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I just received the e-mail I was waiting on that my Field approval will be approved by the end of this month. Now the real transformation begins. David

Thanks Matt, I learned a lot today! Are you going to share our technique on the wing leveler?

Locking this up guys...

McFarlane makes the control cables for Mooney. They'll make a "owner manufactured" throttle, prop, or mixture cable for way less than half your $800. Great customer service, great cables. I replaced all 3 for under 1 AMU. http://www.mcfarlaneaviation.com/Products/?CategoryID=219& The flap and pitch cables on my '66 E were both inop when I bought the plane. We fabricated replacement cables for a few bucks. Of no help to our new MSer from AZ but my A&P/IA loves to work on Mooneys and thanks in part to referrals through this panel he's getting more and more to work on. He told me yesterday that he's hired 2 more part time, experienced mechanics to work on the "junk" so that he can concentrate on Mooneys. By "junk" he means just about everything else - C,P, and especially B. He only half joking, every time I see him he tells me something about the design of the Mooneys compared to other planes. For the record I've owned 2 M20Es, the first for 11 years when it was fairly new, and the current one for 5 years which is eligible for AARP membership. The first one which I flew 2500 hours is still going strong with about 10,000 hours on the airframe (which has no service limit).

Interesting article about Sabrina. Some of you may have heard of her but she is a pilot and built her own plane starting at 14. We need more like her. https://www.linkedin.com/pulse/harvard-thinks-its-found-next-einstein-shes-23-guy-delbaen?trk=v-feed&lipi=urn%3Ali%3Apage%3Ad_flagship3_feed%3BN1B8trJQvghucBfT9eZvUA%3D%3D

What's wrong with Hawking? Separately, Tyson and Kaku are more science-education public promotion people than they are actively researching scientists types. That is a whole different category - but what's wrong with that? Heck - Carl Sagan - a generation before them - was fantastically influential for me when I was 12 years old when his tv series was new - and that had a big piece of my growing up to be a scientist. The world needs educators.

Airmods at N87 or Weber at KLNS. I utilize the services of both and are excellent MSC's.

I've been on the fence about this situation reading all the comments. I finally came to the conclusion that the passenger was the one in the wrong. It seems very unfair, but the aircraft is owned by United. They have a right to expect him to leave when asked.

Not exactly true Hank, but almost. The 252' with Dual alternators have a Dual Load meter between the clock and key on the left that showed simultaneous outputs on each of the two alternators as well as total load and pushing a button it showed system voltage rather than total load. Then there is the added CB for Alt 2 and a over voltage light for Alt 2 on the far right. There are also 3 separate fuses for the Load meter below the quarter panel on the far right. Perhaps the single alternator would share some of those fuses -I don't know. The Dual alternator option should have been a no brainer but some new owner pass it up sadly. It has so many advantages in addition to the obvious redundancy. The #2 is a belt driven alternator which turns faster than the engine driven alternator which does 2 things. First it absorbs most of the load because of its higher output from turning faster. Secondly it's coming in speed rpm is lower so you don't have to idle as high to turn off the low volt light or ride the brakes on taxi to keep the light off and thirdly the #2 by taking more of the load helps extend the life of the more expensive to maintain engine driven #1 while the belt driven #2 is much cheaper to maintain.

I don't see any difference and think your over thinking the concern. The other most important thing to do is communicate early. Don't wait till you're a minute away from having to deviate. Communicate to let the controller know your plan and will need to deviate soon. Plus I find it much easier to deviate say 10 degrees away than wait till the nearly the last minute to deviate 30 or 40+ degrees. When you wait to the last minute, the controller may have a genuine traffic conflict and may not be able to approve your request immediately. As PIC, if you screwed up and truly are out of time before you must deviate e.g., about to penetrate a big buildup, don't just penetrate something you know you have no business doing and instead don't hesitate to use the E word and the controller will move the other traffic out of the way. Professionals never wait till the last minute, neither should you. But it happens a lot on departures where the SID or departure procedure is about to put you into weather and you are asking the controller to deviate as soon as you are checking in with them. This is one of the most common causes of pro's using their emergency authority to deviate when the controller first says unable; their out of time. The NASA database is full of such examples too. So don't hesitate when needed but learn to communicate and deviate sooner rather than waiting. That's when you have time to negotiate, such as taking a different altitude if need be along with the change in heading etc,

I'm looking to upgrade to a Rocket some time this year. There's no rush from my end as I have my LoPresti F that I love, but it's time to upgrade. If anyone is considering selling theirs at a reasonable price, I may save you the hassle of listing and fielding calls.

Yes but Dave is rarely doing the work himself any more...

I heard the same thing! Everyone's saying it!

You've heard it too then?

Is that a spider in the photo? That would make the plane automatic no-go according to my wife. Actually, she would probably require the entire airport get nuked.

I keep my yoke button in the ash tray... See.... Ashtrays do a have a use in modern aviation!!

Newbie here, I would like to give my perspective if I may. I'm currently learning how to fly with a bunch of my buddies. I'm the only one that knows about Mooney the others know only Cirrus. Why do you think that is? Marketing. The reason why I know about Mooney is because I saw a fellow pilot with one and asked him about it. We know about Cirrus because sales people put full color brochures at the flight school, hats, water bottles..etc Mooney has to revamp marketing and stick with what they're good at which is a fast and fuel efficient bird.

Assuming 10 passengers per 100k are bumped against their will, we can make some guesses on how much extra ticket prices would be for everyone else. If airlines kept upping the ante in forced bump situations: $1000 cash x10 bumped passengers = $10,000/100,000 =$10 extra per ticket to to the 100k. You can expand this for higher average ante prices, but I don't agree that the extra cost would make the ticket cost prohibitive. Why don't airlines do this now? I'd assume race to the bottom economics and that it's simply easier from an administrative standpoint to default to the mandatory minimum airline payout.

We'll agree to disagree... I'm boarding a United flight in about three hours. I'm on multiple United flights each of the next 3 days and happy to do it.

Some of us aviators struggle more than others . . . . . .

Paul, it's a miniscule percentage, about the same as the fatality rate in GA . . . But sometimes it matters to those involuntarily bumped. I've yet to ride in Business Class, work won't pay for it and neither will I, but I've been bumped more than once and may have 100,000 miles as cross all airlines foreign and domestic, maybe even 120,000. But at least now I've learned to ask for compensation beyond the usual, "we'll put you on another flight later today" when my paid-for seat already has someone in it. And thanks to Gus, I now know to ask for proper DBC based on how many hours late they get me there. Won't help with missed business meetings, but will make me feel better about not getting home on time. And yes, I've made those trips where arriving 3 hours late means it's over and I don't need to leave the airport at the destination. And for the United suporters, the gate attendant to is not "flight crew," and not leaving your bought and paid for seat is not "interfering with flight crew." Also, these goons weren't the police, they were Airport Security (despite having POLICE on the back of their jackets). So remember, tell them you will get off without being beat up first if they give you the proper, legal DBC. Or pay double, triple or more to ride up front in the big seats . . . . They don't seem to get bumped . . . .

Two men walk into a bar... The third man performs a go-around... Struggling aviation type humor. Best regards, -a-

Never, ever, been denied weather deviation. I've been asked several times when I can get back on course and had to keep saying "not yet". ATL and JAX center are great at offering suggestions around weather. I had one comment last year that concerned me when deviating a lot around weather in the Atlanta area and Asked for yet another deviation the controller said "do anything you want you are the only guy out there". Smooth ride all the way though. Lee

Most controllers are probably going to be very wary of giving advice. Telling you what they see, absolutely. ie an area of moderate to severe precipitation from your 11 o'clock to your 1 o'clock 10 miles and 5 miles in diameter, tops unknown. Nexrad only sees precipitation. No strike data. It's actually quite good despite popular opinion. Since it's a mosaic it can be more useful than airborne radar in some circumstances, example a cell behind a line of cells blanketing airborne radars ability to see it. PP thoughts and stayed at a Holiday Express one time in the 90s etc.

Not sure if I should put this here or somewhere else but got to finishing the stitching for the glareshield cover. Here's probably good (the upholstery forum).

Oscar, beautiful family. Glad you got a great day for a Tangier visit. Fernando

@LANCECASPER holds an unofficial record in the Mooney world that has made him a wealth of information.

You are responsible for making sure the flight is conducted in a safe manner. I have no problem saying unable if they are vectoring me into what I perceive is an unsafe situation. Likewise I will deviate as needed if I perceive I'm in danger. Obviously we need to try and work within the system in a responsible way and I'm the first to offer ATC any deviation that makes their job easier, as long as it does not put me in harms way. Personally, I have not had a deviation for weather denied. In a few cases we have 'negotiated' a deviation but that's perfectly find in order to find a solution that works for both you and ATC. It's a partnership. Sent from my iPad using Tapatalk

As a follow-up to this original post, I had my fuel pump replaced today and problem solved. As a For What Its Worth note...this is the second time I have had work done on my fuel system (the first was to thoroughly clean it out a few years back). In both instances, the mechanic used the book to set fuel flow...in both instances, the book flow is a bit low and the mechanics had to dial up the fuel flow. If you are running a turbo in your Mooney with an intercooler, the correct fuel flow is about 21 gph...the book seems to have it set at 18 gph(based on pressure) which causes CHT's to climb very quickly. Of course, your own plane may be slightly different.

Keep in mind you are asking a mooney board if a mooney is a bad airplane to own. I honestly don't think it's any worse than any other plane. As long as the size and speed fits your mission, it's a great choice. If you're wanting to carry a 4 full size adults with luggage, maybe not so much.

Nonsense Sent from my LG-LS997 using Tapatalk

Love the carpet in the hangar!

I sent my Dad the December 2016 Aviation Consumer article on the Mooney 201 M20J. I bought a M20J last year and it reminds my Dad of his first airplane. He wrote me this email today: GREAT ARTICLE ABOUT A GREAT AIRPLANE - NOTHING SO FAST ON SO LITTLE FUEL ON 200HP! N5785Q was owned privately and billed 15 cents per mile when on business. (It was his personal plane but he used it for business and billed the business 15 cents per mile.) Answering your question: - It was a 1965 M20E bought for $10,205.70 on January 31st 1969, with 600 hours, Electric gear, 200HP, power boost, 52 gallons, Gross WT. 2575lbs, FLOWN LONG RANGE MOSTLY AT 10,000ft., 2,300RPM, 21"MP, 10.3GPH, 63%PWR, RANGE: 5.00 hours over 766nm no reserve, at 152kts airspeed. HIGH SPEED CRUISE – Gross WT. 2575lbs 5,000ft, 2,400RPM, 25"MP, 12.2GPH, 77%PWR, RANGE: 4.27 hours over 676nm no reserve, at 158kts airspeed. _______________ He eventually sold it and moved onto a Cessna 310 twin in the early to mid 70's which is the first airplane I can remember as a child. I can't remember the Mooney. When I got this email I looked it up and I see that greg51 is the current owner of my Dad's first plane. Cool to see that the plane is still around and being flown to this day. My Dad is 73 and still flying. Here is a photo of N5785Q when he owned it:

With respect to the corrosion question, the second picture just looks like peeling paint. It's harder to see what's going on in the first picture.

Hi Bill, You had me wondering how that could be true; especially if the second alternator was still optional on the Encore, since it would make zero sense with birds produced with only 1 alternator which is always going to be the engine driven and therefore has to be #1. So I looked at your Encore POH and sure enough, see top page 7-27, it clearly refers to the optional alternator as #2 and says it carrys most of the load do to its higher RPM (from being belt driven) as I said above. Makes me wonder if your leads are reversed on the Load meter or alternator switch on the panel to cause that but something is not right. I'd suggest pulling the #2 field CB on the far right panel and see if that causes the #2 to drop out on the load meter - i.e., to check consistency. (I assume you are already failing #2 at the alt switches on each run-up and seeing #1 take the load).

The credit goes to the previous owner of N22VA, who showed it to the pilot who showed it me when we went up to do the in flight pre-buy. Take the wing leveler button and pry it out of the yoke about a quarter inch. It breaks the suction and, viola! No fighting the wing leveler. Push it back in, and it works like new! I'll post a pic or two, next time I go fly. Be careful, so you don't pop the button completely off.

As far as the PC, that's all for you to take credit for! [emoji16] Sent from my XT1585 using Tapatalk

Summary...ish. 1) The individual throwing passengers out of a blimp... - HF (over a garbage container, not an airliner this time) 2) Sean Spicer today is apologizing for misusing Hitler/Holocaust to describe Bashar Assad... 3) Mr. Spicer has demonstrated that being right doesn't mean it is OK to be insensitive. 4) I didn't have sound for this thread, but it appeared the lady occupying two seats was about to start singing. (A sign that the opera is about to come to an end) 5) It would be nice if we had more facts to this story on which to make judgement. 6) It would be really interesting if the wounded passenger had a painted history. 7) USA Today will probably have it covered to the level they cover airplane incidences. 8) Early on in this thread there was a discussion regarding what else to keep in mind while looking for the bigger picture. 9) Is there going to be another shoe that drops...? 10) did this thread just run out of steam. Back to reading the rest of the MS threads. Can't spend much time here... Best regards, -a-

We just had a thread on the fuel flow issue in the intercooled 231, actually there have been several, but there was one about ten days ago. The Turboplus STC has special fuel flow instructions and most mechanics don't know about or follow them in my experience. The SID for the factory TSIO360 has the fuel flow set at max MP, which is 40". 40" is an overboost condition in the intercooled engine, max is 36-37". The desired fuel flow at full power is 22.5-24 GPH. If the engine is set up to make this at 40", it won't do it at full power in the intercooled engine. Paul Kortopates came up with the detail. Apparently the SID-97E is not applicable anymore, the standard specification has a new name. I have the STC instructions, if anyone wants them PM me. I have found that I need to provide these to the mechanic every annual, or any other time the fuel flow is going to be adjusted. They just all seem to revert to the SID for the factory engine.

And that's why I only sleep with hookers that take credit. I'm not really paying for sex, I'm only increasing my debt.

I went into the shop. Thought that was better than a phone call! But you are absolutely right and I normally follow up with emails at my job so I don't know why I wouldn't do this for the Mooney. Couple other items I realized during todays flight home: Increased noise in comms VOR does not work at all (not just CDI) Autopilot switch has been reinstalled upside down (so Off is now On, not even sure why it came out in the first place) Hopefully things will get fixed and it will have just been an expensive trip.

Just a technique, but I try to make all my communications of desired work over the phone and then confirm with E-mail- so I know that we both have a written, traceable account of what the shop is supposed to perform. I got bit early on in plane ownership due to a similar experience, where the shop didn't perform the work I was expecting, at an extra cost to me. Once it's all written down, both parties can reference the request, so there are no "interpretations."

my 76 sundowner used donuts just like my Mooney, don't know if they were same part tho. harder to change than the mooney. Bill

Hey, a face to that name. I always imagined you looked like your Avatar until now! I forgot to mention I had dinner with the guy that sold and arranged your prop installation while in Spruce Creek earlier this winter (was it Larry?). Tom

I agree, an actual "affordable" solution for ADS-B out. We'll see how they come along with the certification and what else comes along before the mandate takes effect. If they do get certified this is a real possibility for me to be compliant. I already have ADS-B in along with weather via my handy raspberry-pi setup for a little over $100.

That's awesome Paul I'm in! And a group Mexico trip if we can arrange it sounds like a blast!!

Wait until you get the whole story. The leggings incident was actually a nonrev passenger travelling on a nonrev pass, in violation of the dress code. All the sensational news forgot that part, which changes everything. I would suspect this is simlar, that the computer selected someone for an involuntary bump, which is in accordance with the contract of carriage. If the passenger refuses to deplane, (just as if they are asked to leave for being disruptive, drunk, or otherwise), they are removed. Those passnegers getting on werent employee standbys, most likely, must rides to crew another flight.

Me too. John, since you're at Long Beach too maybe we could coordinate to do that together sometime.

Truth! Even though I'm in the middle of a pretty significant avionics upgrade... it was all optional. And having the right autopilot to start, along with certain trade-able items, keeps the upgrade somewhat reasonable.

Stick & Rudder