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So who creates the bigger hazard here, somebody who was choosing to fly a Nordo aircraft or somebody who enters a leg of the pattern? As far as I know, there’s really no reason not to have some kind of COM radio. That’s not justification for creating imminent collision hazard. And furthermore, even if you did enter the pattern on the 45 you can still cut off his downwind or run him over in the pattern. It doesn’t mitigate the imminent risk created by an aircraft that doesn’t have a radio.

Maybe this is a geography thing, but out west, taking off with a tailwind is very common when it comes with a steep downhill gradient. So is landing uphill with a tail wind.

I believe the runway you just exited is highly relevant to listeners especially if there are multiple runways. If I’m holding short to depart and can’t see down the runway for whatever reason, I want to know when landing traffic is clear of the runway I’m going to use. I also like consistency in procedures when possible so I use the same phraseology even if there is only one runway. I just don’t see why the great angst over, “Mooney xx, clear 18”

Interesting discussion. These days I try to behave to some degree by AIM guidance but more so by what I myself find useful and courteous from others. My related two cents: (1) I say "clear all runways" after landing because I find it useful when others do similar. Entering and exiting a runway generally seems worthy of announcement to any other traffic that may be landing or waiting to depart. I only mention runway number when departing or when crossing a runway during taxi. Saying "the active" seems unhelpful. (2) Despite what the AIM says, I think announcing tail numbers on CTAF is mostly useless; by contrast, I find knowing the general aircraft characteristics useful (e.g. Citation vs. Mooney vs. 172 vs. Cub) so I always announce that. If there are multiple aircrafts of the same type around, one might use additional identifiers e.g. "second Mooney," "blue and white Mooney," or "10mi straight in Cirrus Prick" . At a busy nontowered field, I want to hear something that's easier to keep straight than a full tail number! (3) My first call when approaching a desolate, radio-silent field where I'm lined up with the runway is something like " Blah Blah traffic, Mooney 10 mi east, landing straight in rwy 27 IF there's no one's near the pattern at Blah Blah" I'm not asking anyone to make additional calls specifically on my behalf (like the despicable "traffic in the area please advise" ) , but if there's someone in the pattern not making position reports, it's a nudge to start so I can consider a standard pattern entry (4) @midlifeflyer's responses to "any traffic in the area" (It’s bumper to. bumper on Route 1) and "last call" (two bud lights please) should be codified as favored phraseology in the AIM, and I will use them going forward. (5) My opinions on (1) (2)& (3) can be altered by reasoning and evidence. However, it is a fundamental and unalienable truth there are only two kinds of pilots on earth: those who say "meow," "let's go Brandon," "hawk tuah," or similar on 121.5, and those who do not

Who's offended? I am trying to tell a vendor what changes will make me buy their product and the reasons I am not buying it now. They can listen and maybe sell more. Or not pay attention and lose some customers. They don't have a Henry Ford product where only black is sellable.

I have access to three vintage Mooney cockpits that, I believe, would make awesome simulators housings. Also have access to other pieces of wings and tail feathers that would be cool for man cave bars and such. I’ll get some pictures soon.

My old doghouse cover is on its last legs. No amount of RTV or aluminum tape was saving it. Grabbed a sheet of aluminum and fabbed up a replacement. It’s a bit rough still and I’ll probably redo it in a thicker plate, or add some doublers for reinforcement, but there is far less gaps to let air escape. The thinner sheet does conform better however. Before: After:

Straight in final, or a left 45° pattern, midfield entry, or a base entry, or a midfield Crosswind entry to turn downwind are all standard pattern entries. On one hand, we want to hold the guy with no radio that could buy a handheld and plug it into his headset is perfectly legal to be there, but at the same time we can’t hold that anybody who makes turns to the left in the vicinity of the airport is somehow being a cowboy and being nonstandard. I’m here to argue the less time you spend maneuvering in the airport area and the less miles you fly in that vicinity below 1200 feet is also less chance you have of crashing into somebody because you’re not flying over the airport 500 feet above, (which is also the same TPA as a turbine airplane, by the way,) and then making a right turn in the vicinity of the airport to then line up for a 45° downwind or overrun them because the speeds are incompatible. A straight in final is 3 miles in the airport environment. A 90 midfield left turn to downwind is also about 2.5 miles or so. Crossing midfield to fly 2 miles out and then descend and join the downwind is something like 7 or maybe 8 miles. Consider taking a look at it from that angle.

I still don’t understand on the persistence of calling it anything but the runway number you’d been calling it all throughout the pattern. To make a point, suppose I landed at KCHD when the tower is closed, I would announce as follows: “Chandler traffic, Mooney N123 clear of 22 left at Lima, taxiing across 22 right Chandler.” ”Chandler traffic, Mooney N123 clear of 22 right at Lima, taxiing Alpha Mike to the pump, Chandler”

That might be misunderstood to mean that all runways are clear, when they might not be.

I find that people that flying large patterns in slower aircraft are more annoying than what they say on the radio. We are all up there to get safely on the ground as long as meanings are conveyed it's all good. What is really interesting the super long radio transmission but they still don't convey meaning. I just ask. Had this happen recently, guy was saying everything but his intentions about the pattern. I think this is caused because everybody thinks they are watching their screens with ADSB. Ended up "Tell me what you are going to do when you get to the airport?" Also I will call my number in the pattern. "Cool I will be number 2 behind the Cessna"

FINALLY. This the point of why that call is incorrect. Clear of the runway (if there is only one piece of pavement or landing surface) or Clear of XX both are reasonable

The battery must have 80% of its rated capacity or it’s not airworthy. We capacity test every one of them and we throw a few of them out every year. So take whatever 33 is times 80% is (26.4Ah) and that’s what you really have and it still a hell of a lot more than a 35 series compatible EarthX. One more point, the capacity test cuts off at 10V. So you’re guaranteed to run two hours with a 13A power draw with a marginally passing battery.

So, no GTN 750, G5s, sloped windshield, or sabremech cowl mod?

Uncontrolled airports pose special hazards to jet traffic for lots of reasons. Basically jets and slower props are incompatible, but following the AIM can add to the complexity of mixed traffic. In all reality, a jet doing a straight in can be advantageous...for everyone. Jets fly wider and faster patterns and generally are a pain for everyone else to keep track of. The bizjets I flew had limited out-the-widow view when turning. Then jets are supposed to fly a pattern 500' above the slower traffic and descend through the prop traffic. Guess how the visibility is under the nose of that jet as it slows to approach speed is as it descends! I hear stories about arrogant jet pilots pushing the little guys around, but I've never seen it. We were always terrified of a midair, and would fly miles out of our way to make sure Mr. Moneybags in the back had a safe and comfortable ride. We always appreciated when other pilots volunteered to let us fly straight-ins to minimize maneuvering and reduce our time in the pattern. If you were one of those pilots....thank you. Thank you, very much!

At my home base someone usually points out, “wind is favoring Xx now..” People turn around.

My son and I just started the journey of updating the panel on my 1970 C! I'm super excited to do this with him as he has been working for the last 18 months at my local airport as an apprentice to gain his A&P cert. We're both going to learn a lot. His boss, the local IA, has agreed to oversee, and sign off on the project. Going in: Dual G5's GNC255A GMA345 GI106A (backup-only for Nav2) JPI900 Cies fuel senders Aera 760 Going Out: Vac system Century HSI Intercom Original Engine gauges KI214 KX175B The KX165, the STEC30 and the GNX375 will stay. The pics will give you all an idea of where the panel was, where it's at, and where it's headed. This is the progress we made just this past weekend. Best, Tcal

Most MSers are probably familiar with the M20 that I picked up. It was listed here as a Free M20A in southeastern Wi. It ended up not being an A model but a straight 0-320 powered M20. I thought I would start a separate new thread to share bringing it back to airworthy. I’ll update this thread as I do the “ inspect and repair as necessary”, or IRAN. This will be probably a year long process to get it flying as my full time job is quite busy and I commute 5 hours home on weekends from Southeastern Wi. My plan is to get it flying, fly it a bit and then sell it. As much as I’d like to keep it long term, it’s just too expensive and I’m not willing to spend that kind of money when I’m done working full time in a year and a half. I’ll start updating this thread from the beginning to where the project is today. Thanks, David

Apparently it worked the first time...there's an oddball filename that appears at the end that looks like it was intended to be another pic. Looks good, anyway! Nicely done.

depends on length of the runway, on a 2000ft runway, NOT MUCH AT ALL, my home 7000ft runway, shrug hurricane might be the limit I"ve landed her at a big class b with something like 8 kts tailwind, she still was down on less than 1000ft

Nothing. But when you call someone out for being anti-regulation and accuse them of not knowing or forgetting or disregarding rules, don't you think it's a good idea to be accurate in your use of references? Or, to use your words, do you just "pick and choose."

Tower at KFXE changed my landing clearance from 27 to 31, which " better aligned with the wind." So 31 is 4000 feet long, I probably floated 2500' or more, struggling to keep the tail behind me instead of coming around to the left. I finally touched down left of center, and exited after crossing 9/27. The next plane landed on 13. Being my second tailwind landing, I recognized what was happening when it was too late to correct, and will bot let it go that far along again. It's now pretty standard to compare my Airspeed Indicator against GPS Ground Speed to make sure I'm going the right way. The whole feel is wrong. Directional control is all jacked up. Float is extended. Just an unhappy Mooney experience. No thank you . . . .

Just saw this pop up on FB. https://www.facebook.com/groups/218676792817854/permalink/1058669278818597/?

By that logic, just announce that your downwind, base, and final to the big black runway with white lines that you're not presently on lest you confuse someone

I think some people are lying about not giving a Meow. Too may airline pilots here to not have a SINGLE ONE.

I changed it to say "Clear of Runway" just to annoy the nit pickers. It's just a nicety to give to the other people like me that keep a tight pattern and don't fly 747 patterns in a SEL.

Fow what it is worth, I installed the co-pilot brakes in my plane when I did the rebuild. Bill Whaet pointed me to a schematic that Mooney had that did not have a shuttle valve. I used that arrangement. He advised against the shuttle valve. You might look at a different configuration of the hydraulic lines. I have had no problem at all with the configuration he recommended. John Breda

While we're at it looking at AC 90-66B, it actually specifies the word "active" as unapproved. Also "any traffic please advise" is strictly forbidden:

Apparently you misunderstood ""Red and white Mooney 9876Z," to mean "Red and while Mooney" without the callsign. And why are you shortening that tail number? Have you forgotten or disregarded how the guidance uses the entire callsign? And how the AIM discusses abbreviated call signs only when ATC uses it first?

Here, let me try. I'll even use the current version of the AC you apparently never heard of or forgotten

In almost 34 years of flying not avoiding uncontrolled airports, I have not found any of that to be true.

There’s a lot of value to that even with ADS-B displaying tail numbers.

Oh, good. All these years of staying mum on CTAF I was ok. Figured anything I said was stepped on by all the other jabbering, anyway.

That push button starter reminds me of some of the 50’s cars my Dad had when I was a kid - some were on the floorboard! -Don

I didn't answer #3 because there is a BIG difference if I've already turned Base or I just entered the DW. Odds are if I'm on Base I'm going to speak up and say I'm already on Base (even though I would have called that when I was making the turn). And I'm sure not going to turn back toward DW in case they really are not lined up with the Extended Centerline. If I'm just entering on the 45 or already in the DW, it's a judgement call. Now days you can see most planes on ADS-B, so I might tell them it looks like I'm closer and am continuing in. Or they could be closer and I'd tell them I'll extend a bit and follow them in. Obviously, in no situation am I going to puff up my chest and get right in front of them BECAUSE I CAN!! Though if they do really cut in, I may take a pic of the N# when I get on the ground. It might just make them wonder who I as going to send it to. (Hmmm... and I wonder if I have a recording of the radio calls....)

Yup. Even on a towered field you can wind up with a tailwind until it gets sufficient to warrant the tower changing runways. Flying out of one of the busiest GA airports in the country, they don't change the runway until it reaches the limit that they're allowed if the pattern is full, which is usually. When it starts to get close they'll just start making reading off the wind direction and velocity as part of their normal chatter, maybe every other landing clearance or something. It's a good clue to start paying attention when they start reading off the wind regularly unsolicited. At an untowered airport, you don't get any of that, and if it's busy it may be difficult to herd the cats to go a different direction if the wind changes.

Both. I owned the SR22 almost 20 years ago. Insurance at the time was very high. There were many accidents then and lots of insurance payouts. And that airplane was a G1. The G2 I have now is much improved in many areas including maintenance. The G1 was immature, the G2 much improved. I really didn't care for the G1 but I really like the G2. About 15 years ago Cirrus got serious about training and the claims dropped significantly and have remained low. Today if you buy a used Cirrus, from anyone, a dealer, or a private party, Cirrus pays for three full days of transition training, called Embark. They also provide an excellent, and free, ground school called Cirrus Apporach for your transition training. My insurance for the Cirrus today for a $200,000 hull is $2,400. That is with zero make and model and with my SR22 time almost 20 years ago which they didn't consider, I was told. What would the insurance premium be today for a $200,000 Mooney with zero make and model time?

In my opinion, especially as your wanting to sell, I would do NO mods. I think your best chance of getting a good price is to someone that wants a Vintage Mooney, and those types will pay more for unmodified AKA “unmolested” aircraft. Maybe some old guy with money that would love to have his old Mooney back. Me for example I would love to have my 1971 Westfalia camper again, just can’t bring myself to part with the 40K a good one costs. I think I sold it in about 1985 for two or three K, now it would be worth 40K. I may as I get older part with the likely 50K one would cost then, I’ve missed the thing ever since I sold it. Just like old cars modifications or improvements usually decrease the value of the car.

While I agree with @Fritz1's approach, it doesn't do a whole lot for taking a trip. Sure, it tells me that i can make the trip out tomorrow, but doesn't do much for advising on the trip back several days later. So I'm driving today in beautiful VFR weather, because SC is gonna be stormy on Monday and tough to get across. Plus I don't really want to load the plane in heavy rain to fly back . .

Radio congestion permitting, I have some standard replies. Any traffic in the area please advise? “It’s bumper to bumper on Route 1.” Last call. ”Two Bud Lights.”

Okay, I’ll bite. Who “approves” radio calls?

"Any traffic in the area please advise" is the worst, I die a little inside every time I hear it. Can you not listen to the calls like everyone else? I never understood this call, is it people looking to do straight ins because they can't take the extra few minutes to fly a standard pattern?

Chasing away vendors from Mooneyspace is not a great idea. When Trio Autopilots came on here a few years ago looking for their next project and got chased away, instead of starting on the Mooney for their next certified project they decided to start on the Grumman AA5B and got it done.

If you fit in a 172, you'll fit in a Mooney (and find a ton more fun and utility in flying the latter). The seating position is just different - think kitchen table vs. sports car. It's not an ideal plane for getting a PPL - it certainly can be done in one if you find a competent instructor who is willing to give you primary training in it, but the added complexity will slow down your progress.

This is awesome, David. 6 hours to disassemble all by yourself???!!! I'm really impressed. FWIW, my own plane almost suffered this fate. I was given a notice on October 31, 2022, that Washington Executive (Hyde Field/W32) was closing and all aircraft needed to be removed by the end of November. Thirty days was not much time to get a ferry permit, an aviation medical (which I failed - hence no BFR, no ticket), then trying to find a Mooney-rated ferry pilot with DC3 FRZ clearance approval. We did get her moved about 4 days before closing. It was pandemonium on the field and I saw 3 aircraft in various states of disassembly to be trucked out of there. Interesting to see how a Mooney comes apart! Looking forward to your progress and seeing '06 Bravo take to the skies again!

It may not be a perfect solution but it looks like they have thought through some of things: "The AvSax can minimize that danger in seconds with its unique use of water. Simply pour at least two liters of water into an AvSax and then drop the burning device into the bag. The water activates the polymer gel inside the bag, causing it to expand around the device. Should the device continue venting, the AvSax is tough enough to absorb the explosive force. In short, the AvSax cools the batteries in the device, reducing the likelihood of the battery catching fire but if it does go into thermal runaway it is all contained within the bag. Includes bag and protective gloves for handling the overheating device. Measures 19” x 7” x 2” packed; weighs 4 lbs."

Good idea. I would advertise locally for partners in the meantime if you are looking to defray costs. You’ll be at a better position once the new rebuild has some proven time on it. Sorry you got hosed by that first shop. That really sucks.

You might use Jimmy's price guide as well as vref; I found his to be very thorough. If you don't have a copy I think he'll send you one since you are an owner.

I've not yet been to Triple Tree, but only because of schedule conflicts or weather. I do visit other grass strips in my C, and know of other Cs that are, or have been, based at grass strips. If it's in good shape, it's not a problem. Taxiing and parking in GAC at the approach end of 9 for Sun n Fun wasn't a problem. If you're curious what a C is capable of in the right hands, search YouTube for "piperpainter" and his red C, flying into backcountry strips with his tailwheel friends. Myself, I'm not that capable. There's 10" of prop clearance, and I doubt the nose wheel shock discs will compress much over 1/2" unless you really slam it down. Just watch out for pot holes . . .