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What an experience. ~25 hours total time. So many amazing FBOs. So many different WX conditions. So much learning. Eastbound: MTJ>SLN>SPI>CDI>MJX In NJ: MJX>MMU>MJXK Westbound: MJX>LWB>MQY>JLN>LAA>MTJ Highlights: The Hudson Corridor--by far, the coolest thing. We began our trip back with this, departed KMJX, picked up flight following and went from the lady to the GWB and back before we kicked off our first leg home. Amazing to do 187kts eastbound and 112kts westbound (neither of these were for very long--but still, wow...) So very glad to have gotten my IR before this trip. I got lots of IMC time and it was transformative. This trip would have sucked to do VFR and would have taken forever. Learning my plane and learning my engine from a long haul perspective. I wrote after our eastbound trip that I was burning in the range of 13.5gph and many of you suggested I was too rich. So, I leaned more aggressively and was able to get 11.5 at lower altitudes (6000-10,000) and 12.5gph at higher (12,000-16,000) with CHTs below 380. I was at 26/2500 for most of the flights so somewhere in the vanity of 75% - 80% power, and 100-150 rich of peak EGT and TIT. Tried to run LOP but she wouldn't let me. Also, we were loaded with me, the wifey, kiddo, dog, and bags...under max gross but still, a full airplane takes off a bit differently. NOSE. DOWN. GET AIRSPEED. Blown away by how much power she makes at sea level! Holy crap! You can go ANYWHERE. This is the best aspect of what we do, right? "Honey, instead of just flying a straight line home, how about we go to Nashville and see some music tonight?" Damn that town has music EVERYWHERE. And everyone is a pro. FBOs and our GA culture make me happy. On airport burgers, FBOs that insist on watching your dog while you grab a bite, FBOs that give you their crew car for the night after getting you a great rate at a hotel, lots of smiles and friendly folks all there to help; it was just freaking awesome to experience day in and day out. Thunderstorms win every time and I am ok with that. Day #2 on our way home. Nashville to Pueblo. Huge band of convection so we bailed in the tiny town of Lamar where the lineman asks, "Those storms look nasty. Want me to put her in the hanger? It's $20." Umm, yes please. Got my Century III fixed while I was in NJ. Autopilots are bad ass. Period. Got a call from the valet at the hotel, "Um, sir--we crashed your rental car." Greaaaaat. Amazing trip. Here are a few photos!

My short answer... No. Here's what I do ('78 J) When putting it into a computer program or app, I use 16 GPH for the climb and 7 GPH for the descent. When doing planning in my head.... If the engine is cold (first start of the day) I plan on 1 gallon to start, warm the oil, taxi and takeoff. If the engine is already warm, I plan on 0.5 gallons. Since I plan 150 KTAS on 9 GPH (just barely LOP) I plan on burning 6 gallons for every 100 NM for the entire distance. If I climb at 100 - 110 KIAS, I plan on burning an additional .25 gallons for every 1000' of climb. I plan on zero fuel savings in the descent because I plan on using any fuel saved when I fly the pattern at my destination. For every 10 knots of headwind enroute, I add 0.5 gallon/100 NM. Here's an example for a 300 mile flight cruising at 6000' (first flight of the day, calm winds). 1 gallon STTO. 3 x 6 = 18 gallons for cruise. 6 x .25 = 1.5 additional for the climb. Total = 1 + 18 + 1.5 = 20.5 gallons. PLUS reserves (I use 10 -12 for reserves). If I had a 10 knot headwind I'd add 1.5 gallons for a total of 22 burned. Bob

I had a hotel in Canada drop an air conditioner on my rental car once. Took me two years to get that straightened out. My insurance company said the hotel had to pay for it, the hotel said the construction company had to pay for it, the construction company was flakey, the rental car company said I had to pay for it. I finally gave it to the legal department at work who said "you should have given this to us right away" Anyway they fixed it.

OK I'll bite I know a GXSR is not the fastest but now I'm curious what bike you think is "way" faster. Good luck on the tire repairs (avoid thread drift when possible)

Wow. That list is excessively cautious. What's wrong with altitude? (Might actually encourage sleeping to be up higher, plus you want to take advantage of tailwinds to make the flight as short as possible.) I get its hard to clear babies ears, so you can see as you go, but I wouldn't limit yourself. Have you not taken the child on an airliner before? There's plenty of well traveled babies in cabins pressurized to 10,000 feet. Also what's wrong with a car that's been smoked in? (besides that it stinks, and no one likes it, but that's not a baby-unique issue). You keep calling this 13 month old a "baby", but this is a walking, talking toddler. Perhaps something to entertain the child in flight would also be useful, and a pre-flight wear-out plan (e.g. playground, etc.) to get out some restless energy. But if she's fine in a car for 1.5 hrs, it shouldn't be a problem in an airplane. If you are that particularly, something is bound to go wrong and stress you and your wife out. So my first suggestion is don't stress. My second suggestion is to go watch these Luvs commercials regarding first vs. second children:

Nice advice, Cliffy. It may be only a few psi, but it is a lot of square inches aimed at you... Best regards, -a-

The software @ Fltplan.com, and no doubt other sites, asks for fuel flow per hour for climb, cruise, and descent for each aircraft you fly. Subsequently when you plan a flight it will project your fuel requirement at several altitudes including the effect of wind aloft forecasts. If you have an EDM with fuel flow/accumulator I think it's a good idea to note the "USED" when you change tanks at 1:00 into flight. For my flights that's likely to be 13 or so. If I'm burning 9 per hour in cruise it took an extra 4 gallons before I got to pull it back to cruise mixture setting. I generally push the nose over to red line for descent, the FF stays close to cruise. But mpg bumps up nicely.

If it's just the 3 of you take out the front passenger seat. In the Mooney catalogue they called the executive seating configuration. It will make it easier to get the car seat in and out and give your wife some leg room and a work area for diaper changes.

Wow Seth! I feel like a delinquent father after reading your plan. The only things I would add is an egress plan in case you do need to set it down off airport and any survival gear if you carry it (ex. First Aid kit). Sent from my iPad using Tapatalk

I always leave my key set in the luggage door. Without the keys it's hard to start the plane.

I've always liked your plane because it is my planes highly upgraded doppleganger

I had a sign that I put on the panel saying "Mike I'll be back with the magneto in 15 minutes, José" I changed that to a nice label on the locks reading "Deactivate Alarm Before Opening Door". So far it has worked. José

I've had to give up my crotch-rocket days as well. But hey, as a former GSXR pilot... let's go out and race our M20C's. Whadda ya say? Oshkosh might be a good opportunity :-)

These caps are hard to get an expensive. In desperate times they may get borrowed by another plane owner. Have them engraved with your N-number to help recover them.

I love long XC trips. We're launching on Friday for a quick warm-up lap before Oshkosh. KHYI KFLG L45 KMPI KAPC 0Q5 MAIDN GALLO KRBG S27 KWYS KDIJ COTDA LAR KAPA KHYI in 13 days.

What a great trip and excellent piloting experience for you! Long XC trips are definitely excellent vehicles for learning and sharpening skills. Hoping to make a similar trip in the fall, but we're heading to the South. Nashville will be our first stop. Can't wait!

You have thought about a lot. I'd say a pacifier for the little one or bottle to help promote ear clearing and some gum for your gal...and a little batter powered hand held fan that can keep the little one cool during taxi/runup. It gets hot in there for those 10 mins. Love the idea of a 20-30 min test flight as well to get them both acclimated.

My 84 J has static wicks - 2 on each aileron and each side of the elevator and 2 on the rudder. I can see in the logs where some have been replaced, but never where they were initially installed. Disclaimer: I know my plane was used to for 15+ years as the Goodrich Avionics Systems demo plane, so it would make sense to have them in place and does not really indicate they came from the factory.

My daughters first flight was at 5 weeks of age. We used a very soft, large towel and gently wrapped over her head to cover the ears then placed the headset over to hold the towel. The combination stabilized the head to minimize movement until she went to sleep which was probably 60 seconds after lift off. A pacifier can be used for climb and descent (if awake). It stimulates the suck reflex which helps equalize the inner ear. Sometimes even when asleep, just placing a pacifier or fingertip in the mouth stimulates this reflex. Sounds like you have a good plan going there. Tim

Nothing like a very long cross country to enjoy and learn from. Completed similar trips a few times in the past and every time was a somewhat "new" adventure. Those are the ones you remember when talking about flying years from now. Tim

Nice plane. congrats on stepping up to an M20K.

From JPI log: used 3.6 gallons for start, runup, climb to 9000'...I lean as I climb to maintain EGTs 150 degrees ROP. Too much math above...I flightplan 4gal unless going above 10000'

A good WnB update would be perfect for this flight. Best regards, -a-

They break, they get replaced... can't tell if they work or not. Most modern Mooneys have them. They are important for elimination of static electricity that builds up during flight. Essentially they are an improved method of grounding the plane while flying. This should improve the clarity of all radio reception including the various nav radios. avoiding static noise will always be beneficial. certain weather events can increase or decrease static. Flying through dry snow should really drive up the static... Do you remember static electricity experiments done in your early school days. Rubbing different materials on a glass rod? some things generate static on your painted aluminum rod better than others... Other things eliminate static from the same painted aluminum rod. Like static eliminators...? The little devices are expensive, and break easily. I wouldn't want to fly in IMC without having them. Never fly a glass plane in wooly Clouds without them?... PP ideas, not an electronics technician... Best regards, -a-

Yes, it does sound like a lawyer has been involved somewhere. i suspect the source is certain Piper aircraft have an automatic gear drop as the airspeed gets to slow, and I think if the engine quits. A few accidents have been blamed on this feature. . Picture the argument. He would have made the runway, but the gear came down and made him come up short. Rest assured, if the gear came down on a Mooney, it's because the pilot put it down.

Cylinders are 2300 hrs since new. Since I bought this Ovation (1300 hrs.) I ran it LOP! Oil usage appr. 13 hrs/ quart. Two years ago #2 cylinder is worked on (overhaul?)! Thank you, regards Pieter

RULE #1 When changing aircraft tires-ALWAYS, ALWAYS , ALWAYS REMOVE THE VALVE CORE FIRST BEFOR YOU DO ANYTHING WITH THE TIRE RULE #2 REREAD RULE NUMBER 1!!!!!! Even if the tire is flat you need to be in the habit of removing the tire valve BEFORE you touch the wheel. This sets up the habit pattern of always doing it right. If you forget just one time and the tire has air in it, it can explode as you loosen the wheel bolts and kill you!!!! Also always check the wheel bolts before you loosen the axle nut to see if all the nuts are on the bolts and some not broken off. We see broken wheel bolts often. That's why we deflate before we even remove the axle nut. If nuts are missing what do you think is holding the wheel together? Can we all say- the axle nut !!! If you are going to do this, do it safe. I've seen a tire and wheel come apart, it's not a pretty sight. It's just as dangerous and working on a split rim truck tire, it can kill you if not done correctly. There is more to it than first meets the eye.

Whoa...you've done some good planning already. My family first trip in the Mooney was 3 weeks after bringing it home to Atlanta, we piled in and flew to Plum Island/Boston (2B2). Things we did that worked: 1 - Purchased children's ear muffs from the local gun range. A few days before the trip I put my headset on at home to show my daughter, who was 18 months or so at the time, and then popped the headset on her. Made a game of it, looked in the mirror, funny faces, the whole deal. She wore them on the trip with no problems and still wears them now at 3+ 2 - Momma and baby sat in back together. Baby stays buckled in rear facing child seat until we are cruising and set up, then free to roam about the cabin. If Momma and baby are breastfeeding, your job is easy and you just need to fly the plane to the best of your ability. Momma will be able to calm baby and nursing clears the ears. My wife just said as I type this, make sure you bring the nursing pillow. 3 - Do a short test flight with the family beforehand, just a quick 10-15 minute flight. It will calm Momma's nerves and help you both be better prepared for departure day. 4 - Have some stops planned if needed for comfort, 2-2.5 hrs is a good time for everyone to stop and stretch. Check in with your passengers, if Momma says all is well in the back and to keep going (which means baby is sleeping and Momma doesn't have to pee), then you can keep on truckin'! 5 - Take lots of pictures, there will be some really great family memories to look back on. That's probably enough, have fun!

Starting with plan J should be pretty easy. Plan C, there was no room for backward facing seats. if you can use the same seat that is used in the car already... I would gamble the baby is asleep before the taxiing begins climb slowly til you get above the turbulence. East coast, doesn't take very long... same thing for descent. Stay above the turbulence as long as possible... the real fun doesn't begin until they are about two. Then... Big ziplock bags for everyone. Older kids love to see what comes from within (sometimes you have to work with them at their level) remember, everything you put in has the potential to come back out. Anything milk derived will become curds. Handing your messy baby over to the grand parents takes a gentle warning... I loved being a flying parent. Take lots of photos. They change a lot in a short period of time. It's been about 16 years since my little girl's first flight. Home for thanksgiving the first time for her. Best regards, -a-

I second the thought. There is wi fi (sort've) in the North 40, so hopefully we can coordinate on the fly (if you'll forgive the pun).

Don't stress it, it really isn't that bad. You show up at Ripon and follow someone in. You should be flying at 90 knots or slower on your downwind, so you already know how to do it. My plan is to drop the gear and possibly some flaps to keep it slow. Dirty up the airframe sufficiently and the Mooney will fly just like a Skyhawk. Follow the Notam and it will be just fine. i have the inverse problem from when I first flew to Oshkosh 6 months after my private check ride in my trusty Cessna 150. That aircraft struggled to make it up to 90 knots. The Mooney will have trouble going that slow. What a wonderful irony. i hope to meet everyone there. I owe beers for all the good advice and wisdom I've learned from this site.

That's a great looking C and with everything most people would need/want. If I was in the market I would definitely look at it. I'll mention it to a couple of friends currently on the fence Sent from my iPhone using Tapatalk

I love this plane! Serious question, does anyone know the cost (and if it's practical) to convert the gear to electric? As some of you know, I have an issue with my right shoulder, and really need electric gear.

UPDATE. Build 1.0.9 of the beta app is available for download to all beta testers. Please update it at your earliest convenience. Please send me any feedback you have using the app, good and bad. Thanks again to everyone involved, your participation is GREATLY appreciated! Sent from my iPhone using Tapatalk

Some of us are leaving on Wed. Maybe we should have a get together on Monday and if it goes well, have another later in the week.

Short of a fuel leak there is no reason to ever run out of fuel. An o360 would have to be running like crap if it were to use more than a tiny increase in fuel burn since fuel air mixture must be consistent, something the pilot would notice. My simple O360 burns a very consistent amount of fuel. For example a 7500 foot climb and an hour and fourty minute total time burned 18 gallons exactly as planned. Our 3 hour leg we go one hour back and forth always starting on the last tank used since I know it was flowing. Left right left then at my normal three hour point we were 20 minutes to home and I still had a certain one plus hour remaining on the right. I hold 27 per side and have never averaged more than 10 gph total including a long climb. Honestly if you really wanted a cheap safety fuel feature mount an automotive style backup camera under the nose facing back so you could monitor for fuel leaks as you fly.

Some of us won't be there Monday. Any chance of pushing this out to Wednesday?

All thread is kind of weak. Normally you start with a steel rod and put threads on the ends with a threading die. http://www.metalsdepot.com/catalog_cart_view.php?msg If you are going to do un-approved modifications, you should at least make it look like it came from the factory that way.

I like my PowerFlow. I cannot quantify improvements but I know that I was disappointed with the speed of this E compared to one I owned for 11 years long ago. That plane had none of the speed mods this one has. I added the PFS and now see very satisfactory performance cruising at 155 ktas or slightly higher.

So after a few weeks of delays due to panel cutting and then silk screening 3rd party vendor delays, I finally completed acceptance testing and brought her home today. I'm thrilled. :-)

Sounds like you have your priorities straight, Tom. Many people could gain real benefit in their lives from your obviously long,deep thinking in the hospital. Congratulations in reaching the point where you can now finish it up and bring her to life. Just be careful when you start flying her . . . She's a beast!

Excellent photo diary Hyett6420.... It is worth noting that my mechanic (or engineer as you say in the UK) managed to remove and replace the emergency extension clutch without the need to remove the entire gearbox from the airplane. It can be done by removing only the ratchet housing...whole thing took around 2 hours IIRC. Sent from my iPhone using Tapatalk

Dmax is tops. Kerrville is closer to San Antonio. Dugosh is there, Charlie is dead and the business has changed hands but there should be plenty of Mooney expertise for a PPI there.

You can stand on the tire put it on some cardbord so you don't scratch the wheel

It does somewhat depend on temperature and altitude. Cooler and higher gives me better speed and reduced fuel burn. In the best case, assume winter and 10,000 ft +, I'll plan 150kts TAS and 8 GPH. Worst case, Texas summer at 6000 ft, I'll plan for 145kts TAS and 10GPH. The best I've seen is 154 TAS and 7.6 GPH on long/high cross country trips.

I thought there was a trick to break the tire bead off the wheel? I vaguely remember something about using 2x4 and standing on it. And it's not mentioned, maybe too obvious, but you want to fully deflate tire before taking the wheel apart

If it's really leaking out the valve stem you can probably change the valve in the stem and air it up. Valves are pretty standard and can be had at any tire shop for something close to free. The tool is simple and can be had at the same tire shop or any bicycle shop.

I'll be there as well but I'm flying into Appleton and avoiding the craziness that's Oshkosh! Sent from my iPad using Tapatalk

Excess resistance in plugs weakens the spark, and eventually will crossfire inside the magneto. Neither is good. The best ignition system is Bendix magnetos with Tempest fine wire plugs. The worst is Champion plugs made prior to February 2014, with Slick (now Champion) magnetos made after 2001.

In 50+ years of assisted annuals, I've never seen a wheel disassembled for inspection.