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I got this idea from a Piaggio. Put a key ring through your headset then install a cable clamp from Home Depot on the plane and you have a handy headset hangar.

Made a mixture knob for an F model. Did not have time to get it anodized but that would really make it look good.

They reduce spanwise loading. Since the bending moments are changed, the aircraft can carry that fuel at the tip for free since it doesn’t increase the load on the center section. Its similar in effect to reducing wingspan.

While I do not have any empirical data to share to validate this other than observations, race car engines typically let go at power reductions. Granted, these are highly stressed vs our ol tractor motors. Have I mentioned air cooled internal combustion engines are the work of the devil? What I preach (teach) is keep those money knobs all forward until after the kill zone at Vy. Kill zone = <800' AGL Then I suggest keep them all forward except mixture (for NA engines) until cruise altitude (exception 231 and other turbos...for example, Ill reduce the Bravo to 34 mp for cruise climb) Your POH is a friend here

I recently sent my 3 blade Hartzell out for inspection and reseal. They statically balanced as part of their service. They suggested I dynamically balance when it got remounted which I just completed. I was completely blown away what a difference this made. I literally can put a glass of water on my dash and there would be no movement. Best $340 I ever spent. Sensenich prop at KLNS (Lancaster) did the work and takes 1-2 hours. Great restaurant next door too. Sent from my iPhone using Tapatalk

52 Mooneys! I love MOONIAC SPIRIT!!!!

Must be a heck of a J-Bar Sent from my iPhone using Tapatalk

I have since done so. I simply posted way back when and haven't been following the thread much. I missed that sign up thing. I did it this morning though.

I always try to reduce or increase power in any situation very smooth and slowly. I’ve flown with pilots who make quick power adjustments and some who make smooth slow power transitions. My first flight instructor who had some 26,000+ hours would jam the power in on touch and goes in the 172. In her career she has had one engine failure due to an improperly installed helicoil for one of the spark plugs. Personally, without imperial data, we should adjust power smoothly if at all on takeoff. The crankshaft, cams, cylinders, prop, and all other moving parts have a ton of inertia that is affected highly with adjustments of power. I like to get everything up to operating temperature as well before takeoff. Having an engine that is cold being asked to pull my 2740 pound aircraft up into the sky is putting a lot of strain as those parts warm up and are pounded on. I don’t know the stats on this but just seems to make sense to me. Also, MX, engine monitor, and if something just “ain’t right,” don’t go.

Is your engine "loping"? http://www.donmaxwell.com/publications/MAPA_TEXT/External_Hoses/External_Hoses_Tubes.htm "Lycoming powered, fuel injected Mooney’s, share a distinctive, “loping” sound at low power settings during taxi and idle operation. The loping sound is caused by system leakage at the induction drain valve. A small amount of “lope” is normal. Excessive “lope” can be cured by removing the drain valve hose at the drain fitting and spraying the inside of the fitting with Tri-flow, corrosion X or solvent. Fuel dye and oil cause the ball to stick and not seal properly causing rough low rpm engine operation."

In!

I certainly don't mean to be insulting to you or anyone else here. I should probably impose a "no posting after mid-night" rule on myself. This community truly is such a wealth of information and what I've learned from all of you has been priceless. I certainly understand different missions, different budgets, and different priorities. But it's painful to see so many on this forum who have passed up the $45K Mooney in favor of a $35K Mooney that has good bones and are now trying to figure out how to upgrade or even just replace/repair simple things like radios, autopilots, gps, etc. and come to the painful realization that it will cost $20K - $30K to do it.

I would caution against using the seat back as a hand rail. The steel Mooney seat frames are not the most robust things.

Me too - the Bose QC20 - at the non aviation cost of $250 - or I get em' used (as new) on eBay for $175 I think. LOVE em! I use them whenever I travel commercial, any flight long enough that they show you movies and I do arrive just that much more refreshed from sitting in a calm quiet environment. I have tested them in small GA piston prop environment and they work quite fine well enough and I was wondering why they didn't make it for aviation - and now they have. My 16 year uses them sometimes when he travels with me watching movies etc.

In the above graph I would agree IF you are talking an RPM GOVERNED by throttle position (there by a lower manifold pressure). With RPM governed by LOAD (propeller control, no reduction on MP) I would disagree. The above chart shows no distinction. We need more data on the chart above.

I think we're all in violent agreement here. There are lots of ways a pilot might be less safe than other pilots. There are lots of variables such as personality, attention span, hours per year, recency of experience, to basic hand eye coordination, etc. We're all different in ways that are out of our control. But I think we would all agree that training is good. And more training is better. And a pilot who holds an Instrument rating has had more/different training than one who hasn't. There are exceptions of course, someone might be VFR only but have hundreds of hours of formation training, or other training. But in general Instrument pilots have more training than VFR only pilots. Those of us who are instrument pilots understand that there seems to be a misconception that IFR pilots are flying in dangerous weather and shooting approaches to minimums and that is therefore inherently more dangerous. When in actuality, using myself as an example, I fly in IMC regularly. But I rarely, maybe once per year, get an actual approach that could even qualify for currency. I have to get my 6+1 under the hood just because as an amateur pilot I can't find enough "weather" to stay current in actual IMC. So the reality the vast majority of my flying is in very easy and safe weather, I'm just doing it with more training.

I believe they are safer, but maybe not for the seasons some think. By virtue of obtaining an instrument rating they are safer (overall and generically speaking) simply because they've had formal, recognized and calibrated training that makes them more precise and with a greater knowledge base regarding many different aspects of piloting.

Good idea. And rename it just for fun. TBM probably would work, would not infringe the Mooney trademark. Oh wait....

I don't touch anything on the climb out, except the mixture when appropriate, until reaching top of climb (as espoused by Bob Kromer).

I did some for a king air and the anodizing really made them look good. Now if I could only figure out how to keep the pictures from rotating when I upload them.

I think the EA 100 has been problematic for owners who need them. Not sure what makes them different than the ACU. Sent from my iPhone using Tapatalk Pro

Going to be better than Sun N Fun

Also wiggle the doors to ensure there is not slop in the linkage. Very common in older Mooneys. I ended up changing all the rod end bearings on mine gear doors. -Robert

Some summarizing of thoughts..... Fire... Any spark plug info available? If AY has the Champion plugs, with the ever increasing resistance... This could be a cause of a dying plug. Air... Excess air can be leaking in causing fuel ratios to become burning challenges... Sniffle valve and intake seals, air leaking into the fuel system... (blue stains anywhere like the selector valve?) Fuel... Flow divider issues. How long since OH, anything on the fuel screen? Data collection... Get the JPI set on the fastest data collection speed possible. Older JPIs may only go to 2 seconds, newer are 1 second(?) Get the missing EGT operating. What killed the sensor may be related to the problem. The sensors live in a crummy environment. Excessive heat and exhaust chemistry can be a challenge to their metal. TITs have this as a common challenge. EGTs not so much... Procedure... There is a procedure outlined on the Savvy site to best collect data, I believe... When performing the run-up it uses an extended time on each single mag test to allow for the usual EGT rise that comes with the single mag operation. Back to both for the EGTs to return to the lower position... The engine monitor is the best tool we have for diagnosing the cause of some pretty weird engine characteristics... The log books is a pretty good tool to find out when something has been changed, OH’d or neglected.... Best regards, -a-

When you fly, the wings produce lift upward. That puts tension on the bottom of the wing and compression on the top of the wing. Weight from tip tanks act downward. That puts tension on the top of the wing and compression on the bottom (opposite of lift). So the weight on the tip offsets some of the forces created by lift, thus reduce stress on the wing during flight. If you were to plot the stresses during flight, you should actually see a downward stress (tension on top) starting at the wingtip but decreasing as you move toward the fuselage. At some point inboard of the tip there would be no stress on the wing. Inboard of that, the stress goes back to normal (tension on the bottom) but at a reduced level.

An inline volume control is pretty common. I have one of these integrated into my custom in-ear headset. https://www.amazon.com/gp/product/B001P5HL3S/ref=oh_aui_search_detailpage?ie=UTF8&psc=1

Running peak is ok if you are below 65 percent power. 24 squared is in the 75-80 percent power range and I would think 80-100 ish ROP might be a little better. The JPI looks great.

The only concern with the "sweep" idea is that it blocks CO less well (the original Mooney Boot back from the 60's actually had a rubberized coating on the bottom side apparently for that reason) and it could also let small objects fall through it. Sheep and Goat leather are surprisingly stretchy and more durable than euroleather. John Breda

No signs of misfire in the data, but the 6 sec default sampling rate is too slow to give much chance of seeing any. The sampling rate needs to be updated to its fastest rate of 1-2 sec to provide diagnostic value. Ground runs aren't very informative but we should be able to get some better data by isolating the mags for a good 30 sec each and see if that shows any misfire. But nothing in this data points at ignition yet; nor is it conclusive to eliminate it. Its kinda hard to overlook EGT4 is cold. We know the cyl isn't really dead because of CHT4 but we have nothing to detect a mixture or ignition issue without EGT.

I had the same conversation with the guy who wrote the 310hp STC... What the IO550 is approved for in other applications is incredible continuous hp... Where we run into challenges is not enough FF to keep the chts cool. There is plenty of discussion for FF changes to do that too... Best regards, -a-

I rode on United 139 times last year and 35 times so far this year. But never without my Bose QC20's. I even carry a spare set. But they don't work at all in the Mooney. I like Bose but these wouldn't come close to displacing my QT Halo's with the custom ear molds. The Halo's are also the best option when wearing a mask up in the flight levels.

Bucko and I are going to fly formation tomorrow. Mating his E with my 252 will require definite and deliberate power changes during takeoff, climb, and flight, just to stay in formation. We'll run full rich and full rpm, but working the throttle pretty good. Neither of our engines seem to mind.

Yep, been to Austin Exec on a warm day, with full fuel and full load in a taildragger and the crosswind was certainly something to deal with. BTW Paul. If the forecast holds, the wind will be about straight down runway 31 on Saturday.

They all nailed it above, check for loose connection or chaffed harness. But since it came back to normal that is most likely pointing to chaffed connection that was grounding somewhere. So I'd follow the harness all the way back to the firewall and correct any chaffing as necessary.

No I never suggested you would suggest or purchase an airplane with corrosion all I'm saying is if someone finds a solid airframe and engine a panel can be improved upon, In fact there are lots of folks here that have been doing just that even though they are well aware they will never recover the investment. Plus one can look at a simple panel as a blank canvas that can now be improved exactly the way they want not almost or good enough but exactly. As I said its a balance of mission and budget. And since I did not do all due diligence on ours I could take offense that you would call me a fool, I don't I just didn't know then what I know now. You know I have a ton of respect for you Paul we just have different missions, expectations and means that we apply to our passion for flight. One of the things I like most about Mooney Space is that most folks here have way more knowledge and experience than me so I get the benefit of learning. Sadly I don't really have much that I can bring to the table for others.

This is about 2.5 years too late. One of the deciding factors why I 86’d my 430s with FS 210 and switched to Avidynes was because Garmin only allowed FlightStream to work with Garmin Pilot and ForeFlight and I’m a Wing X and FlightPlan Go user. However, I’m very happy I made the switch to Avidyne and don’t miss my Garmins at all.

I did the same thing about a year ago with a lender: about $500-$600 in fees to close but that covered all the AeroSpace reports, title search and lender fees. There was then no fee for pre-payment or early payoff and my interest was 4.75%. This was not with US Aircraft Finance - tried them but the prepayment penalty swayed me away. I ended up using: Patrick Fallon Dorr Aviation Credit Corp., LLC Toll Free - 800-214-0066 www.dorraviation.com They are able to finance in-house and write the loan directly on the lender's paperwork. Super easy transaction.

That was the way I learned as well. After reading that these engines are designed to run at full throttle/RPM to TBO, I started leaving everything forward until I reached altitude. Sent from my iPad using Tapatalk Pro

Quite honestly, it is challenging to find a plane that has been maintained, is equipped well and is cheap. I would not trade off condition & maintenance history for a new paint job or great avionics. First and foremost, the airframe needs to be solid and clean. Then you should be looking for evidence the plane has been maintained on a regular basis. After that it is looking for the stuff you want in a plane. And that is where the challenge is. If you find all 3, likely it is priced outside your price range. And maybe the right decision is to wait until you can afford more. Sent from my iPad using Tapatalk Pro

I fly my electric C in actual IMC, sometimes for the entire trip. G430W, Brittain AccuFlite & AccuTrak.

I almost always end up talking to “high altitude” controllers in the FL’s. When dropping my Lancair off for final body work and paint my best friend was flying my Rocket down at 12k the bring me back home. We were never on the same frequency the whole trip except take off and landing. I DO feel much safer in the pressurized Lancair with a low cabin pressure alert in the FL’s than in the Mooney on O2. If I wasn’t near the end of my Mooney flying days I would research an affordable option for continuous O2 sat’s monitoring. We are clearly more at risk up high without some type of continuous monitoring of our safety up there. Tom

I am sorry for your friends loss and aviation accidents are always tragic. I lost my father in a midair collision and as result I reduce as much risk as possible with proper flight planning, airplane maintenance and airmanship. I also had a friend that almost had a tragic accident but was lucky to have enough altitude to make the impossible turn and dead stick land when his turbo failed.

I installed this instead of the boot. Very easy to install and looks good. See picture, sorry didn't have a full view. Pemko Door Bottom Sweep, Clear Anodized Aluminum with 1" Gray Nylon Brush insert, 0.25"W x 1.875" H x 48" L https://www.amazon.com/gp/product/B003NB1FL6/ref=oh_aui_search_detailpage?ie=UTF8&psc=1

The take home message at this juncture is that humans and the decision making process are both fallible. This accident occurred to an experienced and capable pilot and professional. My condolences to his family and all who knew him. My he RIP. Our minds can play tricks and we must have a healthy respect for what we can do wrong in all endeavors, especially in aviation. We do not know at this juncture what went wrong, whether it be caused by weather, impatience, stress, something mechanical or other causes. This discussion is kind of like a physician thinking through the differential diagnosis when seeing an ill patient. The mental and academic exercise helps put things in the order of probability and helps to relearn that which you think you already know. But what one can too easily forget is that faulty decision making can occur at the spur of the moment, when over stressed, overworked, tired or for other unrecognized reasons. Like the physician, the appropriateness of his decision and treatment is confirmed when the labs, X-rays, and pathology reports and available. In this case it is the NTSB results determined to the best of their abilities. I was at a MAPA Pilot Proficiency Program 1 1/2 years ago. One of the instructors asked how many of us have second thoughts when we get into our planes. He congratulated those that raised their hands. That questions was the one question that was the most memorable for me of the session. Smart people concentrate on what they do not know, not revel in what they think they do know. Skepticism is many times healthy and in aviation, it is necessary tool. Be careful out there as faulty decisions can be made without one being fully aware it has happened, and be mindful of the accident chain. John Breda

That thing is a B*tch to R&R, very likely someone "neglected" to install the B*tch bolt.

I also do not switch until I am approaching an airport someplace within gliding distance. Switch as you approach the airport, this gives you all the time to fly towards it and away from it to ensure it was a good switch......

OK just a couple photos ... one of her in her Before livery, and one After as well as the 2010 Mooney "Phantom" Caravan

Hi. Jim Murphy here... Yes, N201XG was in my care for oh... 16 years ... 1999 until 2015. We had a great deal of fun, and nearly 1800 hours of it. I had the new Paint and Interior done about 2010; and we were poised to be in the Caravan in ... 2011 I think ... when due to weather and flooding, we cancelled the Caravan at the meeting in Madison. It actually brought a tear to my eye to see the old girl; you have no idea how much I enjoyed this aircraft. I'm pleased to see her in the hands of someone else excited to see her. I''m glad to see the updated Radios, that's a nice touch. I bough the plane with the standard IO-360-A3B6D that was installed following the burned pistons departing on the first Caravan. I had pistons topped at about 600 hours, and it was getting towards the 1800-1900 hour range when I sold it. Life had changed and I wasn't flying it 200 hours a year anymore and she deserved to be in the air. So cool to see it back at KPAE where I purchased it from Andy. Flew it home via Portland, Phoenix, Baton Rouge, Homstead FL to Nashua NH. Nice trip, learned a lot about each other, and in the end fell in love.

If I were going to use my plane in IMC, I think I would be hard pressed to not have a NAV #2 because the first time I had NAV #1 go Tango Uniform in the soup, I would not be thrilled. When we consider the redundant items in our plane we have so we fly in IMC safely, I would prefer to skip the COM #2 before I skip the NAV #2. Even the Narco could get me to the ground safely. If I am carrying my family in IMC, it would not even be a question I would entertain.

Or click this link to avoid the cut and paste routine... https://buy-ei.com/rebate-2018/ Best Regards, -a-