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Went and looked a M20k inSacramento yesterday, ( the forth one so far) Loved it, Bought it. Goes to Lake Aero next week for a PPI and then home to KEKA. It's a 1984 with King Silver Crown system, 2260 TTAF, 1140 SFRM. Last 20 annuals at Top Gun with one at WilMar. Pritch "Where the Redwoods meet the Pacific Ocean"

An update to what's been done to N134JF since I bought it. Exten$ive annual New shock discs, oxygen bottle with boss gasket, new mag, new exhaust pipe, vacuum pump (preventive), Concorde battery, fix the Trim indicator, send the JPI off for rebuild (LEDs were starting to go), etc, etc. The JPI-EDM700 rebuild was the deal of the century. The original was a 2-1/4" and the LEDs were going bad. It was put into a 3-1/8" hole with a spacer around it. I called JPI to ask how much to replace the display in mine ($275) and then how much to upgrade to the larger one ($300), but she told me that if I upgraded the whole cost would be $300 plus shipping both ways. Done deal!. (Now i just need to find some little black plugs to pop into those small holes at the corners.) The interior was pretty faded, and the plastic was getting yellow. So Hector from Aero Comfort has re-done the interior - just getting ready to install. All panels are covered in very light gray ultra-leather, new carpet, seats, windlace, placards, recovered glareshield, etc, etc. Here's the old panel just as it was from 1993: Here's the new panel (Avidyne IFD540, AXP340 Transponder, MLB 100 ADS-B in, New Bluetooth audio panel The engine needs new baffle material and at some point the left tank will need to be stripped and sealed.

Yesterday was a beautiful day for flying in South Florida, albeit a bit windy. A cold front had just passed, and the barometric pressure was 30.24". We practiced some approaches with 35 kt crosswinds, and 90 degree crosswind landings 15G25. We also got gas at KFMY. Note the beautiful clear blue sky. (Fuel price isn't so bad either!)

Should start to see the new Mooney Summit site by the end of this month. I'm still working some backend and internal logistics.

I don't get 2K a minute climb very often, when climbing at cruise climb, but can personally attest it will still be EASILY climbing at 1K a minute when leveling at 24K. Been there, done that, at gross. This ain't no Comanche!

Seat belt. I pull one of the front seats forward far enough to loop the seat belt on the yoke.

Now that you've included a larger picture, that's a nice paint job! If I squint, that's exactly what your C looks like, except for the oversized back window. But I must say, I'm not used to seeing people flying their plane wearing a coat and tie . . .

If it uses regular hex nuts to hold the cylinders on then it is wide deck. Narrow deck uses an internal Allen wrench style nut.

Nah, I love them all. When I owned my first Mooney back in the 90's, the love of my life was the red and white TLS in the advertisements (see below). At the time I couldn't afford an F, let alone a J or M, so I learned to love my C. Now I'm on my second C, and I have to say that as the simplest Mooney (carburetor and Johnsom Bar) it is just barely more complex than a C-172 for just buzzing around for fun. (drool)

Took me a little while to upload, have more in my Ipad but have figure how to.

We can discuss and analyze vertigo and it's causes until the cows come home. We can minimize it, and yes, head movement and inner ear is what it is all about. Try to minimize the onset best you can. If you think you need to look down, then by all means, look down! The fact is, vertigo can set in at any time, and we need to be ready regardless of when or why. Trust the instruments, cross check to make sure nothing is wrong with the instruments, and ignore the false signals from your brain telling you to do otherwise. Fly the airplane according to the instruments.

Went for another milk run in moms grocery getter to KWLW pulled up to park next to a framilier looking TLS can't be too many of those around Dave was having lunch with Jcollier (252 vs 305) fame. When we got back there was another parked next to us with a third over at the fuel rig. After landing at home as we were getting set to leave a nice looking white with red came in over the numbers. Really happy with my flying today.

Ummmm - I guess I did. Sorry Jack. Forgive me. I fly a rocket. :-) I did say you beat me on transcontinental flights for your miserly fuel burn. SO my insult of your airplane was clearly a compliment in disguise!

Erik, Did you refer to my plane as a tortoise?

Ditto - just yesterday I got two close traffic alerts in the Washington DC area (outside SFRA) Each passed within about 200 yards and +100' I probably would not have seen them without the alerts via ADS-B (GDL88). It gets your attention when the stern voice intones "TRAFFIC" in your headset and the yellow blob heads your way on the G500 screen.

I stretch a short bungee that I knotted shorter from one yoke to the other. Takes 2 seconds, Hooks are coated so they don't damage yokes and the whole thing is cheap/light and small as stored in hat shelf. Rudder and elevator are non-issues in a Mooney.

I don't think they are the same. A crab maintains desired track by offsetting the nose toward the direction of the wind just enough to maintain a track commensurate with desired (runway) heading. A slip maintains desired track using bank angle into the wind and rudder to keep the nose aligned with desired (runway) heading as well as a track comensurate with desired (runway) heading. This necessarily a cross controlled maneuver. I transition to #2 at about 1/2mile final for Xwinds. Employing a slip to slow down requires aileron and rudder in opposition. I enjoy max control input left wing forward slips on a regular basis. It's fun to do the approach looking out of the side window...

If I had a C model, I'd do my best to be sure that I could get to 200ROP or richer on every cylinder. 250-300 would be better. But what do I know...There are many credentialed experts that say they just run hotter. I start to get uncomfortable when CHTs get above 380. I've only had to deal with anything close to that on rare occasions when I'm heavy and it's hot.

Couple of years ago I was leaving New Orleans Monday after super bowl for KSAV flying form a small field just south of KMSY approach kept me below 3000 for about 30 miles before they cleared me to 110. Yes KNEW is a made house when the Superbowl or Final four are in town but glad they are here.

The problem with all these solutions is they lock the controls but don't prevent the forces that act on the control surfaces which then transit through all the hardware between the surface and the associated controls. I use the seatbelt if left outside but luckily I am hangarred at home. With my Cessna I had 2 long pieces of very stiff hose with a cut along their length which I would bridge the ailerons to the flaps to anchor them together. Worked very well

I would hazard a guess it is due to fuel/oil vapour condensing out after shutdown and falling to the lowest point

It is simple to put into practice. As simple as learning how to land. His point is that it is a matter of training experience and the goal of the earliest phase of instrument training.

The thinking has changed. Perhaps the engine manufacturers didn't worry about long engine life as most people do now. Or perhaps the metallurgy has changed. But the modern thinking is that CHTs should be kept below 400df.

I designed and built my own.

After enough experience, it is.

It's also possible you may have a small air leak between the pump and tanks. The gasolator has been known to leak.

And the Lynx plays just as nice with a GNS430W, Aspen PDF1000, WingX and FlyQ. I am hoping a future firmware upgrade will allow wifi in to download flight plans like flightstream. All the components are in place to do it, except maybe cooperation from Garmin

My seats are removable. Just like yours I think Tony. I don't know how but they are and like you it takes less than one minute to remove and maybe 2 min to put back in. SO I also get a large bay but it is exactly 10'' less than a Bravo. That is quite enough to easily put full size bikes which I do often. (Word to the wise with bikes, wheels off, seat post off, pedals off, and wrap everything in a BBQ bag). I do get 2k fpm initial on a cold day, sometimes >2k and I do not how fast since it is beyond the ASI's scale, but less in the summer, maybe 1400 or 1500 but it keeps pulling all the way up. Not in the frigid cold, just early fall chill I timed a climb to 10k in 6ix and a half minutes, and to 17k in under thirteen minutes.

Sorry I couldn't make it! Was in NC this weekend. Will be putting together a breakfast later this month and will post. -Seth

I guess we are still on track, marauders girls haven't showed up yet.(I wasn't going to bring it up but the problem seem to be solved now.) You are correct. Some autopilots can handle this, it's the same as having a crosswind. Some autopilots seem to struggle, it may be some internal settings. In an A36 I flew for a customer I had to set the course pointer five degrees left every time to be on course, otherwise it would happily fly one dot to the right every time.

Hey Nick, Welcome to your first post on MS! I am looking forward to the new site. With the dream of being in attendance. Best regards, -a-

TA, have you seen Tom's turbine project? You machine builders are really interesting people! I have my hands full for a short period of time with a simple NA engine. 2kfpm...310hp! CUJet, where are you and your Stemme located? Best regards, -a-

When I decided to move from my 83j to a Rocket eight years ago, it was because I wanted to go as fast as I could....I wanted a rocket :-) hot rodder by nature. Then I started looking at them and although NOTHING is wrong with the panel etc.....if I was "upgrading" read spending more $$$ I didn't want to be looking at the same old panel just like my 201 and my 201 had seven year old paint and interior that I had done.....it looked NICE. Everything I looked at didn't look near as nice and had the same old panel, many looked down right ratty compared to my J. That combined with a couple well known Mooney folks steering me towards a factory turbocharged airplane convinced me that I could give up a little speed for a newer airframe/panel/goodies, factory designed etc. Now eight years later I'm still happy with my decision. A Bravo WILL burn more fuel than a K. I figure 20gph and come close to burning that too (but paid $3.18 gallon today) Neither of the other two are long bodies. Bravo seats don't down fold down....they come OUT and they both come out in one minute, back in in two minutes ! I'm talking plenty of room to stretch out for the night, I have. Frequently I pack that huge area full. From a couple full size road bikes to the dog crate or enough supplies to self sustain for a week in the Bahamas. I would not give up the room of my long body, ever. Normally I have one or neither rear seat in my airplane. All that said, once a guy on my field asked what the best airplane was for his mission. Him and his wife, multiple trips to Utah from Georgia and the normal Florida, Bahamas etc. My reply was a 231 ( of course 252 is the best in that group) mainly because of fuel burn and still having the altitude capability. I don't miss not having TKS living in Ga. And rarely flying up north. I don't want and so far will not/have no need to fly in those conditions. (Daughter has moved to Baltimore so that's getting close) Although TKS is "supposed" to book $40-50k more, watching Bravos on the market that does not seem to be true. You might find a deal with TKS now days. GA to Utah one fuel stop, light headwind. Ga to Vegas two stops light headwind but it was close to one stop. Return trips, light tailwind always one stop. I suggest you look at, sit in and investigate all of them. You can spend all the money in the world to make the outside pretty, the panel perfect but you can't stretch a K/Rocket :-) Like said above, most owners think they have the best/perfect airplane....and you know what ? All of them (me) are right. With any of them you can't go wrong !

Joe -- this is why I was throwing out all those suggestions. When it comes to these avionics, some weird stuff can happen. Look at my YouTube site to see more examples. The second video I shared was caused by a switch. I didn't understand at the time that when the Aspen loses communication with the AP, it goes wing level. There was nothing wrong with the STEC, there was nothing wrong with the Nav, it was a stupid switch that closed when it should have stayed opened. The key that I didn't pick up immediately was the loss of the flight director on the HSI. You see it show up in the video for a few seconds. When that went away, it was telling me the AP lost communication with the Aspen. I just didn't see it until I recorded it and played it back a few times. Your flux switch was probably making intermittent contact and was sending the correct heading to the HSI periodically. This would explain the oscillations. I don't know enough about the BK HSI but I suspect it needs to know the correct heading to provide correction to the AP to stay on course for a localizer. If it doesn't have the correct heading information, I don't know how it knows how to keep the CDI centered. Take a look at this picture. The course it should be flying is 158°, the actual heading is 163° to compensate for the wind coming out of 195° at 21 knots. The ground track is the turquoise symbol at the head of the CDI. These avionics can do crazy stuff. Glad you figured it out. In my case I periodically exercise the switch. Sent from my iPad using Tapatalk

I would Google Aopa IRS flying expense deductions,business travel etc. the Aopa has over the years written some very good articles re.deductibility of using our airplanes and deductibility. I'm not agreeing or disagreeing with the articles simply stating they are present and have valuable content, I feel the Aopa has done a fine job in this area.

Okay this is going to sound lame but I think the problem is fixed. We overhauled the Kcs55 and the remote gyro. Two thousand dollars later still the same. I think I mentioned earlier the Hsi was oscillating back and forth three degrees. That's what started this whole adventure. Well started noticing the slaving switch was intermittently not working. Shot some contact cleaner in there and all is back to normal. Really???? Shot the ILS today and it was dead nuts! WTF? One more thought or question. If your HSI is off because your flux detector needs some adjusting , when you set the inbound course won't it be off the amount of the deviation?

100 % correct. Offer scrap price for it, I like to start at $12,000. I'll go 12 on the green and white C.,, no on the one that is a time capsule with the glove box. I bought mine out of annual, sitting for some years. I wanted a project. I am having a good time working on it. Oops, maybe I got a Rutland Reindeer cause I bought it sight unseen.But I'd do it again. If you go see an airplane , you should expect to fly it. The seller should expect this. If not it is scrap.

Went flying about the same time as you. Beautiful. 37° F in Michigan today, unbelievable, with mostly blue skies and smooth air at 2500' AGL. Didn't even have to pre-heat, but did anyway. Just became a habit for February in Michigan. Edit:. Best thing about the M20B/C/D/G? Choice between going on a trip or just gettin' up and fartin' around. Try that in a Bravo or Acclaim.

He even got to fly a J model yesterday. He was wondering what happened to the acceleration and climb performance he's used to? Clarence It's in the gas tank. Sent from my iPad using Tapatalk

The traffic has always been there, you just never saw it or collided with it. The GDL-88 is a real game changer - and eye opener (pun intended).

Here is a Stemme S10 motorglider above Everest! It has a 30,000 ft service ceiling! (yes, we operate one) As for which aircraft, the answer is simple. The most capable one. You can always throttle back to smaller engine power settings for long range cruise. So the Rocket is the correct answer in my opinion.

Heck no! I think the entire staff was there. Haines and a whole bunch of others. Sent from my iPad using Tapatalk

Same here George. I'm renewing my expired membership just because of you. Sent from my iPad using Tapatalk

If I said headwinds would you believe me? Great having breakfast w you Marauder!

But aren't those published ceilings also legal statements too? Legally a 252 whether rocket converted or not is certified with a 28,000 ceiling, or better - meaning I presumed they tested the ceiling to be 28,000 or greater so this is the legal operating envelope - even if the actual engineering ceiling which occurs when the plane will no longer climb at least 100fpm must be much greater since reports are that a rocket was being tested for certification to 31,000 but they gave up for the legal hassle. Its really an academic discussion - a 231 rocket is not missing much if it is legally limited to FL24 but a 252 rocket is allowed to FL28. I was up to FL24 once, and I can attest that it climbs significantly in excess of 1000fpm there with no problem.

My panel light is visible, but it's not green, it's white. The floor indicator light is always failing and then it's very hard to read without the light, the plastic cover is somewhat opaque after years of being stepped on.

Seems to me the military has lots of helicopters that might be a tad more suitable for this mission.

Nick is working on the website as we type. We will have it updated soon, and {shameless plug here} it will have a page for all of the wonderful sponsors and donors that help make it all happen. Abe did a great job getting the web up last year, but had to step back this year because of personal time constraints of his growing business, so Nick offered to pitch in again. Thanks Abe, your contributions to the Mooney Summit, Inc have been invaluable. Your input and vision have helped us provide deliverables we once only dreamed about. Nick is the person who put the registration site up while I was in Rehab a couple years ago and empowered us to have Mooney Summit II. Welcome to our team, Nick!

What is the budget?

Cs can add fuel flow to a JPI display. Both FF and Cht/EGT would be excellent additions to the existing hardware! A 930 could replace existing instruments that are crummy from day one... I would be inclined to add it to the lower cost 700 series if my budget was tight. Best regards, -a-