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Thanks for adding me to the group. I brought my new (to me) airplane home to KPRC yesterday, and it brought a wave of nostalgia. There are almost 55 years between these two pictures. Both airplanes are nearly identical 1962 "C" model Mooneys. The brown one was the first retractable landing-gear airplane I ever flew. It is still flying, based in Wisconsin. I had many wonderful adventures in that bronze bird when it was nearly new in the late '60s. I have about 100 hours Mooney time, twentyish in a wood-wing M20A and the rest in the M20C, none of it more recent than 40 years ago. A friend and I used to shut down the wood-wing and we could ridge-soar it, prop stopped, in the orographic lift from the Estrella mountain ridge SW of Phoenix. I bought this blue Mooney from a friend. I can tell I'm going to have a fun time with my new bird. It's old now, but so am I!

Hello all, I'm new here to Mooney space. Just signed up for MAPA too. As of yesterday I'm also the new owner of a Mooney M20J and well I'm new to aircraft ownership. Currently a PP working on my Instrument. I'm based out of the Houston Texas area and would love to meet other Mooney owners in the area. Is there a houston area Mooney group? Also welcome any advice.

The only thing worse than flying across Texas is driving, it gives you more time to contemplate your life.

Here's my all time favorite old video.

I fill at a scuba shop. Oxygen is more common that you'd think. Its used for technical dives but also to drive nitrogen out of "air". So they they're enriching the air. In any case to put air in an O2 tank would take a very special adaptor that hopefully is kept under lock and key. I fill for $30 at the scuba shop vs $180 at the airport.

Hello Happy to share with you pictures of my flight today in the French Alps in south of France, just 40mn away from Marseille Mediterranean coast Philip

Wife made this about the newly painted 201:

With the holidays here some of you may have some free time. These are from the 90’s so the videos are not the picture quality of today however the content is excellent. Sent from my iPhone using Tapatalk

Go FAA! Of course I have no idea where this is going, just thankful to see the FAA trying to get in front of this. Mike B just shared this good news with the Savvy team. M.McClardy Letter to E.Peterson regarding Part 13 Notice of Investigation (December 22 2021).pdf

I think it's realistically priced--$30.

As much as I'd love for that to be true, I'm afraid upcoming approvals list C182 and Beech Baron ahead of M20.

Thank you all : I was flying 10500ft

Also, the only thing you’re required to update is the navdata. So generally you only need a subscription for that and you only pull one card. It’s common to update the other stuff once in a while every few years as the terrain and obstacles don’t change much.

When I went to A&P school they pointed out that by the time we got done we'd pretty much touched an example of everything, and if I ever got challenged on this it'd be likely I could just say, "yeah, did that in school."

Add a Mooney sticker and you could sell those. Lol.

https://www.amazon.com/dp/B0792L8R4T?psc=1&ref=ppx_yo2_dt_b_product_details I found this leather binder on Amazon for $16.47. Looks nice and is about the only half-sheet "A5" size three ring leather binder I could find. I found several places online that could create a leather monogrammed binder but they were all full 8.5x11 size. So if you need to replace your binder, you're stuck with Mooney's 0.2AMU leather embossed binder, a generic Quill A5 size binder, or something like this...

A decision has to be made, bring the panel into the 21st century or save for college.

Mike looks as great in the film as it does in real life. Beauty

Welcome JayMatt! I'm also based in Houston, PP working on my instrument. I purchased my first plane this week too. A Mooney M20J 1985. I will have it in SGR while I try to find a cheaper place! Lol. I also fly out of KDWH, that's where I did my PPL and where I'm working on for the instrument rating.

To remove the cotter pin, just snip it in the middle and all the pieces will just fall out. You don't have to remove the gear door links to get to the brakes. I always talc the inside of the tire instead of the tube. It makes less mess. I use a piece of cardboard if I'm working on the floor, or I work on a wooden bench. Did you repack the bearings before you put them back on?

>>> but for some reason FAA did not approve it for sale in the USA Maybe they will now. I've encountered ultra lights at 5k and have the opinion they don't belong there.

I’ve paid for Garmin Pilot, and thought it was okay. I get Foreflight for free from my work, but I have never really liked it. It’s a pig for data and the user interface is good but not that great IMO. It does have some nice features. What I use is FltPlan Go, and it’s FREE. It works with my Garmin GDL-39 for ADS-B In, it transfers flight plans to/from my Garmin panel mount GPS, and it has geo-referenced charts (to include taxi charts). It does 98% of what I need it to do. I can find the information I need as quickly as GP or FF, and in case I forgot to mention, ITS FREE. So yes, even though my company gives me Foreflight, I actually prefer and use FltPlan Go. For flight planning I use 1800wxbrief.com, which works well and gives me a good briefing product. I then copy/paste my route into FltPlan Go. It will text message me when my flight plan is accepted, and then texts me again if my routing is changed. It does all of this for FREE. But hey, I’m a cheap SOB.

Assuming someone found their way to the pages and updated the html on the server. Probably redeployed and updated security protocol. R2

Changing the mass either direction would probably change the natural frequencies of the torsional vibration modes, so sufficent addition or subtraction of mass may attenuate the vibration. The moment of inertia may matter as well, but I don't know how that compares between the Top Props and the more conventional models.

I think the MTs eliminate it as well but it would not be because they’re heavier.

Update. I confirmed with Garmin support that in a G3X Touch installation, the GTX audio is not connected and the traffic voice alerts come from the G3X which only announces "Traffic!" without bearing, range, altitude information. The support specialist agreed to send an enhancement request to engineering to have the G3X make GTX-style voice alerts. I would think this would be relatively simple since the algorithm is already designed for the GTX and the G3X has all the necessary information, but I won't hold my breath. Skip

One difference is whether the crank has the dynamic counterbalances or not. J models do have them, so they're potentially more sensitive to conditions that disturb the counterweights. Lycoming SB245D talks about it a bit, including why it is more problematic at low Manifold Pressure, and SI 2012L talks about it as well. The yellow arc torsional vibrations are not created equal even across Lycoming four-cylinders for this reason. I have a Hartzell Top Prop that deletes the restriction, presumably because it is a heavier propeller, but I still avoid the yellow arc except on final, where I'm kinda never looking at the tach.

You can only load Jepp data with a Jepp reader. And you can only load Garmin data with a Garmin reader. The cards themselves will work with either reader. The TAWS/TERRAIN data comes from Garmin. The NavData is available from Jepp or Garmin. Unless you really want Jepp data, the lowest cost and simplest way to go is to use a Garmin reader with a Garmin subscription for everything. Skip

Oh, you will go quite far, just not very fast! The cars will be passing you.

Hey Jake! I’m not sure how I managed to miss you - I’d be happy to help. Feel free to try my cell if you haven’t already - you can also text if need be 828.216.5955 Sent from my iPhone using Tapatalk

Mine seems to vary by season--I can only reach 2670 during the summer and hit 2730 in the winter. Seems like the reverse of what I might expect, unless it's just my imagination. If it breaks 2700, I do dial it back a bit, because the most serious outcome is that it freaks out the wife. She never seems to remember when I explain it. "WHAT'S THAT FLASHING RED LIGHT????"

I worry about this when flying my PPC. I use a aviation radio to listen to traffic but few ultralights do. Most of these guys using BT comms and don't have aviation bands. It would be difficult in a PPC to avoid a plane since we move so slowly. -Robert

Does Mooneyspace count as a log entry?

The same logic applies to a NOTAM for a 180' unlighted tower 5.3 miles from an airport. Who would ever do that?

For the anal amongst us, here is what Lycoming says. https://www.lycoming.com/sites/default/files/SB369S Engine Inspection after Overspeed.pdf The problem may be a simple tach calibration issue or not. There is also the case where the tach may read low and your overspeed is actually worse than you think. I suspect minor overspeed is not a big issue, race guys do it all the time…..but every so often the results are spectacular. I’m personally paranoid about it, but that’s just me and red lines.

Who would ever cruise in that range?

Before I finally got off the waitlist and into a hangar this year, my '65 M20C had spent its entire life as a ramp airplane. I bought it in 1986 and a hangar was out of the question for economic reasons, so for 35 years it was tied down at OSU airport in Ohio. In 1994 I had it painted with Imron and 1998 I replaced the windows; both paint and windows look great to this day. Photos below. (The hangar photo was taken on its first day as a hangared aircraft, earlier this year.) My tips for preserving a tied-down Mooney: Every spring and every fall, clean the exterior of the aircraft with a mild cleaner/degreaser such as "Awesome," power wash it, and "wax" it with a good non-wax polymer auto polish such as Nu-Finish. (You don't need to polish the underside of the wings since they aren't exposed to the sun.) The new ceramic coatings might work too; not sure. In between full cleanings, degrease the landing gear area and underside on occasion. Regularly touch up nicks and paint defects (rivets seem to be the first to shed paint). Get 3 sets of those automotive reflective sun-shades, cut them down to fit inside the aircraft, and put them in place whenever you're tied down. That protects the avionics and upholstery. Less bulky than trying to use a cover, and there's no dust build-up. Get one of those half-inch thick camping sleep pads made of non-absorbing foam and make it into bird plugs. About 4-6 pieces in the right shapes will plug all the holes in the tail. Two more places on the underside of the wing where the flaps meet the fuselage. I never needed to plug the engine opening (too wide for birds if you have a guppy-mouthed Mooney) or the landing gear openings. You can also use a section of anti-bird spike strip and fashion a piece that sits on top of the tail. (See photo). When parked, the prop can be kept vertical and then cover the top spinner opening. Check for ice in the spinner if temperatures are freezing. Don't allow the slightest bit of rust. At every single annual, make sure the entire aircraft is well-coated inside with zinc chromate or one of the newer compounds. If hail is forecast, pay to store the aircraft in a hangar overnight. BTW a hangar is a godsend but if you can't afford it, a tiedown won't destroy your aircraft if you take steps such as those outlined above.

If you read several of the ADs and service bulletins related to these limitations, the main concern is not for short term usage but for continuous operation in the limited range. These ADs and bulletins talk about making sure the tachometer is calibrated correctly to avoid cruising in the restricted range. Like rags and you, there is no way I can fly an approach without being in the limited zone. I have always taken this restriction to mean not to fly a long flight sitting in the restricted zone. Sent from my iPad using Tapatalk Pro

the landing and taxi light plexi do collect ice in moderate icing conditions....use of the older GE icandscent doesnt seem to work well for melting off ice.....that portion is usually last to break off...maybe from fluid spread or changing alitude and temp..im not sure...but i landed at st george utah with a 2 or 3 in bulge over the light that my wife walked over and slapped it off....

Just read the SkyOx website. Marketing haha. They advertise the lack of individual settings and flows as avoiding bulking flow meters. It’s about the size of a golf pencil so if that’s bulky maybe you’d agree.

Well not quite correct There is a difference between making a "minor alteration"( the correct wording) and using "unapproved parts" You may not be aware of the intricacies in the definitions and legality of various maintenance signoffs. An A&P technically has to adhere to the "approved parts" standard when making "Minor Alterations" Can't fasten a part ( or appliance in FAA speak) using hardware store stove bolts and call it an "approved minor alteration" because the bolts do not conform to any airworthiness standard like AN bolt and nut would. Can't replace the battery solenoid with a Ford Pinto one and call it a "Minor Alteration" All the pieces and parts have to have some authorization for installation on a certified airplane. AN A&P can sign off a "minor alteration" using approved parts (nuts, bolts, light bulbs, switches rivits, etc etc). He can't make unapproved parts , with the stroke of a pen, into approved parts. Two different animals. See "Definitions" from the FAA Even using the "Owner designed part" course the part HAS TO conform to some sort of approved design or process. Likewise an A&P IA can not magically sign something off as Airworthy" just because he "thinks" it looks good' He has to reference something showing that it is APPROVED for installation. That is why IAs go to school every year to relearn what is approved and Where to find the approvals to be signed off. Anything else needs a DER sign off. Now what actually happens in the field with some IAs may be a different matter. People will be people, legal may not enter the discussion all the time. The only time things might be discovered if there is an accident or FAA investigation and if you have never been privilaged to either be involved in one of those or watch one you have no idea the detail and regulations they bring to the fore. Trust me you don't want to be on the receiving end of a real investigation. You might search here for a Mooney owner who had a surprise ramp check when he wasn't around and the FAA grounded his airplane for "dents" in the leading edge and areas of surface corrosion saying that they needed to fixed before he could fly again. Some IA signed off on the last annual saying the airplane was "Airworthy" with the dents in the wing (making a determination that it was "airworthy") with no back up data available. IAs can't just make that type determination . Don't know if the guy ever fixed the airplane or sold it for scrap. In the Big Iron world we have "dent" books that list just about every type of dent imaginable and dimensions for same, anything bigger is a no go. We don't have that for Mooneys so any dent "can:" get you grounded if an Inspector wants to push it. IAs don't have the power to just say its an "airworthy dent" without reference to some legal document. SO if you are an A&P and think you have the ability to just make something "airworthy" without a reference back to approved parts you might just want to think again. Sorry but this argument had been going on for years here on MS. The answer has always been the same. Education will set you free! Now back to our regularly scheduled program

Some FIKI people leave one incandescent bulb on each side and put in one led bulb on each side. They have some heat for ice melting in that area plus that always have one reliable light to land when the incandescent burns out.

I have a Bose A20 and a Lightspeed Zulu 3. The Bose was very slightly quieter in the Beaver (which is VERY loud) but I can't tell much difference in the Mooney. I really like the cord on the Zulu -- very flexible and very light. Skip

Tough situation. Did you have a pulse ox? Not knowing what was going on and having those acute symptoms I’d probably try to get on the ground sooner rather than later. Who knows if it’s a virus, hypoxia, heart attack or CO poisoning while you’re in the air. Did the virus have a name? There’s been a lot of nasty RSV going around.

Pompano has two good shops. Aircraft Specialty Services (Ameer Mohammed) is one, and Aero Diesel is also good (Chris Barcenas). Both have Mooney experience. Chris used to work at Premier. No need to go to Premier.

I agree…… calling you pregnant wife wasn’t very wise….

As fast as they are, Mooneys won't even make book speed with gear and TO flaps

If that is the “stupidest” thing you’ve done in a plane, you are way ahead of the curve. Years ago a friend of mine and I took off in a Cessna 150 on a time building cross country. Long story short, forecasted weather that we both thought would be “ok” ended up not being ok. We landed about 90 miles from home and had to have my 7 month pregnant wife come pick us up. That was a long ride home. Sent from my iPhone using Tapatalk

Hitting the On button instead of the ALT button on my transponder. I was convinced ATC had a problem since it had worked fine the day before. I grade myself too; every flight.