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Hi Folks. For clarity, the Mooney factory didn't perform the annual on the aircraft that was lost. In any event, our focus right now is keeping the friends and family of those who were lost in our thoughts and prayers and allowing the NTSB to do their work. Kind regards, Jonny

If anyone has the surviving spouses contact info, please forward it to me. Also, if anyone knows the surviving spouse info for : 12/31/21 N6796N Arizona City, Az Randy K. Donnarumma or 6/10/22 N305L Rocket Camarillo, CA Dr. Jacob We would greatly appreciate that info. In doing this since 2014, I have noticed a trend, and it confirms what the FAA has said about those that attend safety events and seminars. While not making general assumptions about pilot error, it only stands to reason that while we gladly spend 3K on our panel for additional safety and skimp on the most important system of the plane, the pilot, our accident and incident record could more reflect that of military and commercial if we trained more rigorously and effectively. /soapbox mode off

In my observation the vast majority of content in any of the accident threads here (or just about anywhere) are speculation. I think that's okay because it gets people thinking about potential issues and how to handle similar situations, etc. If we're gonna have speculation police it's gonna cut the traffic way, way down. Or we can just recognize that this is, in fact, the internet, and anything posted here or anywhere else therein should be treated as such.

I flew to Kerrville last October in hopes of solving an issue I had been having for over 2 years. I discussed going down there with my local MSC and they thought it was a good idea. The Service Center at Mooney in Kerrville found the problem almost immediately because the issue was related to a solved problem of 30 years ago and the mechanic remembered the problem, since he had been there during that period of time. My excellent local MSC was happy I went down there, learned something from my trip, and were the ones to ultimately implement the fix with parts Mooney still had in inventory. Mike Kneeze and his crew were outstanding, and I highly recommend them.

For new business on a personal aircraft policy, this is basically correct. The carriers quote new business at the same pricing. Every now and then we'll win out on new business because a competing quote just gave the instantly-available quotes over the phone rather than waiting to make sure all the responses came back. We have a pretty good idea which companies will be most competitive for certain aircraft & pilot combinations so we know if there might be a straggler quote that can win. Regarding renewals, some carriers will work with us on premium if their renewal quote is too high compared to the rest of the market. Commercial & corporate accounts, on the other hand, take a lot more negotiating and sometimes even aviation expertise. Our flight school, charter, and repair station accounts really rely on good brokering. Especially in this market...

Very much depends on the year of the box in front of your J-bar… Some got carpet, others got plastic… Either way… slamming the Jbar between your favorite forgotten beverages could be surprising… I usually get a reminder that the beverage cart will be coming through the cabin to pick up any unused beverages…. This will be the time to fold up the cup holders…. PP attempted humor only… Best regards, -a-

When I first started flying, there were still a lot of WWII pilots hanging around the airport lounge. I asked a fighter pilot what they did if they encountered thunder storms. He said to put your pencil in your mouth so you don’t chip your teeth.

Totally untrue- blatant lie. I live 13 miles from the factory. I've been in the factory service center every week for the past month. The airplane wasn't there.

On the post previous to yours Jonny, CEO of Mooney, cleared up that the Mooney Factory Service Center did not annual this airplane. I'm sure that the NTSB will interview everyone involved and at some point we'll all know. Besides Dugosh there are many other independent mechanics that work on Mooneys in this area as well.

And all over the whole country you can make an M20J sustain level flight at about 15 inches of manifold pressure. You’re not getting anywhere very fast, but you’re still flying. Here’s a quote from the POH at 12,000 feet there’s still 5 inches available there. Now just depends on the exact model airplane you have whether it’s turbo charged and where you live but for a large part of the country it’s doable.

plenty of them lying around - and free for anyone here whether you're a client or not!

In theory yes. But in practice, Parker goes to bat for his customers and may on occasion do better than some of the others.

Correct me if I’m wrong, but there’s only really 2 possible “rates”… Avemco does their own thing and you have to call them, or any insurance broker gets you a quote from the remaining 2(?) aviation insurers? So i use Airspeed because Parker has excellent service, but the “rate” he gets me should be exactly the same as AOPA, Hardy, or Joe’s Dirt Cheap Insurance (i made that one up). So you got Avemco or the brokers, 2 rates, no?

Some bumps in the road must cause some people to bounce off the cabin ceiling… Be sure to know how tight your lap belt is and how far from the ceiling your head is…. Bouncing off the ceiling may come as a surprise the first time… PP thoughts only, -a-

Best first investment is a primary engine monitor. Allows you to get rid of a bunch of gauges and hard-to-read tiny little easy-to-ignore meters that live down by your co-pilots left knee-cap. Keeps flammables outside the firewall. Allows you do diagnose power problems and actually warns you when something is wrong. 4AMUs+install. Add a WAAS GPS. Add a Appareo ADS-B out transponder if you don't have that capability. If you pay full install, you have spent 20 AMU's and have the beginning of a very capable "modern" airplane. If you have good hand skills and can work with your A&P, you can do most of the labor on the engine monitor install. Maybe you'll have some funds left over to start thinking about an autopilot. We've gone Brittain, 3-axis, old-school, low tech, vacuum driven that requires friends in the know to maintain. But it cost 20% what a "modern" autopilot would cost. I've run the value calculations, & to me putting G5's in a C isn't particularly wise if you have a capable GPS from a financial standpoint. Unless you just hate steam gauges, a six-pack is still a powerful thing, and backup AHRS is not very expensive.

Problem was I got delayed at kilg for the TFR to clear which put me in the afternoon. My first deviation was a decision the controller said going to the right there was a gap a few miles wide and going west I’d have about 30 miles then the line opened up, this didn’t occur, the clouds were rising fast and developing quickly. After a few hand offs I was toldI could get over at 13000, ok put on O2and go. After reaching altitude I began to pick up mixed ice quickly turned south descending then westerly. Each decision appeared plausible but failed, being a conservative older guy my decisions continued stayed rather safe. I lost an hour I’d have been on the ground longer than that, we arrived safe and sound. The point being weather changes quickly in the summer stay attuned as much as possible. what would I do different looking back. Depart at 15-17000 Don my mask and go direct with out many if any issues. My wife doesn’t like oxygen which was apart of the decision, she’d wear it if I let her know it’s the only way.

EI has fantastic customer service… If you are fortunate… 1) Select the engine monitor that best fits your needs…. EI has a few really good ones…. important to know primary vs. non-primary, for replacing existing gauges… 2) Purchase from the right seller…. Avionics Resource, Chase and Brian are really helpful… 3) Get installed properly… Tri-city Aero, and Clarence really know the details… These three resources are consummate MSers… PP thoughts only… Best regards, -a-

Let us know if we can help www.airspeedinsurance.com 214-295-5055 parker@airspeedinsurance.com

Why are you using the highest EGT? That does not necessarily mean the leanest. Use the cylinder that peaks first for ROP engine settings. That may or may not be the hottest EGT.

Not an annual yet for me, but they do great work. Mike Kneese is a great Mooney IA, and an incredible human being. Call me crazy but something tells me that if you did happen to need a Mooney manufactured part during your annual that's not in stock, you might get it quicker at the Factory Service Center, since on the other side of that North wall is where they make the parts.. They have gone from 15 to 30 employees in the past few months, including re-hiring an Avionics tech, Jeff, that's outstanding.

No surprises that Mooney pilots travel with cheap luggage! I prefer backpacks and duffel bags. No hard luggage because of the shape of baggage compartment and baggage door. Duffel bags can mush to shape unlike those roller cases. Plus, when we travel by plane we can leave some of our stuff in the plane and only take what we need for that night or segment.

I've been using an Ebags carryon with backpack straps for years for use in both my plane and the airlines. Since it doesn't have wheels, a ton of space is freed up for your stuff. Plus it has a lifetime warranty. Here's the one I have and highly recommend: https://www.ebags.com/backpacks-bags/travel-backpacks/mother-lode-travel-backpack/117754XXXX.html?dwvar_117754XXXX_color=Garnet&cgidmaster=backpacks-bags

You can find a lycoming recommendation “for maximum engine longevity” to cruise below 75% power. Which also would allow leaning per the poh, and the key numbers work there as well. It all kind of comes together at 75% power or less. However, if you’re racing and don’t care about ff or longevity, perhaps greater than 75% power becomes a better cruise option.

I totally agree. I often do the "what if" thought process as I read these various scenarios and think it should be part of everyone's personal training. I once had a little smell of smoke in the cockpit and on first glace of the instruments everything was right where it should be. And, as other's have said, I did that "I can make it home" for about a half second as I was still circling the panel. In that second or two it took to come back around to the JPI I had no #5 cylinder. At that point it was a no brainer and advised JFK I was landing. So I'm all for thinking through the options while being an armchair coach so you don't START thinking about it when it's too late... (And I've now posted this on the Internet, so it must be true! )

Aviation insurance Resources (AIR) gave me the best rate when we bought our E. We dealt with Tracy martin there

It wasn’t prepared properly to begin with

Another happy customer with @Parker_Woodruff’s Airspeed Insurance. Great personalized service.

At Anthony's request, Relay circled in orange below. I'll provide a better pic next time I get a lift to the airport... Best view of the Southern Head of the island is from a Mooney: Spectacular scenery while hiking (but my photography doesn't do it justice) ...and more pics here: https://www.dropbox.com/sh/izx669adrvahvtk/AAAU5E4NrVlVw_QHwmS0ZnJDa?dl=0

Mike’s testing the humor button… 90psi directly connected to an air wrench… Should be able to twist the oil filter into a knot after it gets snugged down…. PP thoughts only… -a-

Equipment list? We don't need no stinking equipment list!

so with the Mooney E models. Something like MP, Fuel pressure, Oil temp, oil pressure, and amps would need to be your 5 primary displays since those are what the factory gauges have correct? Would nonprimary at that point be fuel levels for the left and right tanks and then any other extra features? It doesnt seem to me like the CGR could be a buy one replace all type gauge but maybe im missing or overlooking something. Ive been trying to decide that engine monitor i go with for the next upgrade as well.

This is one of my pet peeves as an instructor. That mnemonic may help you memorize 91.205(b) for a written test (which only covers day VFR, flight by the way). But in the real world it's useless, because required equipment is governed by a lot more than just 91.205. Fully understanding the required equipment for a particular airplane requires understanding the Type Certificate for the aircraft, the AFM/POH/placards, and - the one that's most likely to be missed - the Airplane Flight Manual Supplements for any STC'd equipment installed in the airplane. Any of these things can legally require equipment beyond 91.205. Other answers in this thread are good - directing the OP to the Type Certificate, POH, etc. I don't own an Encore, so I won't opine on whether the 2nd alternator must be working. But for any aircraft owner casually reading this thread... TOMATO FLAMES is not a useful mnemonic, and you shouldn't feel obligated to memorize what it supposedly represents. Required equipment is something you look up on the ground, so there's no need to memorize it; and the requirements are codified in more than just 91.205.

having owned and installed JPI and EI, and having sold a pile of both, they each have pros and cons. EI is a much better co to deal with, JPI installs easier, and i prefer the interface slightly. But if not cutting a new panel, the EI looks better, and is still a primary unit.

Actually, simple green for Aircraft destroys the paint. I know this because we used to wash with it regularly and soon after the paint began to chip and flake and peel off because it was basically dried out, looking at the situation carefully, it takes the plasticizers out of the paint and it basically destroys it. I should’ve gotten the message whenever I was washing the belly and the stuff ran down to my armpit and caused a infuriatingly painful red rash there.

It takes a 1" wrench, so you can make it snug!

message me. we sell both, and ive owned both. can speak about pros and cons of each. Bryan

Agreed, my 1989 TLS Bravo had less than 2000 hrs on the frame Since new. After MOH, running like a champ and I have a great plane that gets me back and forth from Tucson to Baton Rouge fast and efficiently.

?????

This is the hard line moodychief references. Mine was also cracked and broke when I removed it. It did not leak and there was zero fuel smell in the cockpit. I would have suggested checking the line to the OP, but my symptoms were more than low fuel pressure. I had wild fluctuations in both pressure and fuel flow, yet the FP-5 total-used matched within a few tenths at the fuel island. It broke at the elbow in the footwell that passes through the firewall. I suspect that failure to use a backup wrench when tightening flared fitting on the hose to the mechanical fuel pump was a contributor, if not the cause.

@Parker_Woodruff is our local insurance guy. I've been using him for 4 or 5 years now, I think.

Thanks, Carusoam!

Check for a sticking valve on 2.

Hope you don't find this discouraging, but without a competent and comprehensive PPI, "free" might be too much to pay for an airplane.

Thank you!

You guys ever use yours for real? I found that the amount of power reduction to get down from altitude and to fly an approach was pretty dramatic. I couldn’t wait to replace mine with an electronic version. I also wondered what would happen if the vacuum pump detonated and partially plugged things up.

It's not as if the planes would be zero timed. Not sure how installing a new interior would reset the liability clock.

GNX375, a PMA450B, and a G5 hsi. If you can swing it, 2 G5s.

Even if you like your current broker I would give Parker a call. He is straightforward, honest, and a pleasure to deal with. I checked in with him for my 2019 renewal and he advised me to just stay with my current broker. I checked in again for my 2020 renewal and switched over to Parker and Airspeed Insurance.

It's basically a pressure pot and a filter and some lines. I haven't seen it here but on other forums. https://www.amazon.com/gp/product/B0045LQSG0/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 https://www.amazon.com/gp/product/B0030ZD7MU/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 https://www.amazon.com/gp/product/B004O3OP2S/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 https://www.amazon.com/gp/product/B0092KWBY2/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 (you might need 3/16") https://www.harborfreight.com/welding-cart-61316.html https://www.harborfreight.com/2-1-2-half-gallon-pressure-paint-tank-66839.html To hookup to your panel you will need to get a couple of TKS olives (aluminum) and nuts from your SC. The braided stainless steel tube and the misc brass hardware coming out the other end of the filter are from a local hardware. I just took it in and bought what was neccessary to do the final connections. I will have to grab some photos of the brass tee on the other side. Of course you will need an air compressor to supply the pressure can.