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Hello folks, After much planning and some shopping around I bought a nice 74 Executive a week and a half ago. We bought it from a gentleman in Colorado Springs and flew it hope to Dayton over two days taking the opportunity to do some sight seeing along the way. It was like a mini vacation and we started to get to know the airplane. It is pretty amazing. When I was doing my research I was looking at speed numbers, weights, fuel capacity, range and things like that. Now that I am starting to plan and execute flights the capability of this plane is just fantastic. I just transitioned from a Cessna 175 which was a pretty good traveler but this Mooney is great! It feels good that my research paid off. I have a fully IFR outfitted traveling machine that makes good time and uses relatively little fuel to do it. I'm excited! Gerbil

I did it and bought a 74 Executive last week. Its a really good plane and I am excited about flying it. Since it is an "older" model I'll probably spend most of my MooneySpace time here but if you are interested I posted to the general board with a little more information about our trip home. As you can imagine I am going to have a lot of questions coming up. I am getting used to the new handling characteristics and I have some bugs to work out of her. She hasn't flown much over the past few years. I put more hours already than she has had over the last two years. I am looking forward to many years and bunches of trips with this plane. It's great! This forum has already been a huge help to me. Thank you all. Gerbil

I've had my Bravo 25 years, making me one of the longest owners. Been through one engine and ¾ through the second. Have taken the APS course and installed Gami Injectors. Gami spread is .5. Having said that, I'm running ROP except on descent. No matter what the Hartzell rep said he's not flying the airplane and his life is not at risk. I don't like anything above 1625° TIT. Even with this conservatism, a couple of years ago I needed to have 2 cylinders overhauled due to leaky intake valves. Also cracked exhaust pipes coming out of cylinders 1 and 3 one time and 2 and 4 another. At midtime on both engines the turbo and waste gate needed to be overhauled. I always mouse milk the waste gate at each oil change. I fly at 75% power most of the time and usually at altitudes of between 15 and 17K. I maintain O2 sats no less than 96%. I won't be testing higher temperatures anytime soon.

I’m partial to an 80% nitrogen mix...

Buy a 2nd airplane, be sure annuals are separated by 6 months....problem solved!

"Cha-ching"

Air is 79% nitrogen. Oxygen (19%) leaks out faster than nitrogen. Each time you fill (assuming you don't empty before adding) you increase the % of nitrogen remaining. Fill a few times and the resulting nitrogen % won't be much different than filling initially with 100% nitrogen. I haven't had any issues with moisture from an air pump during the winter. I'm not sure what difference high altitude cold would be over winter cold, since the cold at altitude would only be temporary anyway. I use Camguard, so maybe that's the difference.

I've had jet pilots work with me going into AUO. We were both on the radio, him from the north, me from the west, closer and lower. He flew the pattern, kind of wide and fast, in a continuous bank. Had a nice view of his landing as I crossed the field. He stopped his taxi and watched my landing before heading over to the FBO. Nice guy, rather large business jet. See, we really can work together.

If a Jet asks nicely if he could cut in front of me I will always accommodate. If he tells me to get out of the way he can go #$%^ himself.

Explain it? that would take Garmin to weigh in to explain, but I'll share a hypothesis- We're at an inflection point in the avionics world. Over the last 10 years we saw a dramatic price divergence between panel mounted avionics and experimental avionics. Dynon's introduction of the D10A in 2016 and now the Skyview (STC pending) in 2017, it brings the lower price point of experimental avionics to certified avionics. Certified avionics are expensive to certify, but one would expect already certified avionics to have a higher margin to recover that certification cost. The competitive landscape is changing, but it remains to be seen exactly how it's going to shake out. The low end of certified aircraft with light sport airplanes are already using "experimental" avionics. Heavy twins are still pretty solidly in the certified world. Dynon's attempt to STC the skyview for the 172 to the B58 Baron stakes out a range of aircraft to have access to experimental avionics. Assuming Dynon is successful with the Skyview STC, we'll see piston singles and light twins end up with previously experimental avionics. When Skyview is available, I suspect Garmin will have a much more difficult time selling the G500 txi. At this point, I suspect Garmin is trying to segment the market in order to preserve as much an investment in the G500 and GFC600 as possible. The Garmin G5 and GFC500 are from the experimental line @ Garmin. The G500txi / GFC600 are the certified line. I suspect the reason the current product lineup doesn't make sense is because we don't know about everything yet. If Dynon is successful with Skyview, Garmin will not ceed that whole market to Dynon- Garmin will respond with their own lower cost EFIS product that is compatible with the GFC500.

As expensive as a go-around is for a big jet, it is often much cheaper than not going-around.

I understand the benefits of ADSB, I love being able to see traffic BEFORE being informed by ATC. Def get it. Really not comfortable with people at work telling me where and when I've flown. Now that's just people I know.

I like N2. Bottle rental is minimal. I use it several times a week at the shop. I've only changed one bottle in 10 years. N2 tends to last longer in tires N2 is more stable. I never need to wait for the damn air compressor to turn off. I can wheel the bottle anyware on the airport. I don't need AC power to fill tires. The pressure is much higher than any air comprsssor. But I don't fault anyone for using compressed air. It's cheap. -Matt

So some friends wanted to meet up in St. Pete for some dinner and walk on the beach. Mapquest says 3 hrs 30 mins. Skyvector says 55 minutes. So away we go! VFR on top. 8500ft near Crystal River. 147KTAS. Descending into St. Pete Great little place, got Tampa Class B clearance in and out. Going out was kinda scary, took off at 11pm on runway 7 with winds gusting 19. 30 seconds later, out over the bay, holding at 900 feet waiting on approach to give me clearance higher. Got 20 min north and sky cleared up, winds died down and temps dropped. Was chilly last night when we got back at midnight.

Lovely home on 1.7 acre lot with 48x48 hangar on Mallard's Landing airpark, 35 miles SE of Atlanta on I-75. Wonderful non-gated neighborhood, with 4000' of well-kept grass (2800 usable for T/O) and other amenities. See attached flyer. Interior photos coming soon. Moving to PA to be near family. House has 4 bedrooms and 4.5 baths, plus. Hangar has "crew lounge/office" inside. Grounds are park-like, including a woods and a vegetable garden, on cul-de-sac. Pintail house FOR SALE.pdf

Or a fire hydrant.

On final they were thinking "People are right! These Mooneys really are hard to slow down!".

Lol

Yeah, I've seen an ADLOG log and it looked very organized. Being a software guy I was hoping that there was something online that I could enter all the serial numbers, part numbers, manufacturers, etc and have it spit out a report. It just strikes me that this is just data. Maybe I'll take a look at it and maybe see how hard it would be. (Probably extremely, which is why no one has done it! . ) Not going flying today anyway .... KSLC 201854Z 34017G28KT 5SM HZ FEW025 SCT050 OVC110 13/00 A2979 RMK AO2 PK WND 28040/1801 WSHFT 1741 SLP051 VIRGA OHD AND SW-NW SH DSNT SW-NW T01330000

It varies from jet to jet, but as a rule of thumb, 9 minutes of taxi time =1 of flight time fuel. There are other costs to consider since taxi time doesn't count toward flight time on the engines and airframe. If the jet was headed northwest on an IFR, using 16, it could be 20 miles before ATC got him identified and turned back around. We try not to cause upheaval, but yes, we've (wind, runway permitting) asked to turn the airport around for our departure. We are painfully aware that everyone must abide by the same rules. Fuel isn't always critical, but it is always a concern with a jet, particularly at low altitudes!

Sorry for your aircraft loss. Glad you are looking to stay in aviation. I LOVE my Mooney Missile but as I've been instructed, if anything bad every happens, first thought is: This airplane belongs to the insurance company. Make sure you live. If any storms are heading to any locations in the future, maybe setting up a better network to help move Mooney's, or any airplane for that matter, could be put into place. I know insurance covers some of those expenses, as they'd rather not have a full loss. Moving an airplane may not be possible with a storm bearing down, but if a group of owners like us got together to help out, or at least provide an option (even if using a one way airline ticket, parking fees at another airport, etc . . .), that may be something to think about in the future. -Seth

#3 is always hottest and usually 320-330 in cruise.. #2 is just a few dF less and #4 is usually 10dF below #3 (~310).. #1 is always coolest, right at 300.. I'm using collar piggy back probes on tanis heater probes and oem CHT.. The baffle is tight.. #3 & 4 peak together first, then #1 & 2 peak about .5 gph after.. sometimes less, sometimes more depending on power setting and leaning process. I run #1 & 2 at peak and that gives 30-50dF LOP for #3&4. It runs smoothly like this at the power settings noted in my previous post. Tempest finewires with 25BTDC Slicks I have found that OilT seems to have little relation to CHT... In climb, I can see 360dF on #3, 2600-2700rpm WOT and OilT steady at 190-195dF.. OilT seems to come up after establishing cruise. 120mph climb.

Nah, altitude provides great air conditioning! It may be 98 on the ground, warmer out on the runway, but at 9500 I sometimes run a little heat and my wife sits under a blanket.

Thanks...something like that may work. I have dropped off at the FBO at GGG in the past, so I don't think that would be a big deal. If my wife didn't already have plans, I would try to sell the game to her and she could just meet me in CS. I dragged her all the way to the swamp last weekend though, so getting her to cancel for another Aggie football game would be a tough sell!

What FlightAware doesn't tell you in the fine print is that this costs you $250 to setup and $75 a month to keep it active. I elected turn my tracking back on.

Clever packaging for a WAAS GPS and ADS-B Out solution. It should be very easy to install on pre-J Mooneys with the flat wing tips....unless you have to route a separate wire out to the wingtip for the certified version. Configuration via a smart phone app looks straight forward.

You are sure of yourself, you know what you want and people sense it. You are an Executive.

I’m one of the owners with a G2. It is a great piece of equipment and the support has been very good. I have had issues but they were related to the install. I used the old probes and at times the connections were not tightly connected causing fluctuations in the display. This happened over time so it was aggravating each time something cropped up. I do understand the OP’s frustration but this was not an Insight problem. I also had a fuel flow issue connected with a mini flow L. The unit was replaced under warranty and the issue was resolved.

It very well may not be worth it, but in my case, it was a 3K+ difference.

So, if the Sandia (340) can serve as a backup to an EFIS, but cannot serve as a primary, if I just wanted to replace the 6-pack but didn't want all the SV and other fancy graphics? The G5 can serve as a primary HSI or AI, but what about ASI,TC,VSI, and altimeter, it cannot be a primary for those as well? Garmin is selling G5 that works with GFC500, but the GFC500 won't work with the G500 TXi. The GFC600 won't be approved for the Bravo, but works with the G600 that is approved for it? If I have this right, can someone explain the logic of it all?

What's your mini hud? A cloud sight? Great video! I've flown behind and worked on MT's. I wish their paint was better but I've never had an issue other than paint and a little blade rock. But-Why do they whistle? The Germans haven't told me yet! No hub issues, Grease/oil issues, or ADs!! Not true with other manufactures. -Matt

1967 M20F Owners Manual says this: As soon as the airplane is airborne and under good control, perform the following procedures: 1. Apply brakes to stop wheel rotation 2. Retract the gear 3. Reduce the propeller RPM to 2550-2600 4. Retract the flaps 5. Establish climb-out attitude So pretty soon after liftoff I'd say.

Buckeyes are strong and mostly right. We’ve beatened Alabama in football!

Here it is going vrooom vroooom— guess who is asking for one for Christmas? Sent from my iPhone using Tapatalk

Here, the local utility charges a very few dollars per 1000 gallons of water piped to our house. Or I can go to the store and pay $1 or more per pint ($8+ per single gallon). Read the labels, some bottled water is from municipal water supplies . . . . Scam . . . Compressed air can be had at the gas station, a quarter will buy enough time to top off all four tires. Or buy a cheap compressor and get all the air you want for mere pennies. Or go to the tire store and pay $50, $75, even $100, to inflate your tires with nitrogen. The air we are now breathing, compressed almost for free in garages throughout my neighborhood, is ~78% nitrogen. Scam! So no, air and water aren't "free," but they sure aren't expensive unless you make them that way!

I think you are taking what I said the wrong way by quoting just those lines. And ignoring everything else. I was being facetious by saying that jets have the right away. And I said earlier we can't use the FAR's or the pecking order only when it fits our argument. And I'm okay if things are not fair, just consistent so I know what to expect when I am flying. Sent from my iPhone using Tapatalk

Jets don't have right of way over you, or anyone else. We're bound by the same FARs and etiquette as you. We have limited visibility, need more real estate and can't go as slow as you. We will do virtually anything to ensure a safe operation. We expect the same from you. Is that fair?

The short answer is because some if them don't want to. "I'm in a ______, move over" doesn't cut it, whether it's a jet blowing the pattern to pieces, or a large truck taking the half of the highway that he wants. Both will get their comeuppance one day. But so far, my limited jets-in-the-pattern experiences have been good, we've worked things out nicely without having or wanting fisticuffs at the FBO. Asshats will be asshats regardless of what they are riding, driving or flying.

I was flying into PDK in Atlanta. I was originally #1 for the runway, but then they made me #2 behind a Leer jet. I let off the throttle so the Leer could pass, but that's another story . Anyway, that was my first time watching a jet in the pattern. Crazy fast and much wider than I expected. I can see how it can be very nerve wracking and frustrating at times for much faster traffic.

Very nice Russ! Was going to ask you how you liked it.

I'm pretty close though. While watching the KFC150 keeping the needles centered on the approach, I loaded and armed the altitude target and rate of climb for the missed. I also selected Direct to: and the first waypoint on the Missed. Upon reaching Minimums I just push one button on the Altitude pre/select and one button on the IFD540 and shove the throttle forward. Once positive rate of climb is verified, clean up the gear, flaps, and sit back and watch it sequence the missed and fly the hold. I never touched the yoke or the pedals. Two button pushes and the throttle isn't too bad for my 1987 piston single to sequence and fly a missed.

Time put into perspective... are you ready? 1) I know a guy.... he had a health issue.. 2) Thought Getting an engine OH and prop would fit in the schedule... 3) A factory reman engine takes two weeks plus shipping and install... 4) A prop takes four or six weeks plus shipping and install... 5) a good health issue may take a lot longer, maybe even years... Did that help you feel any better? Find a way to maintain your perspective... Best regards, -a-

That's what I was implying. Besides, I like being tracked and being able to track the flights of my partners.

I should be there Seth!

Sorry I can't make the wake, Seth, as I spent 800 good hours in my 64E, but I'm in Barcelona. Give my regards to Ben at Smart Avionics. Jerry -- Former steward of N7155U 1964 E SN 394.

Very cool! That prop has been on my wish list since they came out.

To Erik's point: I remember reading when I did my homework that the best performance increases show up the higher you get. It'll be interesting to see what you find at 11-15k ft.

I bet you had a tiny bit but not more improvement since you already had a pretty aerodynamically modern prop. As for my upgrade to the MT 4 blade, I feel I got a bit more than a tiny bit - but I would say 2-3kts? Since I had a less good prop initially - the McCauley 3 blade that comes standard with the rocket is an old school round tip prop designed in the 1960s, as opposed to a modern scimitar design, as I now have in the MT. So I sped up a bit even though otherwise one would expect more blades is slower. Plus I lost 38lbs off the nose I think, so the rearward move of CG helps speed too. Your bird looks MARVELOUS Russ. M20Doc I think the blood is rushing to your airplane's head.

:-)

I've done it twice, once expected and once because I got distracted and didn't switch tanks . . . The first one, my O-360 had the decency to cough, then run normally, cough again (getting my full attention, but everything looked normal), then cough twice, prompting me to see the clock then reach to the floor. The second time I was pushing range because my fuel stop had pump problems (me, the mechanic and the FBO guy couldn't make it turn on), and it died 2 minutes before my descent from 9500 was set to begin; I had been watching closely, adding 2-3 more minutes at a time, and there was no warning--humming smoothly one second, all quiet the next. Both times she started up by the time I sat up straight from the fuel selector between my feet. Then there was the time I was checking my magnetos due to weird EGT readings, and when I selected Left, it got very quiet, and strongly pitched down. I don't remember a down pitch from the two above, but I had neglected to say anything to my wife this time about what I was doing, and she was not happy with me! She was along and aware for the second incident above, and we landed that time with 11 gallons in the other tank. Ya'll be careful out there!