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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.

Driving back from my Delaware house, we stopped off at KEVY Summit Airport, Middletown, DE, to check hope-against-hope that they might have an open hangar for rent (no, sigh...). This is the airport I actually grew up with, my father keeping planes there 60 years ago. What they did have was a small collection of Flying Tigers artifacts that I'm posting here for your interest. From Wikipedia https://en.wikipedia.org/wiki/Flying_Tigers The First American Volunteer Group (AVG) of the Republic of China Air Force, nicknamed the Flying Tigers, was formed to help oppose the Japanese invasion of China. Operating in 1941–1942, it was composed of pilots from the United States Army Air Corps (USAAC), Navy (USN), and Marine Corps (USMC), and was commanded by Claire Lee Chennault. Their Curtiss P-40B Warhawk aircraft, marked with Chinese colors, flew under American control. Recruited under President Franklin Roosevelt's authority before Pearl Harbor, their mission was to bomb Japan and defend the Republic of China, but many delays meant the AVG first flew in combat after the US and Japan declared war. Not sure it's worth a detour if you're in the area, but fun to see when it was unexpected.

One time, I was going into Starkville, MS in a 757. The F/O asked if I wanted to do straight in. I said, "Let's do this right and by the book" and I entered a 45 and flew a full pattern. I ended up clearing every airplane out of the pattern due to wake turbulence fears. It would have been better to do a straight in for all the airplanes in the pattern, less change of a wake encounter for them and quicker for me.

That works provided you are the only red and white Mooney in the pattern. IMHO announcing tail numbers is useful reconciling ADSB traffic on the screen. The FAA AC 90-66C recommends announcing aircraft type and tail numbers, with paint scheme being optional.

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

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 . . . .

Unlikely broken. More likely the the cable either needs to be lubricated or is not properly secured causing the cable to “bow” rather than move the indicator. Imagine if you ran derailleur and brake cables on a bicycle without securing the cable housing to the frame? You need to ensure that cable movement at one end of the housing translates to equal movement at the other end of the housing. Also, ensure the cable is not slipping at its attach point at the jack screw or at the indicator. I would start at whatever side is easiest to access.

I tried using it for writing down clearances, atis and such but i find paper more convenient. while i do use it a bit for flight planning, its real purpose seems to be making me spend more money when it gets lost.

I find that one useful as well, and also stopped using "active" and just substitute "runway". It does make it better, I think.

The Mooney service manual has a specific method for adjusting the indicator. It is definitely not “find your favorite setting and adjust the indicator to match”. Too much chance of damaging the indicator if it’s set outside design travel limits.

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:

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

Wow! That's a heck of a leap! I'm aware of the rules and the guidance. I didn't say or even intimate that the call sign should not be used. Just that there is value in using type and color in a pattern where the whole idea is to visually identify traffic. Ever try to read a tail number from 3 miles? Adding brief identifying features doesn't in any way, shape, or form require excluding the N-Number. I don't know why you are so vehemently against "Red and white Mooney 9876Z, left downwind..." Besides, type and color have limitations too. "White Diamond" is meaningless in a pattern full of them. That's true of a lot of Cirrus and late model Cessnas too. And you can't tell a blue pinstripe from a red one at any air to air distance unless you are flying formation. ADS-B? I have a friend whose airplane is in the PIA program. For ADS-B purposes, it broadcasts an N-Number that is not associated with the airplane. So which one to use in the pattern? What good is "Cessna 1234A left downwind" if, even if you could read the number it's different than what you see on the traffic display?

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

At the time I was flying every day. I flew about 800 hours that year. I was going there to work on equipment at the Frontier Airlines ticket counter. I told the station manager how inconsiderate and unsafe his captain was. He explained the current union and company problems and told me they were all on edge and to cut him some slack.

The Overhead works really well in Moonies, Falcons, and CJ’s. :-)!! -Matt

I got my instrument rating with a couple of KX-170Bs and a KR86 ADF

I can’t tell at this time! Will have to be a surprise! David

I went into a Towered field with limited commercial service a few years back. As I was approaching midfield, per Tower about 4-5 miles out on downwind, they asked if I could make a short approach for incoming jet traffic (not yet visible). So I reduced throttle, dropped gear, turned base not far beyond the threshold (you can lose a lot of altitude on a 4-mile base leg, especially when you'll have < 1/2 mile final), turned final, landed, taxied about a mile and a half to the ramp off the approach end, parked, got out and was unloading baggage when I looked up and saw the jet on final . . . . Sometimes it's all about expectations. I've also shared the pattern with turboprop twins and business jets, listening to their calls as they approached, making my own and coordinating landing with them based on who got there first. I landed before the twin, who entered the pattern well behind me, and watched the jet fly a constant-banked downwind / base / final as i was enterinf downwind; he actually paused his taxi to the ramp to watch my touchdown, before i turned in a different direction, Be clear, be polite, and work things out--that's why we have radios. If the other guy doesn't have a radio or isn't using it, do whatever is safest, which may be landing and may be leaving the pattern, flying a 2-minute 360 and starting over again. Remember, you aren't right because it's you; the other guy isn't wrong because he's him; and all traffic won't show up on your ADS-B (like me! ).

I usually just say "clear of the runway" or in the case of my current Apt, "clear of all runways" since there there are parallel paved runways and an unofficial Grass runway that you can request/use.

I guess my non standard is to say red and white Mooney is doing this or that instead of tail number. Nobody cares what your tail number is but they can see that I am a Mooney in a field of Cessnas....I hear others do that and If I am confused on who is doing what I can just look at my ADS and specifically ask that pilot whats up...and they can do the same.... As mentioned earlier there is no "active runway" at an uncontrolled airport. don't sound like a FNG...... the meowing on 121.5 does not bother me much....when I hear it at 3am it makes me laugh and takes me out of my unconscious state for a few minutes...then back to studying the overhead.......

Not my decision, obviously, but I really hope you leave it original. My first Mooney was a 1967 M20C. When I was shopping for my current one, I specifically looked away from anything pre-1965 just because of the windows. Now I’m glad I got my 1964 in spite of the old window shape. It’ll grow on you, I promise. If nothing else, it’s the way Al Mooney himself envisioned the airplane.

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 . .

He’ll say forget this garbage and use Skew T, and he’d be right.

To the point of avoiding mid-airs, I agree. But it’s one thing to waste frequency at a busy un-controlled field and a whole lot more serious to be ignoring the guidelines of traffic pattern entry and flows given in AC 90-66B https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_90-66C.pdf Nothing upsets me more than having to take evasive maneuvers and avoid the idiot that starts blindly formation flying with me; especially on the mid field entry! For us tapatalk users it would be nice to also list the poll choices in the original post. Can’t see the poll. Sent from my iPhone using Tapatalk

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!

This is my panel with 2 of the 10” G3X’s

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.

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 . . .