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Update: I purchased an 1970 “F” model and brought it home last week! I couldn’t be happier with whole process. I purchased the aircraft from All American Aircraft, Jimmy and David were great to work with! Ron Fisher did the prebuy, he was very helpful in explaining the process, maintenance, and nuances of the aircraft to a newbie like me. And a “thank you” goes out to all of you who took the time to write a response to my questions! Happy flying!

Hook up with @Hyett6420 He’s a respected regular here with a beautiful J model and a ton of GA experience in Europe. He’ll point you in the right direction! Tom

Yep, definitely an engineer drove the train. My Dad was a Conductor on the railroad but he didn’t play a musical instrument

Worse, than that... you can have a Degree in Engineering.. but If you have not passed the state PE (Professional Engineering) test you can't call yourself an Engineer in that state. TX was notorious for this. Usually only Engineering disciplines that were required to sign government paperwork would get the PE... therefore almost all Electrical Engineers don't have it.. Some MechE and ChemE have it.. and Almost all Civil Engineers have one..

Humans. Never cease to amaze and confound me. Mooneyspace, a place where humans go out of their way to be friendly until they are not. I have to ask: (because no one else will) “Seller, you have a human interested in your plane and you completely ignore his query.” Why would you do that? You are looking to sell your plane and reach out. A human communicates he is an interested buyer and you ignore him. Face palm. Ya, A broker is definitely the way you should go Sam.

Some more color on this issue- I performed about 12 high speed taxis. Issue reproduced the first couple of taxis. Third time around, the engine stayed alive but was surging from 38"mp to about 33, and it seemed to need more throttle than usual. Fourth time around and now we're getting somewhere, I ran the high speed with the low boost on. fuel flow seemed a little low but the surging was gone. it seemed to almost hold 36 as per normal. Throughout all of this, the fuel flow seemed too low- about 18-19GPH whereas it's normally about 23 GPH at 36". So, I suspect it's the mechanical pump is going (or has gone) bad. It's going in to the shop tomorrow to find out for sure, I'll report back to hopefully help someone out in the future. Related, who runs their M20K's with the low boost on for TO and landing? The POH says not to, but this experience gives me pause during those critical phases of flight.

I concur that a Rocket is very likely too big of a jump right now... If you truly have a year off, I'd look for a nice J and fly it as much as you can, get the instrument rating, and take your bride on some fun trips after you get a bit more experience. You might find a J fits your needs just fine, or you could move up from there. Sent from my LG-US996 using Tapatalk

@SAMFOX, I think @MATTS875 is interested in talking to you about you plane

What if you pilot a train,I thought they were engineers

This is definitely the case in Canada. When Microsoft first came out with their 'Microsoft Systems Engineer' title, there was issues as they are not 'engineers' in the legal sense and do not have an engineering degree. Plus they didn't know the secret hand shake.... iain

Further update to keep you all in the loop. On replacing the pucks (if you recall i replaced them as part of the paint, but since we had had a heavy landing I was advised by Aeroskill to replace all the bolts in the landing gear, so took the opportunity to replace the pucks again as well. I will now know i have new bolts etc in the gear. On replacing the base plate in the pucks they removed the bushel and found a crack. So a quick phone call and order to our friends in Kerrville and the parts are already here. This was discovered on Thursday, Way to go Mooney. Speedy service. These are now being installed and apart form a new stall warner, she should be ready to fly tail end of next week. Obviously i will have to play politics a bit with the Engineers at Elstree but that's one of the hassles that I have had to deal with in this horrible saga of the prop strike. I was not allowed to have Aeroskill come across and inspect the plane and remove engine etc, so i was forced to use the only engineers on the airfield, who quoted at me regularly the famous line "you are not actually a customer of ours so you go to the back of the queue", hence it took til December 2017 for them to inspect the aircraft, and we lost three months. Now everything is being done sequentially, when to our mind, while the engine was being rebuilt, the landing gear could have been looked at, stall warner changed, then engine back on and ready to fly. Sorry just venting a little frustration... She is also out of Annual now so will have to be run in, flown to aeroskill for the annual and we waste a few more weeks. I might actually get to fly this year, but possible not! Good new is that i am writing an article for a flying magazine about how to choose a paint shop and what to make sure happens in a paint refresh. Andrew

manually follow a glide slope but its never been an issue as I rarely fly in low IMC if ever. The altitude hold is as good as anything I have flown in Boeings. It holds it to the foot smoothly.

And here I was being polite, sending your call out to Mikey so he'd see it and be able to answer with real information. To say nothin of my leaving out the adjective between "New York" and "City" . . . . . Those two cab rides convinced me that place ain't for me. Not that I had any doubt before that.

"I could have answered it for him"??? What I know about NYC could be written inside a matchbook with a grease pencil. Although last summer, I did take the airlines into LaGuardia and out of Kennedy, with non-terrifying cab rides over to the cruise ship pier. Why bkth airports? Ask Delta and the cruise line, the reservations were made for me . . . NYC ain't my style. Ask me about flying where you can file and receive Direct to Destination, and I can probably help. Where to base a plane around NYC? No freakin' idea . . . .

Thanks all for the comments and inputs...think I will make my way back to AAA at the EOM....just makes the most sense do to me having to travel, etc...

Update on the Mooney Book. Unfortunately, life intervened and my new job is eating up all my spare time. I am still working on it though and it will get done . . . eventually. Thanks and stay tuned, Tracy Ball

Its to bad a buyer does not care about this stuff.....unless of course he is selling an airplane...... You would think there is at least one buyer out there that understands how many months of downtime and labor time spent researching and $$ it takes to make a plane safe and sound. They all want the 30,000 dollar acclaim and then try to make you feel like they are doing you favor for buying it.

Steve, It isn’t the aircraft.... Mooney, Beech, or Cirri... Its the ability to cross multiple time zones in a single flight... using the flight levels The more powerful and complex the aircraft is, the more the pilot has to be experienced about sifting through the reams of data that are being thrown at you... continuously... The newbie pilot errors are typically VFR flight into IMC and running out of fuel... The experienced pilot runs into thunderstorms and icing conditions... Its the level of experience needed to avoid running into these situations. Read up on the accident reports to see where the pilots got into situations and became overwhelmed... The tragedies are usually a chain of events. The good news.... Breaking a single link, the chain stops... Examples of taking too many steps at one time... (are you familiar with baseball?) Catfish hunter, a low time pilot moved up to a private jet. Ended in tragedy... Cory Lidel, a low time pilot. Stalled a plane that had a safety parachute and flight instructor on board. Ended in tragedy... Roy Haladay, low time pilot. Crashed a plane that was designed to be stall resistant. Ended in tragedy... many accident reports have the last conversation with air traffic control recorded... you can literally hear the voice of the pilot in trouble. It takes more than following instructions. It takes Knowing when following instructions will lead to tragedy... a recent cirrus tragedy occurred when a Cirrus pilot followed the control tower’s advice to keep within a boundary... too much bank, too little speed... fatal accident... Around here, many people have reported starting with their private pilot license, near 100hrs experience, and then acquiring an M20C, F or J... then move up to their preferred next level... A few have purchased a Mooney to train in for their PPL. This skips some of the broader experience that is afforded by a trainer. At least one has purchased a Long body to train in... Everyone finds a level where the fun of flying gets removed... a powerful traveling machine can get you to that level quicker than anything else.... As a younger guy... I looked out with dissapointment... It looked like it would take ten years to get to the level I wanted to be at right then... Now, it’s been 20years... Went from renting Cessnas to owning an M20C for a decade... now an Ovation... To avoid getting overwhelmed... take it in steps... keep both eyes open... be ready to turn 180° Using a low bank angle, and get more fuel... check the weather again... practice telling people you are unable to be there until tomorrow... PP thoughts only. Sharing only a single life of experience. Not a CFI or statistician... Best regards, -a-

Summary... 1) A Rocket is a great Long distance, traveling, bird, in the right hands... 2) A PPI is the best protection for your wallet... writing a purchase agreement is a great way to organize the deal... 3A) With low time, the Transition Training is incredibly important... 3B) With High time, the Transition Training is very important... 4) Have you asked for an insurance quote yet? Insurance companies are notable for putting the kai-bosh on purchases like this. 5) We have seen a few accidents over the years... the most painful memories are the young guys that worked really hard, but didn’t fill the experience bucket before the luck bucket ran low... 6) Is this a pro-pilot familiar with Transition Training moving up the ladder stepwise to the next level...? 7) Familiar with the training required to get to this level? 8) Ever hand the keys of a Mustang 5.0 to a responsible 17yr old? 9) Buying a plane the first time... you can be 50 years old with a lot of life experience... and the behavior Of a 17yr old with the keys to a new mustang... will be on your back for some time... 10) Anything Worth Doing is Worth Doing right. 11) If money is important to you... To Skip half of the training time and money.... start with an entry level Mooney... 12) If your pockets are full up... expect the first year to include some heavy expensive training... 13) There isn’t much sense to have a 252 and no place to go... 14) There is plenty of sense to have a 252, an IR, be fully trained and fly internationally in the FLs 15) Doing it safely is going to take time, money, and training to get the experience... 16) Ask Andrew @Hyett6420 what it’s like flying a Mooney around the UK and the rest of Europe... he does it in a killer M20J! 17) Expect a very steep learning curve. Great, if you really like to learn.... This list was built from the people above.... a flight instructor, a military pilot, a plane builder, and few private pilots... Aside from all that....Now, go get the ball in motion.... proceed with caution. Get to know some Mooney people. Do some Mooney reading. How is that for motivation, with a side of seriousness? Best regards, -a-

Anyway here was the purpose of my night flying (this is two for two that was born while I was out of town and Dee Dee the Mooney was able to safely get me to be with...). I must confess I deviated from standard procedure and ran 75 ROP 162 ktas at 11.8 GPH and 8000ft.

Up until a few weeks ago I flew with a GNC 300XL for 12 years. It is not upgradeable to WAAS and is not supported by Garmin anymore. The databases are still available from Jeppesen but have gotten large enough that the downloads are split into 2 (Eastern US and Western US) so I have multiple data cards for it. I am actually keeping it in my panel as a second radio after the upgrade that I am currently doing. It is a good GPS and you can fly the LNAV approaches with it which usually gets you down to 400 to 500 feet AGL. It is relatively easy to use as well. Coupled with an auto pilot it should serve you well. If ever I needed a lower approach I would fly into an airport with an ILS. In Texas, that is not very often.

Even though it has been in the dry desert I know you will still look for corrosion, but I'd especially look for nesting sites and evidence of rodents, birds and other creatures.

Right, if on an approach, then I go full rich if I haven't broken out before about 200-300ft above DA.. power on approach with full rich seems ok.. it's the power off full rich that seems to cause build up.

There are 5 or 6 1975/1976 F owners on the site. If you do end up with this plane, plenty of expertise to help you with questions.

... I think he would be *very* happy with a nice J

never heard of "regular expensive" before.. i'll have to use that one when explaining upgrades to my wife!

You have to manually follow glide slope but at least left to right you are good. It is altitude hold only no auto trim at least the way mine is installed.

Good afternoon, Paul! Not even automatic electric pump back-up, Paul? (To me) There is something funny about not having an electric pump as the back-up... The diaphragms just are not robust enough... Best regards, -a-

you are in the high rent district. I stick to Delaneys Irish pub on Peking and Nathan.....

I run my 252 by the book for TO and Landing, electrical fuel pump (low boost) off.

I just upgraded from a Garmin 300XL with the STEC 30 w/ALT and GPSS. The GPS is a bit clumsy like most other Garmin products. Just takes a good session or 10 after getting in the books. I flew across the country many times with it and it was a non event. its better than most

Thanks, It goes with my lifestyle. Have been homeless now for 9 years. Not even an apartment. This week I live in a company paid for hotel in ABQ. And starting next Sunday 2 weeks in Asia. One day I will need to grow up, but I do not see it happening even at 48 years old.

I base in Caldwell CDW many months of the year...they have great security but you will have to deal with the Trump TFR. HPN and further may be out of it. Keeping it outside sucks though and they charge about 275 a month for that...... There is a MSC on the field and the MSC guys at Robbinsville are not to far away. Airmods has even come to pick up and drop off my plane at times.

I would seriously consider..... building on your first steps, knowing where you want to end up... Allowing some flexibility for changing your thoughts when you have gained the experience of that year..... Hold that 200amu for now.... Define the two step ownership process... Step one... buy a first Mooney with an IO360 engine and a great IFR panel... (did you get to talk with @Hyett6420?) Build the experience of flying longer X-countries Build the experience of learning about flight planning, weather planning and saying no to things that won’t work out very well... Start the training for the IR. That usually starts after the first year of all the various weather cycles... hot to cold, dry to icing.... You may Try to get 200 hours in that first year evenly distributed... check in with your CFI on putting a plan together... After the first year, or 200 hours, work on the IR... realistically, you will recognize your own progress... how much you can train, how much you want time off... While gaining the experience of the IR... you start getting a good handle on what your next plane will have... Step two... decide on what body length your next Mooney should have... Decide whether it will be NA, TCd, or TN’d... Decide whether it will be the highest skilled plane for business travel... A/C, O2, FIKI, Full electronic panel.... (this is my dream Acclaim) Or scaled back to a NA, 310hp Long Body for sweet gentle cruising... (this is my actual situation) There is still some training to go at this level... You are going to love how this works out. Take no unnecessary risks... double check your work... It is OK to pay full price to get the full safety... Step three... There is something called a forever plane... Decide if Step two is going to be a plane that you will keep forever... If it is, Update the panel each time a box gets its certification... Look at some of the panels on the Forever planes around here... If it is too expensive to khold forever.... plan the retreat... M20C, and M20E have been long adored for their forever plane economics... affordable deep into the retirement years... It’s always kind of expensive to change planes... on a personal level... if it is a work tool/ part of a business.... then it becomes more of an expense... get the right tool for the job... One Step at a time... resist skipping to the next level... it won’t make any more sense in six months, than it did yesterday... Keep plotting your plan... share it often... At MS, we are good at planning how people should spend their money... PP thoughts only. Not a CFI... my two steps... M20C after 100hrs... M20R after 1khrs... forever plane...only if i’m Lucky... Best regards, -a-

You sound just like his answer. You sure you don’t want it answer it? You sound just like a New Yorker. “What’s a matter for you?” [emoji23]

No plane cover, always hangared. That would be great, although hangar would be my definite preference. It's a 231 with LB engine, sitting in France for now.

We are living in Manhattan. I work in the city and my wife works in the Stamford area. I have been looking at HPN as it would be easy for me to take the train and meet her in CT on Friday night and take a cab/uber from her office to the airfield.

I flew behind an IFR 300 and a Narco MK12. It can be done with no problems. Flying behind an IFD540 is much nicer but not necessary. Buy the most avionics you can afford on a good solid air frame while keeping in mind as time goes on you will wast to replace some of these items not necessarily because of need but desire.

This is what I have and it works for short flights. I find that the suction cup does eventually pop off. I am putting in on my newly painted smooth instrument panel. If it were on the glass it would stay there forever. I am going to look into their new suction cup that just came out a few weeks ago and also a double suction or even the permanant mount. Either way having the iPad on the right side and being able to pull it close, turn it etc is a great benefit. https://mgfproducts.com/sport-mount-flex-suction/ https://mgfproducts.com/sport-universal-cradle/

Check with @201er. He lives in Brooklyn and flies out of Linden. He can give you the lay of the land. Sent from my iPhone using Tapatalk Pro

It looks like the answer came on the other place you posted the question. It's probably best just to post it once.

Plot your progression against some other MS pilots.... Many MSers include the chain of airplanes they have owner flown, or fly for work or have in the hangar next door... right in their avatar... There is a thread around here that includes all the military aircraft that Some MSers have flown.... it’s inevitable... Some people graduate out the top of MS... they move onto six seaters, or twins, a couple have gone turbine..... Some graduate, but stay here and continue to share experience.... Go MS! And Stay MS! Best regards, -a-

I absolutely agree with your comments. I would never, ever attempt to sell my plane on this site. Whether it would be Peter Garmin saying I have ancient PFD/MFD technology in my panel, or someone saying that my bladders are 27 years old or someone saying I would have bought a 750 instead of a 650 or that fat women have sat in my plane, it would be an endless barrage of critical comments. Sent from my iPad using Tapatalk Pro

Haven’t had a good flight to post about but this weekend was filled with good flights, friends, and working on planes. Who could ask for more:) Left home Saturday morning for Sacramento to help @thinwing with his annual and enjoy some California sunshine. My white legs had not seen sun since last September! Just under six hours of flight time round trip I put 51.2 gallons in the plane. A terrible head wind on the way there and some fun turbulence on the way back I didn’t make as good of time as I could have. But flying time is still flying time! Oh oh yeah it was the first night I had spend away from my new baby girl. But her mommy made sure I got lots and lots of pictures of them while I was gone. “Dad problems”.... I got to see a famous M20C before I left KSAC. Mr. Painter’s old plane looks like it lives there. Hope the new owner is on here.

Do you have a good "land and eat" location that you frequent there? Would make a nice weekend flight for the wife and I.

I had another cold flight this afternoon. The wind was blowing 14kts which did not help the 9 dF temps. I reprogrammed my K factor on my JPI to hopefully close the gap between actual and indicated amounts. It was about 1.8 gal conservative per tank over the last 4 fill up’s. Made the mistake of leaving my gloves behind and it took a few mins to get my hands working again when I got back into the plane. Took a picture of the Three Rivers Airport (KHAI) as I was curious about snow removal with my name currently on the waiting list for a hanger. It was an enjoyable first flight of the year.

The sad reality is i dont really know what i want to do right now. Maybe best not to start spending until i do.... Sent from my SM-G930V using Tapatalk