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Thanks for all the interest in my airplane and my career. Now that it's confirmed I can let everyone know that I am beginning first officer training with UPS at the end of this month. I'm really excited about making flying the focus of my career again and joining such a phenomenal company

My post-annual flight was this evening, since the weather Sunday was bad (there were 39 confirmed tornadoes from Mississippi through Georgia, more straight-wind damage, fast moving low scud, off and on rain). Took off at 1710 CST, as the western horizon was turning a beautiful pink. Winds were dead calm on the ground, but westerly around 15 just a thousand or two feet up. As I made the turn for crosswind, I was at 104 mph and climbing 1200 fpm! Made closed traffic, landed a little long and rolled to the end if the 3200' runway. Took off the other direction, headed up the river to the Lake, circled the dam with it on my left wingtip as I turned and went back. 2000 msl, 23/2300. Smooth . . . Watched the little traffic below turn on their lights and dissipate as people went home for dinner. Put another 0.5 and 2 landings in the logbook. Cranked up in almost one revolution . . . It was a great end to a busy, hectic day at work! Then home to dinner myself.

Might not be a bad idea for those with TKS to pull the Speed Brake circuit breaker in icing conditions. Very easy to hit the button accidently with a busy stressful work load.

I thought some might find these pictures interesting as it seems like there is much discussion about ice. After having known ice installed in my Ovation many years ago I intentionally flew thru icing conditions on a trip to Chicago to experience & learn how well it worked. You can see how well over an inch of ice accumulated on the landing lights while the wings remained clean. Two recommendations I would make is 1) Never fly in ice without an out. 2) Don't use speed brakes in ice. Norm

What bothers me most about icing encounters is not accretion. Yes, it is not a great thing, but if you are a half-way smart pilot you did not get into it without an "out" and if the problem is ice accreting over time you have time to take that out. I have encounter "slam ice" on just a couple of occasions. That is my highly technical term for what happens when you fly through the wrong cloud in the wrong place at the wrong moment. It usually happens in cumulus-type conditions, in the very tops, and in the spring when the temps are generally low. The top of a stratus layer just before you break through in the winter, or the tops of relatively low energy cumulus in cool temps are generally the worst.

At one time or another I have forgotten the pump, flaps, landing gear, cowl flap, etc. after takeoff. Now I religiously read the after takeoff checklist and cruise checklist. Sent from my iPad using Tapatalk

Wake turbulence is a real threat. Glad you got the Acclaim up! I've only flown 4 hours this month so far (a BFR earlier in the month and a flight to and from a business meeting today). Good video I posted a while ago of an An-2 taking out a Robin in europe with Wake Turbulance. -Seth

I did change my landing light switch last year. Anthony is right about the bus bar. The trick is to remove the hex nut facing the pilot on all the switches that share the same length of bus bar (from memory I think they were 4), push the assembly of switches behind the panel, replace the bad switch, pull all switches back in their respective holes and reinstall the hex nuts. My mechanic gladly signed it off in the log book after he inspected my work. Yves PS This is the one I used: http://www.aircraftspruce.com/search/search.php?s=7270-5-20

That happened to me one summers day in August I think - on an IFR flight plane in severe clear flying over nice puffy cumulus - the "friendly" looking ones - I was at 12k and most of them were scattered sparsely and just puffs of cotton up to maybe 10k but one went to maybe 12500 and I was at 12 and it was right in front of me - not worried too much and being near DC where they don't like when you deviate much I figured no worry - Ill be in and out in 5 seconds - and I was out in like 5 seconds. But it ws like a washing machine in there and bumpy - but not crazy bumpy and I figured - huh - rain. Well out the other side - it was a shocking amount of ice for 5 seconds. Well - I ain't doing that again.

Bill was a nice guy, a real character, and more knowledgeable about Mooneys than most anyone. It was a real loss to all of us when he died.

Two things. I was flying past Yuma a few weeks ago, watching traffic on Foreflight. I was seeing all the traffic around the area when two FA-18s overtook me on the left side. They came within 1/4 mile of me. I could see the pilots. I assume they saw me and were just screwing with me. I had a cousin in the Air Force and he said that that wasn't unusual. Anyway, they didn't show up on Foreflight. About 25 years ago I was getting ready for the Kachina Doll Air Rally and wanted to do some test flying to get accurate time to climb numbers. I called the tower at Williams AFB and asked them if the MOA was hot and said that I wanted to take off from KCHD and climb unrestricted to 12000 through their MOA. They asked what time I wanted to do it and said they put me on the schedule and would make the MOA hot for me. They gave me the whole MOA for two hours.

Good point - my perspective on TKS is it is fine that I have an inadvertent system, so I only go if I am NOT expecting ice since none of the forecasting is suggesting ice in those clouds. But .. I have (very very rarely) seen ice anyway. But from my perspective, if I do find ice when I didn't expect it, then it is doubly unlikely to be severe icing and my tks will hopefully give me time to get out.

I'm getting the impression that the OP simply doesn't want to speak to any other mechanics or specialists...... am I jumping to conclusions ? mike

Seconded. Guy sent me custom-cut baffles a few years ago, and they've held up extremely well. I would order them again in a minute. The fit was spot-on, and extremely well-measured. My CHTs are never more than about 10 degrees apart (yes, 10), so I can't help but think the quality of baffle had a lot to do with that spread. Steve

You say there is evidence of some cowl rubbing does your F have harmonic balance rpm restrictions and if so is that where the issue (noise) is. I would definitely want to get new mounts or at least shim it up a bit. Things look very tight against your closure. Also the lower passenger side mount looks to be very close on the washer.

I would say that it is definitely the engine drooping on the mounts. You will either need to shim it up (according to LASAR's specifications) or replace the motor mounts or both. BTW, getting your engine square with the world is a great speed mod, it adds a couple of mph and no STC required. Right now your engine is pulling you down, not a good thing for an airplane that is supposed to be going up.

I spoke with Dorn who did the second alternator field approval with the guy in the AOPA pilot that wears the helmet and nomex. He said it was pretty complex and very expensive as a new circuit needdd to be designed and there were some fittment issues with the back up alternator given the J's lack of working room behind the accessory panel. Also required a DER for the sign off on the 337. Not for the faint hearted. Sent from my iPhone using Tapatalk

At first glance it doesn't look like you mounts are that out of shape, interesting. I do find the sharp angle of your intake boot out of place though.

In Mooney terms, you would gain 100 knots. I am about to embark on the vacuum system removal. I am installing the L-3 ESI-500 as a backup to my Aspens that have their power backup. I would love to see how a second alternator would be hooked up in a J.

Thanks for the reply, It was the combo gauge. It's only been in there since 1968!

Jim -- Was the MP gauge in combo with the fuel pressure gauge? If so, Guitarman was selling one. Looks like this: Another way to go is install an EI MP gauge. I have one in my plane. Works great.

Actually you can, you just have to pay for it.

Like everyone before me has said, get all the avionics you can that are already installed. I LOVE my E as it fits my mission perfectly. I looked long and hard at a J model but finally decided that I didn't want to spend more and get less. I too was plowing the sky in a 172 sixteen months ago. Any Mooney model will spoil you quickly on speed and economy. Good luck with your search!

What you pay for labor adds exactly $0 to the value of the airplane. I bought a VFR airplane and took a huge loss to make it IFR. But, someone has to do it or Mooneys would never get upgraded! So yes, try to find an airplane with the avionics you want. But you will have to compromise on something. Most of us can't find an airplane with 1. No corrosion 2. Perfect avionics 3. Flown regularly in the last 5 years 4. Good paint and interior 5. Young engine 6. Hangared 7. Cared for by a MSC 8. Rubbed with a diaper every weekend. I had to compromise on #2 and #4 because I refused to sacrifice #1 and #5. But priorities are not the same for everyone on MS. Best of luck with your search!

Is the mech that has your plane the only option at that field there might be someone that you can tow it to that can do the work without cranking the engine and so avoiding any further contamination. I hope you can find a workable solution and believe me I know how you feel.

True, but it does have an ice light that illuminates the entire leading edge of the wing.

I used to clean them every 100 hours until someone told me to stop. The SavvyAnalysis report came back (thanks Paul) and confirmed that my engine is performing consistently with the way it did before the vibration started. Sent from my iPad using Tapatalk

FlyHigh, I absolutely get what you're saying about the mechanic and trust, and I'm in no way trying to get you to waiver on that trust, but maybe he's not thinking this whole situation through with you. He has to clean out the entire fuel system from the tanks to the cylinders anyways, putting in a ferry tank after that cleaning process and using it to run the engine so he can finish the anual, minus the tank work, shouldn't cause him too much hesitation. Then you are able to apply for the ferry permit and get resolution, whatever it is and wherever it is. Please make the calls to MSCs, tank repair stations, and Griggs, if your mechanic has issues with you making phone calls then I certainly may question him. Ron

Isn't the DG required for IFR flight? Or does the heading information on the the Dynon count? I guess I could remove my retractable step and get rid of my vacuum pump going this route once they have an HSI box ready. Probably easier than trying to get an approval for an off the shelf electric linear actuator. Now let's get the HSI and the E-mag approved and we would be on a roll. EAA??? please I'm submitting my membership this week.

Isn't TKS amazing...

Just contact the controlling agency before barreling through the MOA to see if it's hot. The agency and frequency is listed on the sectional and if nothing else, they now know someone is transiting the area VFR. Too easy to not make a simple radio call.... Even outside MOA's out here in the western US, I worry about getting hit by a fast mover, especially with all of the low-level IR routes. F16 versus C150 in 2015 is a perfect example of how bad it can get even when one is IFR (F16) and the VFR C150 pilot was just out doing his thing while leaving KMKS... http://www.kathrynsreport.com/2015/07/cessna-150-and-f-16c-fighting-falcon.html Cheers, Brian

Yup!

Hi Wakeup, I grew up with my dad flying a Grumman Tiger, a Cherokee 235 and finally a PA326-300. The 6 had club seating and would haul a LOT of people/fuel/baggage. Not exactly a speed demon but got us to from Bisbee, AZ to pretty deep in Mexico (MMZO Colima) and numerous other trips around the US. It was my favorite to fly right seat in. Very few problems with it. I think he got hard up for money due to a realestate deal and sold it in the early 90's for $25K. I had a cat that they didn't tell me, but realistically I was too young in the marriage/career to have afforded the ops cost. Later on (2005) I bought a 73 Cherokee 235, so I have had a taste of the buy high/annual/upgrade/sell low cycle.

I was rather troubled when you said you had a prebuy by a Mooney Service center in Clearwater. There isn't one. I live just north of there and the only shop at Clearwater airpark is Bender aviation, an honest reputable shop. Looking at the website of Island Bound LLC, there is no mention of being a Mooney shop, or a Mooney sign on their website that I can find. Frankly, it is a cheesy looking, broker website that sends signals to run, not walk away from. I have never heard of these guys until your post here. Unfortunately, It appears this is a case where you believed a salesman vs. spending the $ for a proper prebuy from a reputable Mooney Shop, a story that gets repeated far too often. While I know this isn't any relief for you, but you may have some relief available if your prebuy invoice lists any items "fixed" that were not.

I took a nice weekend trip to Toronto (CTYZ) this weekend. The return trip to Erie (KERI) took an interesting turn. The departure from CYTZ was IFR and the weather into Erie was forecast to be around 1100 broken. When I grabbed the ATIS, Erie was 400 bkn with reasonable visibility. As I prepared to shoot the ILS 6 into Erie, I was above a layer and didn't enter the cloud/fog layer until 600 AGL. At minimums, I was still in dense fog with nothing visible. Missed approach and head around for one more shot. The fog was just over the airport, 2 miles south was sunny skies. West, the fog was patchy. I thought it might be worth another try. But, as I was being vectored around for another shot, the controller kept reporting a falling ceiling and decreasing RVR to about 1200. The United flight behind me went to hold for a bit before trying the approach. I didn't see it getting good enough for me to go in anytime soon, so I diverted to my alternate KCLE. There were several airports VFR that were much closer, but I had originated in Canada on a Sunday afternoon. I had a customs appointment at KERI at 4:30 PM. Erie approach was kind enough to call and notify Erie customs that I would not be making it in. On the way to KCLE, I was able to get time to get in touch with flight service. They were able to call Cleveland customs and inform them about our situation and ETA (about 20 minutes). Customs at Cleveland is located in the main terminal at gate A-14. I taxied up to the main terminal between a Frontier and American Airlines jet parked at the adjacent gates. The jet bridge workers gave me some funny looks. The customs at Cleveland was very friendly and efficient. I was a little worried about the hassles that the diversion would create, but there were none. They thanked us for the advanced warning and said the we were the fourth diversion there that day (the others diverted from Detroit). Within minutes, we were taxiing to Atlantic Aviation to grab rental and drive the 90 minutes home. I'll try to go back and grab the plane on Tuesday. I knew that I had the customs issue hanging over me after the first missed approach. My first priority was to set up and go to a suitable alternate and then worry about the customs when I had time. There was an IFR mastery series about a similar issue regarding a weather diversion and customs. Much of the expert discussion on the scenario was centered on the customs issue and it led them to suggest some things that they otherwise would not have done. After this experience, I would say, that diversion to another airport of entry was a total non-event. And no, they didn't pull the jet bridge out for me. I had to walk in. Brad.

Maybe he is really talking about an airplane hanger. Sent from my iPad using Tapatalk

I'm not far from you over in 24J. About 90 miles I believe. We have a few open hangars but its a drive from Palm Coast. LCQ might have some. I believe Hector said there is a waiting list at HEG, but CRG might have a few of the smaller ones. I also think SGJ is full as well.

@"Chocks" (SquawkShoppe) on this forum will do them for you. I've seen some panels he's engraved and they're really nice.

Poplar Grove, I know it well.

Sorry to hear about your troubles! O&N did go out of business but from my understanding another company picked them up and bought the stc's and they are providing parts as well as new kits. Try the search function. This was just a recent topic that we were all talking about. I have bladders and love them! Good luck! Mike

Thanks everyone. The budget for the price of the plane is $60k, the rest I have stashed aside. Taxes, inspection, etc. At first I was interested in a C model because of the speed loss but it doesn't seem to be that much of a difference. I just can't take another 12 hour day cross country in a slow bird. Especially one without an autopilot so I don't have to always, 100% of the time be constantly 200% engaged and making constant adjustments. I can push that back to 99% engaged and save a touch of mental energy Here are two examples I'm looking at: http://www.controller.com/listings/aircraft/for-sale/1453905/1966-mooney-m20c http://www.controller.com/listings/aircraft/for-sale/1326701/1966-mooney-m20e-super-21 Either one of them, pending an inspection, seem to have everything I need and if there was a way to buy now, I would. Also, I like the boards so far. Big change in attitude compared to others.

There are lots of life insurance policies that will cover pilots and don't have exclusions for GA. AOPA is only one of the many options.

For my 65 birthday my wife gave me a life insurance enrollment. José

First time I experienced wake turbulence was after a long day of sailing lasers on the SF bay and we were returning to SanLeandro marina which puts you right under short final on the Oakland international as the jets passed over me it spun my little boat around and capsized me in just a couple seconds. Got it writed just as another one passed over and whoosh down I went again.

Wonder what type of ELT was onboard. Since the CAP was involved in the search they would have heard the 121.5 MHz signal from the ELT. The ELT could have made the difference if he survived the impact. I never heard on the news a plane found by the ELT but by visual search. José

V2.6 seems to have done the fix so far. 4 short flights and no leaning. I hope this holds.

You need to get out more. Like out of the country more, You're describing 1980's diesel technology. Go to Europe and drive an S class Mercedes diesel. I'll bet its quieter and cleaner than what you're driving now.

Better resolution pics M20K_N231C_Interior_comp.pptx

if you want a good paint job that is the same cost as Mena, or less, and is far better, take it to Hawk in Tampa.

As we all know, any person planning upgrades should discuss the changes in detail with their installer. Pre-planning is a critical part of the process and gathering ideas from other pilots is a great way to make improvements in your own plane. HOWEVER, we have heard of different FSDO interpretations to the regulations and not all district approvals are created the same. Your local installer should know what is required and they should share that information with you BEFORE they start the upgrades. These jobs are very expensive and I just don't want someone proceeding with changes that MAY end up costing them much, much more than planned. EVERYONE....... please review the complete upgrade including all the newly installed equipment with a competent and knowledgeable installer that is willing to put in writing his approval/sign-off of the planned changes BEFORE the first screw is removed from your plane. An example: There have been several threads about buying used S-TEC autopilots. While you can BUY the used equipment from anyone, putting it in your plane will require a trip to the S-TEC factory for inspection/calibration, and purchase of an install kit. Then you also have to buy the STC from S-TEC. Something they are very proud of....$$$$..... A very tidy sum in addition to the price of the hardware.