Leaderboard

In a time of crazy uncertainty, I want to share some positive news with you about the growth of LASAR. Over the past year, we have been asking ourselves the question, ‘how can we serve our loyal customers better’? The main thing that kept coming back to us is providing our excellent service in a location that is convenient for more airplane owners. And after considering many centralized locations on the West Coast, we believe we found the perfect place... We are excited to announce that starting tomorrow, we are opening up our new service center in Rancho Murieta (KRIU) in the Sacramento Valley. We have hired an experienced team that will be able to greatly expand our service to other makes and models. These are exciting times for us as a company. Please call (707) 263-0412 to schedule your next annual, and join us in spreading the word to your fellow pilots (Mooney or otherwise) in the area. *There is NOT a landing fee for LASAR customers.

This isn’t quite flying but I’ve been out of a plane for a while. Finished the shipping create to send my three blader to [mention]Cody Stallings [/mention]. It was quite easy to build after referencing the Hartzell crate instructions and cost less than a c-note.

The Mooney Summit has been in touch with the family, and they are very grateful for the support we have provided. Further I want to thank Jolie Lucas who has volunteered her professional counseling services if needed and Michael Rogers who will engage as our local liason if needed going forward with the family. Together we can all help them get thru this like we have others. paypal.com/us/fundraiser/charity/1280264

Everything you need to know about why to ignore this advice, in in that statement. I don't know what it is with so many pro pilots. But they certainly look at airplanes differently than those of us who spent 20 to 40 years working, building, toiling and being responsible... all so we can finally get to a place were we can afford to indulge a lifetime dream of flying and owning an airplane. Is the Cessna 182 (1980 Ford F150) or the Cessna Cardinal (1990 Chrysler Minivan) a more practical form of A to B transportation? Maybe? But you didn't put all the time an effort in so you can buy a Minivan. You want the Porsche and there's no reason you shouldn't have the Porsche. And to hell with what the family wants. This isn't their dream, it's your dream. They'll be happy to ride along or they won't. It's doesn't change the fact that you'll be so proud to pull that Mooney out of the hangar every single time. @Andy95W actually does have lots of good advice and if you read back through his posts, you'll find lots of quality information. But I'm glad I ignored similar advice when I was shopping for my first airplane.

It feels like an arranged marriage. The elders actually know what is best but I still want to marry the Stripper.

Only problem is that Cessna's are ugly. Sorry Cessna fans, they are great planes. N5212K and N5169E are both Cessna's and the only planes in my log book. I appreciate all the beating the take and a very docile, but If I'm going to spend a ton of cash on a plane it needs to not be a frumpy high wing. Beauty is in the eye of the beholder. I would rent one and even join a club with one, but I wouldn't buy one.

I was able to make a trip to Orlando and New Smyrna Beach yesterday (to buy some $2.87 fuel). I also did a low pass of the shuttle landing runway at Canaveral! It was worth it to be able to start a radio call with “NASA tower”

Love you guys. Hey - hail Mary suggestion - I hear the factory is for sale.... You guys should buy the type certificate, the factory, and the whole kit and kaboodle!

Did I hear someone say Rocket? I personally Prefer the 252 FWF C-414...:)..:)..:) Yes they are Heavy on the nose wheel an Hard on the Fuel consumption, but with proper operation it’s not that bad in terms of MPG. As far as grass field operations go, Call ahead an get a solid pirep on the fields conditions. My Rocket Goes Into Gastons(3M0) on a regular basis with no Ill effects, just try an keep the bouncing to a minimum an keep the nose as light as possible.

Thanks for bringing this up. I forgot to mention it. There will not be a landing fee for LASAR business.

Right - and like I say - I can do it with my rocket. But just because I can doesn't mean I should. So take what I said as a rambling discussion. Your M20C will handle the shorter field a little better than my heavy k. So I was just throwing out some of the things that factor in my aeronautical decision making when choosing fields. And if you go there, definitely be willing to go to other runways depending on conditions of the day. I haven't been to those other CT airports. Ive been to khvn. All Mooney's are terrific - and the C is terrific in its way - you'll love it!

Is Parts Department Dan moving to Sacramento also? He's like a walking Parts Manual. A lot of times he can even cross-reference the pre-1965 parts numbers with the current numbers.

Wow! Go Lazar! That’s an unbelievable ray of sunshine... during one of the craziest months ever... Good luck with the opening. Best regards, -a-

Welcome aboard Atrosa! It really helps to see as far down the runway of life as you can.... There is always going to be bumps and cracks, viruses and recessions... during your ownership.... It’s how we handle them that counts... +1 Get trained in whatever trainer you are using... the more you learn one plane... the better you will be at learning/understanding the next one... Having a good baseline for comparison makes your Mooney flying skills even more precise...it all counts, it won’t be wasted time... +1 If you like precision over just having a fun time... flying into short fields are great... Many MSers live on short fields, some with grass... About me... near 100 hours in a C152 before getting the M20C... don’t get the cheapest C... do get the IR... CT is a long state... to fly over... NJ-MA was 1.5hrs in the C instead of five by car.... 200nm... Imagine going to NH for lunch, then being home for some family occasion later the same day... Often, it takes near a year to figure out what plane you want, how much to spend, what details you want to have.... find, buy, get transition trained, and keep your day job... 20 years later... you will be writing this memoir for somebody else... Enjoy the flight! Best regards, -a-

No, not necessarily saying this is one to buy, but as an example of what you can do to make it your forever plane. There are a couple like this one I would call at the top end of the C spectrum, and others lower on the scale. @Hank has one at the upper end as well. You can do a lot with a C.

Total fake - that's just a CTAF recording at your local Florida field

Marry the stripper! There is a saying, "it is far better to regret what you've done than to regret what you haven't"!

My (German) home base is a strip 1970ft long at 997ft MSL. I have a M20J there, another guy has a M20C. No issues. The secret is to be on speed or go around. I fly my approach at 75-80 KIAS and further slow down about 1/2 mile out. The goal is to end up with 1.2 Vs0 when beginning the roundout - and I mean the actual Vs0, corrected for weight. I carry a table for that purpose (I use the W&B, have drawn some typical loading configurations with a line from full to empty fuel, and added a 1.2Vs0 scale next to the weight axis). Since I'm never at MTOW when landing, that 1.2 Vs0 is usually in the range of 64-68kt for my J. If that speed is not established at the beginning of the roundout, I go around. Flare to touchdown is 3 seconds or so. Aerodynamic braking, flaps up, brakes for the last 500ft of the runway. Works every time, and my landings are much better than they ever were in all the Cessnas I flew (150 through 210). Here in Germany, there is a flight school based at an even shorter strip. They use M20Js for advanced training.

1)Fly to and from work on nice days, not to save time but to save sanity. CT traffic is horrible. I live in Middlefiled CT and Drive to Windsor CT 4 days a week ( Before COVID 19) now I'm 100% at home until June??? 2) From KMMK to KHIE (Central CT to NH) a couple times a month. 3) Occasional Trips from Central CT to Black island and Martha's Vineyard. 4) and Certainly the most important to fulfill a life long dream of becoming a pilot. BTW I'm 50 years old and in great health.

I would echo what others have said. Like Hank I bought my Mooney shortly after getting my PPL, Less than 60 hours total time. I did all my training in Cherokee's and am glad I didn't do it all in my own plane. (I felt sorry for the Cherokee's a few times...) Also, a good C will take you anywhere you want to go. Our's (okay it's a D but thinks it's a C) took us from Southern California to the East Coast last summer and back. My mission was similar to yours, but we were looking at regular trips of 300-500nm and it has been perfect for that. Sure, extra money would have gotten my into a J, but that is a lot more money to get there in what amounts to just a little more time in the air, and as you said, you're flying, so who cares. 2,200' won't be a problem if you are on speed. My wife and I flew into Agua Caliente (L54) on Saturday. It's a 2,500' strip and it is recommended to land on 29 and take off on 11, even if you're landing with a little bit of a tail-wind because of a 460' hill that is 1/2 mile off the departure end of 29. We landed 29 with about a 3-4 knot tail wind (no weather but that is what the windsock looked like) and had no issues, barely even touching the brakes.

Hello and how exciting! Man, your enthusiasm brings back memories for me. Getting my PPL was great......all the training several times per week until I reached my goal(s). My goals were to own an airplane and learn to fly it!! Maybe that’s backwards.......should it be learn to fly and get my own airplane?....... well, not for me! As others have suggested, I too suggest keep using the trainer to get past your basic maneuvers and get comfortable with landings. Yes, start searching for your Mooney! Simultaneously, become well educated, via MS, about Mooney airplanes so you can make an intelligent purchase.......maintenance issues, flight characteristics, insurance, etc. With your knew knowledge, and if you’re fortunate, you may find the correct Mooney for you. If so, as did I, you can use your own airplane to complete your cross country training phase, eventually acquiring your PPL. For myself, working towards my PPL in my own airplane was extra special! Welcome to all things Mooney, and beyond.....Mooneyspace!!! Wishing you complete success! P.S. Please use a Mooney specific flight instructor!!

It would better for you to finish your training and then buy an airplane. 2205 feet is very short for a new pilot in a Mooney. I have many hours in my C, and I would avoid landing on such a short field unless absolutely necessary. Good luck.

@Costa Leite This thread should help. Go to your local Audi or Porsche dealer or look online for the part number 431-919-040. Since you're in Germany it should be easy. (Same clock as in a Porsche 944) Here are some pictures of your clock to make it easier to see how the bulb is replaced:

I've probably done 4-5 oil changes with the new filters and they are noticeably easier to remove than the older ones with oil. 1" box end wrench is a Mooney owner's best friend for removal.

I bought an Aspen ACU from an avionics dealer that was removed from an aircraft they were upgrading and it was fine. I also bought a WX-900 Stormscope. It worked also. I think it's a viable option for older avionics now that a lot is being removed for upgrades. Agree with Paul, though -- it might be a crapshoot. You're buying used stuff -- it could fail 5 hours after you install it. I just don't look for unreasonably low prices and buy from sellers with good reputations. Skip

Is that 305 horse power PJ? -a-

1. Raw, un-fettered, fire-breathing POWER. 2.$125-150k probably. 12K, 65% power 17 gph: 195 KTAS easy. Loafing. not even trying hard. Quiet and smooth like a turbine at 2200 rpm. Because short of a $350k+ Acclaim it's the meanest mutha in the valley. also, it's beautiful...

*UPDATE* Brice, @ragedracer1977, loaned me a couple in-panel units that he had laying around, including one with appropriate certifications, so I thought I'd break out the spectrum analyzer again and see what I could see. Be warned that the doc is like last time, only this time it is twelve pages of nerd-speak instead of just seven. There are still pictures and plots, too, for those unenamored of my prose. Executive summary: Pretty much all of the units are very quiet except the same ones that were noisy the last time, i.e., the units with the voltage/load/temperature display. The unit that has a CO detector in it didn't work this time, but I included the results for it from last time that show it's pretty quiet, too. The very expensive, certified unit was also quiet, as was a very nice, non-certified unit that is popular with homebuilders (experimental). I also include some discussion about the non-relevance of the certifications from an rf interference point of view. Doc here: http://ericjacobsen.org/Files/USB_Power_Supply_RF_analysis_3.pdf These were the units tested: The two on the left are the crappy ones (which I fly with regularly and don't cause problems), and the rest are very quiet. The right-most one is the Appareo TSO'd unit that Aircraft Spruce sells, and they also sell the Blue Sea Systems marine unit next to it that is popular with homebuilders. The Blue Sea unit has device detection capability so that it can presumably do smart-charging to connected devices. On my Galaxies (tabs and phones) this often means a 15-20 minute charge to full instead of a couple of hours. This is also a marine unit with a conformal-coated circuit board, etc., i.e., you get something for the extra money. Amazon sells a round, lighter-socket fittable version that I think I'm gonna try: https://www.amazon.com/gp/product/B01BV1MTAA/ My personal opinion/conclusion is that the TSO/RTCA certs get you next to nothing either from a standards or performance perspective for interference mitigation. Neither standard provides confidence that a compliant unit won't cause interference. A very cheap unit like the white Wells Fargo-branded model is already essentially as quiet as the more expensive units, and with twenty-cents worth of shielding could be essentially guaranteed to suppress radiation. It may already have some, I don't know, because I didn't take any of them apart. The Blue Sea Systems units: https://www.bluesea.com/products/1039/12_24V_Dual_USB_4.8A_Chargers_-_Switch_Mount https://www.bluesea.com/products/1045/12_24V_Dual_USB_4.8A_Chargers_-_Socket_Mount Anyway, just some additional info for Those Who May Care.

You know how hard it is for the pad to be free of oil? What the heck!! It drips oil until the new filter is installed. :-/ -Matt

It’s finally time to fit the cowling to my bird. It’s been far too long to get to this point, but it’s finally happening. It’s much more carbon fiber than I first thought it would be and super light compared to the original. Time to see if it fits correctly. David

Hey all I am glad the article I wrote for Flying Magazine is no online. It was super fun to write and I hope it is helpful for those getting ready [hopefully someday soon] for a check ride. https://www.flyingmag.com/story/training/nail-your-check-ride/

Are you below 12 k because you couldn't easily go there before? Remember, the rocket climbs at about 130 knots and 1000 FPM... You can be to FL180 in 18 min! Here is a recent flight I did in my rocket... Keep in mind I did a high speed cruise climb and was at gross. https://flightaware.com/live/flight/N305RK/history/20200325/1630Z/KGGG/KCWV Burned 54gallons.

Good luck with the expansion. I hope it exceeds your expectations.

I had almost 12 work and family trips planned over these 2.5 months, work trips, visiting family, 2 college (and grad school) graduations, and post admission to college visit trips. All cancelled. But still able to fly, only currency flights rather than mission flights. Its ok - life happens - happy to be alive and thankful to have a safe place to shelter the family.

I know that field 4b9. My inlaws live in Bloomfield nearby. I have gone by car to inspect 4b9 to see if I might like to fly out of there when I visit Bloomfield, but I decided I prefer HFD. Now my plane is a bit heavier and faster than an M20C, but for my own sake I consider 2200ft to be really right at the margin of what I will fly comfortably and I usually set arbitrarily 2500 ft as what I like as an arbitrary line in the sand. 9 times out of 10 if I work hard to stay on speed I can be on the ground and stopped in 1200-1500 ft so 2200 should be no problem right? There are trees on one side of that field and a row of hedges on the other side if I remember right, and well, I decided that since HFD is just not much further by car then why not just go to that 4000ft field instead of 4b9. 2200 is the shortest I would contemplate though with my airplane - again faster and heavier - so its not quite the same story. If it had been that 4b9 were actually the only field around then yeah I would operate out of there during the 3 or 4 flights a year I take to the Bloomfield area. Or if I lived right there like you do, I bet I would try and operator out of 4b9 on a regular basis, so a bit of what I say is born a bit more from being unfamiliar. BTW the last 2 thanksgiving trips in a row, the day I wanted to go winds were something like 30kts almost perpendicular to the HFD runway so I flew to KBAF instead despite the 45 min drive, since 30kts isn't so bad if its straight down the runway but I ain't gonna even try if its perpendicular to the runway. KBDL is reasonable for that too but the fuel is crazy expensive. Anyway, with a short runway it is well advised if you are returning home, that for those few occasions if the wind is huge, that with a very short runway especially, to go ahead and suck it up and fly somewhere else nearby with a more favorable runway.

I notice that a manual gear on your C is one of your preferences. Like you, I was 50 when I bought my Mooney 22 years ago. I wanted a manual gear Mooney, but decided a newer ('74) C with a standard panel was the way to go. I reluctantly accepted the electric gear and flaps. Now, I'm no longer 50 and I am so glad I have the electric gear. When my bursitis flares up, the gear still goes up...pain free. Don't exclude an electric gear Mooney out of hand. They're great and mine has been completely trouble free for 22 years. I know a lot of folks on Mooneyspace love the manual gear, but there are reasons Mooney stopped producing manual gear Mooneys.

that flight sounds a bit rough! yes, a smoother day would bode best to play with the extra features the MAX now has. Let me know how things go and if you have any questions.

MS is a great resource for new pilots, and for anyone who is plane shopping. I had no one to talk to but other pilots and the A&P at the field. That I stumbled into a refreshed Mooney in good shape at my tiny local field was pure luck! But I sure am glad that I didn't buy a Slowhawk . . . . Even my wife enjoys flying with me. Just manage introductions for nice days with good weather, smooth flying and go somewhere that your wife will enjoy. My wife really enjoys seeing her family in a couple hours' flight time vs. an 8-hour drive. Often on trips, VFR or IFR, she will sleep anyway, unless we're going somewhere new [like our little jaunt to Yellowstone--she took a couple thousand pictures out the window]. Don't get hung up on manual vs. electric gear, either. It's pretty close to a 50-50 split, no need to rule out half the planes from your search. I like my electric gear! And no matter what Paul says above, all I can say is "What's an HSI?" Got my license and my Mooney in 2007, I've never flown a plane with one. Oh, I take that back, I did make two or three A-36 flights, but I just ignored it. Love the PC system and the Brittain AccuTrak!

15% off Airshow Special on all inflatable door seals if anyone is considering or needs a new door seal. TALCO acquired Bob Fields Aerocessories a few months ago and has already delivered over 40 orders including seals and spare parts. www.aerocessories.aero

This is correct. When you add the MFD1000 w/external battery to the equation, you can eliminate all of the back up gauges and really clean up t he panel. The EA100 is only certified for interface to Century and King autopilots. We do have Navigation interface to the Nav Flight II & IV, B5 and B5C (I made a call to tech support to verify, as I mis-spoke on the earlier comment, since corrected).

I'm currently training at 4b9 simsbury, ct. I will not be based there once I get my PPL. I will either move to KMMK, KHFD or even 42B in Connecticut. After my last landing I'm not sure I should be flying a kite let alone an airplane. It was the 3rd time with me on the controls, CFI on them too. I got it (C172) down fine, but on the roll I touched the right brake... yeah brake, I know I know and it started to dart to the right. I didn't like the response so I stopped touching the brake. I was also making a radio call at the same time so over the CTAF airways you heard a student pilot say " Simsbury traffic N5169E departing runway 3...oh sh!t you driving this thing" looking for my CFI to take over. Thank goodness there is no LIVEatc for my friends to make a ringtone out of.Honestly, I have done some much studying and prep and mental flying up until then everything was coming pretty easy to me. GSXR - I wouldn't say money was no object but I budgeted for this. I'm in no rush but I'm ready to move for the right one. The right one will have: 1) no corrosion 2) sealed tanks 3) midtime engine 4) no Prop AD 5) Manual Gear (Please add to this list) BTW one of my missions is to fly from CT to my place in New Hampshire. 250 miles away, 4 hours by car or 1.5 hours by Mooney.(plus drive to and from airport, preflight/runup, chit chatting to the airport bum.... ok it is about the same time but jeeze your flying who cares)

I have a home-made mount for the iPad Mini. It’s attached to the yoke with Velcro and offset to the right allowing for me to easily reach the left handgrip. The Mini is a better fit than the larger tablets.

Nice - congratulations on this!

Also a Missile is “KISS” - Keep It Simple Stupid. It is simple, strong and forgiving. Engine management is elementary. You can power your way out of many conditions that a smaller engine can’t. You dial the engine back if you want efficiency or push it to the firewall you want speed, climb like a bat out of hell or to lift a full useful load. It also has the Monroy long range tanks (100 gal). Fuel management is simple too because the outboard tanks flow into the inboard ones. There are only 2 fuel selector positions even with the extra extended tanks. Its either “Right” or “Left”. None of the complex nonsense like on Bonanzas or Cessna 310s with tip tanks. I had my J converted to a Missile nearly 20 years ago. When the family was younger our trips were with all four seats filled. As commented above, family flights are best appreciated below 12,500 without O2. I think it’s important to look at real world performance rather than just flat out level speed. Our frequent trips between Sugar Land and Albuquerque (633 nm direct although few more around military and Restricted areas) are generally about 4 hours (curiously generally either way). Other frequent trips clear across Texas, from Texas Tech in Lubbock to Sugar Land, (400 nm direct) were about 2.5 hours. I recall one trip where another local father in a Cirrus SR22 was also flying his daughter back to.Sugar Land at the same altitude ( I think 9,500). I took off after him and passed him midway. I avoid grass or dirt fields There is too much weight on the front gear and not a lot of prop clearance. A bumpy surface or rut can make the plane pitch and bounce enough to nick the tips. Also if the ground is moist or soft, you will need help or a tug to move it. Check the prop carefully - it is full feathering used only on 3 planes. Check the engine mounts for droop and the landing gear Lord disks for compression. Both will reduce prop clearance. I recently had excessive wear on the lower two-thirds portion of the 2 piece spinner right under the big center nut that holds it to the low pitch stop on the piston chamber. Think of it as a large curved aluminum salad bowl with a big hole in the center of the flat base. Hartzell charges a cool $2,000 for that one piece of aluminum and it took them 6 weeks to make it. The full spinner (2 nose pieces plus backing plate) is $4,000. None existed in the US. For some reason corrosion in the tail pipe (a Rocket Engineering specific design) is a problem in Missiles. (No corrosion in the heater however - zero problem there). I know of one Missile owner in Houston who lost the tail piece while flying. The IO550A is tightly cowled and tends to run a bit hot. You have to watch cylinder temperature when climbing out on hot summer days in Texas (especially if idling or taxiing an extended time at a busy Class C or B airport waiting for clearance). I just shallow out or level my climb at slightly reduced rpm to stabilize temps before resuming. The Continental fuel injection nozzles are quite well balanced and temps are even. i do not have speed brakes and don’t really see the need. I have flown considerable times into Class B (Houston, Dallas) and some Class C where they ask for speed to stay ahead of the jets and then drop you in to land. I just reduce power, pitch up rather aggressively, drop the gear and add half flaps to kill speed and then lose altitude. The same is true when crossing the Monzano or Sandia Mountains anywhere from 10,500 - 12, 500 ft. and then quickly dropping into the Albuquerque Sunport at 5,300 ft. I will admit that I have dropped gear and flaps at speeds above those recommended or posted in the POH at times in the past; however over 20 years it does not seemed to have caused any problems. I have not needed to source anything from Rocket Engineering which is a good thing since they no longer support the Missile or Rocket. My A&P is able to find alternate suppliers or repair shops for the few Rocket Engineering unique parts. Make sure that it has the plywood battery board that Rocket Engineering originally cut for the plane. It is an odd shape and you need it to slide the battery box from the tail. (2 batteries in box). Good luck

Went for $100 burger. Flew perfect and engine gauges no issues. Very happy with it.

Here at BJC in Denver, vehicle gate access is with a card, and the car must have an airport registration sticker. It works well, but they also have cameras all over the airport watching the gate both directions, all the hangars, taxiways, ramps, etc. They also enforce the driving rules very well. And before getting a card, you have to sit through an airport safety and training class. There is a local pilot, a bit of a YouTube celebrity who lost his driving privileges. He owns a hangar almost directly across from mine. Driving too fast and riding a wheelie on his motorcycle across the ramp, got him a warning and a 30 day ban. During the ban, he was seen going in through the out gate right as someone pulled through. That got him a permanent ban. I met him the other day walking across the ramp with wife/girlfriend, dragging suitcases. It's a long walk. The system seems to work very well. And I certainly like being able to drive to my hangar and park the car inside if leaving for a trip.