned. Notepad logging hours and any squawks or concerns, kept in the same spot and reviewed before each flight. It worked for us.

Good Day, Florida Mooniacs! Anyone in Florida looking for transition training, recurrent or re-fam training, or even a simple BFR in type should give Mike Elliott of Tarpon Springs a call. I recently took delivery of an M20K from Daytona Aircraft Services, and selected Mike for my transition training; my selection was truly a blind selection, having found Mike from LASAR's list of Mooney instructors from halfway across the country (I'm in Utah). I'm glad Mike was closest to Daytona, as the only basis for my selection was geographic proximity. Hopefully this review will give Florida Mooney pilots something to consider aside from geographical proximity alone in fulfilling their instruction needs. Mike is professional and very experienced, with invaluable perspective in all things flying and Mooney. At the same time, I also found him to be jovial and of very positive personality, which helped ease of the pressure to learn flying a 231 in a completely new place prior to flying my new-to-me airplane home. He will travel; based out of the greater Tampa area, Daytona was a trek but no sweat for Mike, and he was in Pensacola prior to training with me. I enjoyed my transition training and feel I made a friend in the Mooney community. I had a great experience with Mike Elliott and strongly advise anyone looking for instruction in Mooney aircraft to consider him. He's a frequent poster here on Mooney Space, I'm sure most if not all have seen posts from him, and is easy to contact at mike@aviating.com Fly and Be Safe, James Lee 'One Whiskey Hotel'

ACK-406. Affordable, supports a GPS interface to your panel GPS (thus no extra GPS antenna) and is dual band (121.5 and 406). You would like to think that with a 406 GPS provided coordinates that the 121.5 is of no value. But they still use 121.5 as a homing signal till they've found you. Sent from my iPhone using Tapatalk

At work, everyone wears the foam earplugs. I really don't like them, and was able to get the long three-flange silicone ones; they feel a lot better, don't require rolling and don't expand over time and push themselves out of my ear. Kind of like what I used to wear many moons ago. I've been using Halos since I flew from WV down to FXE to have my tanks resealed (2009? 2010?). My clamp-o-matic headset used to give me headaches, as well as let in a lot of sound around my sunglasses. When it got dark and I removed the sunglasses, it was much quieter! Didn't want to think about flying 6+ hours each way in those, so I didn't. I was a Halo convert well before the Florida line! The silicone plugs work well for me, too. I gave the foamies to someone else who liked them. I still occasionally try to get out of the plane without removing them, but no damage done yet.

The engine is finally going back together and should be hanging on the airplane this month. Very excited! While I have been waiting for the engine I have been taking care of some simple housekeeping issues on the aircraft. Cleaning and touchup paint primarily. I noticed the other day that the rubber gasket on the ram air door was cracked so I just ordered a replacement gasket from LASER. Looks like it secured to the door by flush mount rivets. Anyone ever change one of these and can offer a few pointers? Thanks

I used to use and still have the Lightspeed Zulu2. Almost two years ago I bought the QT Halo's and handed the Zulu2's over to my wife. On last year's trip to Oshkosh, my wife was complaining about the clamping of the Zulu's against her sunglasses and her temples. I switched headsets with her and let her try the Halo's. I never got them back. So upon arriving at Oshkosh, we immediately went to see Phil at his booth and buy another set of Halo's. Both of us now use the Halos's exclusively and the Zulu's are for friends or backseat passengers.

Only in maximum performance climb does gear retraction matter so much. With the observations that this aircraft may have struck the wingtip (which was later proven to not be the case), you might hypothesize that he was slow in ground effect trying to get the airplane to climb but there's not really evidence presented to support that. I've found that flap position much more than gear position has an effect on climb performance. Full flaps and the Mooney climbs like an absolute dog. Moderately loaded in any density altitude and you eek out climb performance. I know this from incorrectly adjusted flap motor stops that resulted in binding in the extended position. I only noticed it on a go-around because landing would bump them loose. I found that there was not so much climb gradient. Once airspeed was sufficient to push the flaps back up, then they retracted. A simple adjustment fixed the problem, but since then I've formed the habit that in any condition where landing is not assured, I tend towards takeoff flaps for landing so I'm already set up for a go around. This will also keep your trim position reasonably close to that needed for takeoff. I've started to assume shit will break at the most inopportune of times, because that's when shit tends to break. The critical question in this particular scenario is whether max performance was necessary or not. If not necessary and sufficient safety margin time can be taken to clean up the bird. The author has something to the statement that this is a non emergency situation that was converted to an accident in part because it may have been treated as an emergency. I can only imagine that control primacy may have been compromised if there were a lot of whole body movements to retrim manually and pull the gear in manually in a rushed fashion. Pity. Every once in a while I try to practice a go around. It's good for the soul.

I would put one Avidyne transponder in just so it could envy the other Garmin transponder

Just my 2 Cents worth...many of my students leave the gear down for pattern work, plane doesn't care and there is plenty of power even in my C. Of course I am not flying out of Leadville Colorado in the summer!!, but in most cases if you forget or can't get the gear up, first climb to a safe altitude, than slooow down (80), and than retract the gear. I think wrestling with the gear at low altitude is a set up for an accident. Mike

Your CFII says your ready and has certified you as such. The DPE will now verify his recommendation to PTS standards. Your flight plan he asked you to prep is the beginning of the scenario based test he will administer. You will talk thru the decision processes, the weather briefing you have obtained and bought with you, You will be asked all kinds of things about the route, symbology on charts, Departure procedures, runway lighting, runway markings, fuel reserves, etc. His job is to ensure you are within the PTS, so a review of the PTS now is in order. There will be no surprises this way. The flight typically will consist of you beginning your planned route, where he will have you break off and you will do a bit of partial panel airwork, Unusual attitude recovery and possibly demonstrate a departure or accelerated stall under the hood., You will fly a precision approach to minimums, a non precision partial panel and a circle to land. Tips here are to make sure you brief the approach, know your power settings for 500' decent dirty at 90 Kts, and straight and level at 90 kts. Verbalize your minimum callouts so the DPE knows your paying attention to them."500 ' to minimums" etc. DONT try to fly the approaches too fast., stay on the correct speeds, slow the plane down before the IAF. Don't do anything abruptly, instrument flying is precision flying. If you see a needle drifting off, fix it immediately, but with small corrections when it first happens. Keep the needles all lined up with small corrections as one first starts to wander off. If the DPE sees you are on top of things, all will be well. Good luck, you will do fine!

I've yet to see a range that I couldn't pull in with the Stratus, and if there was one it is certainly nothing I could reach in a timely manner, even in a Mooney. The resolution isn't as good admittedly, but I really haven't found it to be a problem. And I can dial in wx from a weather station just about anywhere. I found XM to be one of the most dysfunctional companies I have dealt with. It was a singular pleasure ending my business with them. ADSB would have to be spectacularly less useful before I would go back.

No question that XM is better, as it should be for the money. Pay to have the work done to be able to keep it. If you have or get the Flight Stream 210 you will be able to get XM weather on the iPad, too, for no additional cost. Edit: To get XM on the iPad you need the GDL 69 or GDL 69A

I aim for 85 mph with my E model for gear retraction. I agree with the leaving gear down if staying VFR. For those with the 180 hp engine, try powering up with throttle before eliminating carb heat. The engine produces a lot more heat with power, to eliminate chance of stumble with carb ice after long low power approach. Also reduces the acceleration where you really don't need much if you are going around from IFR minimums.

I had a great partnership with a gent who got me involved in flying. First, we bought a c150 together, then a M20F together. He was totally trustworthy, and a very accomplished pilot. Only because he moved logistically away did our partnership end, I offered to buy him out of the F, naming a price I thought was fair, because I felt bad about him paying 1/2 of the fixed costs while not really using the plane. He also had the choice to buy me out at that price. Because I knew Jay for a number of years prior to us being in this partnership, I also knew of his character. A partnership is a financial marriage to an aluminum mistress, and the partners cannot feel jealous, taken advantage of, take advantage of, or have different expectations of their aluminum mistress. The right partner, like in most things in life, is key. Don't settle for the first one with the right amount of zero's on the check.

This is what I'm trying to do. Already have a primary plane so I don't mind sharing a fun plane.

Mike has given me quite a few IPCs and BFRs in my J-bar "F", when he was based in Indianapolis. Additionally he owned an F with one of those questionable electric gear switches on the panel. He is a good instructor.

I bought the Halos for my wife because she complained the A20s messed up her hair. She really likes them buy I've never tried them. After reading this thread I might have to. Her only complaint is she can't turn the volume up enough when she wants to listen to music or watch a show from her ipad. She's using an audio cable from the device to the Halos thus bypassing the intercom system and she has both the ipad and Halo volume turned all the way up. Other than that little issue they've been great for her.

I have a set of Halos that have been confiscated by the wife as well. Will get another set at some point. I initially did not like them because of the ear plugs available. After Phil starting carrying the black ones, they have been great. Sent from my iPad using Tapatalk

I am resurrecting another 65 E model , This one challenged a snowbank , and I would consider it a draw.....The question is , has anyone here ever replaced the rudder belcrank that is driven by the pedals , it is about 20 inches long , with 4 3 inch arms coming off of it , one arm drives the steering link , the other arm drives the rudder control rod , and the other two arms are driven by the rudder pedals... it appears the only way I can see , is to un rivet the side of the cabin at the bottom , forward of the wing , Any advise , is greatly appreciated......

Glad everyone is basically ok. I'm sure this was frightening...

Raising the gear at higher speeds will put more strain on the system than lowering it. The mechanism is basically the same on the manual J bar planes, If you were to fly one of them, you would find the gear lowers very easily at higher speeds and is a bi*ch to retract at higher speeds. The gear speed lowering limitation is in part for the gear doors, especially in transit.

I believe there are 4 versions (not counting helicopter variants) GDL 69 GDL69A GDL69 SXM GDL69A SXM first two receive XM data, latter two add SiriusXM channels and came out in 2014 "A" versions have audio / music channel capability in addition to weather data i sold a GDL69 with rack, personality module and connectors on eBay last fall. It brought $639.00.

I thought perspective was a Cirrus marketing brand on a G1000 suite that involves some of the cool upgrades and possibly 12 inch screens.

Thanks Chris! Hope the guys get better!! Hangar probably saved them. The ground wouldn't have allowed such deceleration. Everything but the hangar row looks like wide open spaces. Darn! -Matt

I have the Quiet Technology Halo and I love it. The company is owned and operated by a fellow Mooney owner who is also a MooneySpacer. Great quality, great sound, comfortable, and significantly cheaper than the Clarity Aloft.

Search for Phil, he is the Quiet Technologies guru/Mooney pilot... They work great. They just don't cost as much as they should. Don't wait for the big show and try to order one if you really need it, there could be a waiting list that time of year. The only problem I have had is forgetting they are in my ears and try to pull my plane using the headset attached to my head. Kind of embarrassing. Let's just keep it between us, OK? Background info: I have two sets. We wear glasses. I sport an AOPA ball cap occasionally. (All work well with the Halos) Best regards, -a-

Unfortunately I've noticed they have been listed at $500-700 and not moving very fast. Sad really that most people paid $3.5k to get one installed and they are worth so little now.

Seems like having a bunch of moving parts at the outboard end of a critical control surface is a bad idea. Just saying

When you get ready to sell send me a pm if I don't come back to this thread please Sent from my iPad using Tapatalk

I don't think it makes much difference what you use, but if the wind comes up, I think you need something. I made my gust lock from metal bar I had on hand. See my album. I know, it is over engineered, but I like tinkering with things.

Husky, quit letting these cheap bastards tell you you can't take your dogs up high. If you can fly a cirrus and afford a turbo cirrus you are rich enough to buy a Malibu. I bet your first years insurance will come in just under 20k (plus type training and 25 hours dual) If that scares you a p210 might cut it in half. I think you can get three months free on MMOPA.org if you tell them you are considering buying one. Keep up the good work. Your landings might not be consistent until 100 hrs. Unless you do a lot of soft and short field work.

Appears to be an impossible turn. Pilot transitioning to tail dragger unhurt. Instructor's seat belt failed. Facial cuts, bitten tongue, bent teeth and couple of gashes. Plane appeared to be in an 80° bank before impact, right wing caught the top of the hangar roof which caused the left wing to flip up and drive the fuselage cleanly through the hangar wall. No fuel spill, no plane inside the hangar they hit and they missed both 8"X8" structural posts on either side of where they entered the hangar. Lucky boys... Sent from my iPad using Tapatalk

Bugatti.

Totally agreed., I think Tesla should get into the aviation business. How many companies out there that makes automobiles and birds? Honda , RR?

I flown and compared both side by side and to me the XM is better. The pixel quality is clearer in my opinion. The coverage in the air is depicted nearly identical, having said that the ADSB is "blocky". I don't like that. I'm a gadget junky and have bought and sold several different portable Garmin GPS units..496, 510, 560. 696 and 796. I think if I was using the 400 or 500 series portables it would be a toss up to keep the XM or not. Using the 696 or 796 I find the weather to display much clearer than the GTN750 in my tired eyes. I think I pay $45+/- a month for XM radio and weather. I've just kept one antenna and keep swapping to whatever portable I happen to be using. I'd vote to keep the XM. -Tom

You can't just open a file that's low resolution and save it in a higher one (exception being SVG, but that's because everything is vector based.) and have it look right. Your printer did you a favor by telling you this rather than running the job and having it look bad and being out the money. When you take a smaller resolution (e.g. 100x100 pixels) and save it in a larger resolution (e.g. 1000x1000) the size will be bigger but the quality will be terrible. Below is an image to help demonstrate my point. Both are the same 'resolution', but the one on right is what you get if you try to take a source photo of a lower resolution and try to make it bigger. I've attached a couple files for you. One is the Mooney logo in SVG format. Because it's SVG it can be scaled as large as you want it with no penalty. Notice it's a paltry 44kB (The logo is pretty simple all things considered). I've also attached a copy of the SVG scaled to 2000 pixels and saved as a non-SVG format. Notice it's 304kB and further up-scaling would produce degradation if done based on this file because it's no longer in a vectorized format. If possible, try to make your additions in SVG format so that too can scale with ease. Otherwise you'll need to scale up the SVG to the resolution you want an add your additions to that non-vectorized format. I'll take a sticker for N6020Q Kidding, best of luck. Mooney_Logo.svg

Yes, IMO. I re-activated XM on my 496 after flying with ADS-B for a while. I'd keep it and judge for yourself after seeing both in action. Sent from my iPad using Tapatalk

These are certified airplanes and as such there are safety factors that must be used in the design. If the maximum gear down speed is 140 knots in the POH, then that is what I will use. These are performance airplanes not Cessnas. I have over 3600 hours on my Bravo, am on my second engine, and follow the book on maintenance including replacing the backspring at 1,000 hours. Tell your mechanic he should get some Mooney instruction.

Guys I don't know if I mentioned this or Not , but Dave Mathison of Airmods Mooney service center in Robbinsville , has been a tremendous resource for parts , If you need parts , he has huge hangers filled with Mooney parts , and gets orders from Mooney every day ,

Not rude at all. The budget probably tops out around 200 AMU. The Cub is paid for and the kids are out if the house and in a nice, inexpensive state school. While I'd like to keep the note payment low, I feel like there's a tipping point between having a really nice airplane I don't have to spend money upgrading, and having a lower note where I'm shelling out money every month for the goodies I want. Stormscope, drum altimeter, radar altimeter, new paint, blah, blah, blah.

Sportys

Well , I replaced the rudder jackshaft , 3.5 hours removal , 2.5 hours install time , Also installed the wingtip , have to have the paintshop look at the skin at the tip to see if it needs love or replacement , but definitely good enough to ferry ,

Here is a video from yesterday's trip to CYTZ from KERI. https://youtu.be/RBhHY3QVN-Q

This means you should be running for President.

As for practicing touch and goes, I agree with you. I do stop and goes. But as to going around because something isn't right; bounce or coyote on the runway not seen till touch down, I will do what has to be done. Pick your risks.

Looks like this guy has been pulling on a jbar since 13 or so...