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While I'm no Stinky Pants or Jonathon Paul, yesterday I completed my first 1000+ NM cross-country leg. I continue to marvel at our magnificent machines that offer so much flexibility! My stock J flew 1070 NM non-stop and I still had 10 gallons in reserve. 7.5 GPH and ~145 KTAS at 13,000 feet made for a very efficient flight, yet not interminably long either. Flight time was 6:56. I had some tailwind help, but much of it was canceled out by mountain wave and turbulence over AZ and most of NM. Once I got into the TX Panhandle, I had a really smooth flight and great tailwinds to finish the flight, and of course they helped quite a bit. This trip beat any airline speed between these two locations as well!

His favorite junk food was Funyuns. I would send him a big box with maybe a dozen bags in it just to stay on his good side. We went to see him a few weeks ago at the nursing home. It was a tuff visit, I wanted to see him one more time. He was not very responsive until Jan said Don is here and he has funyons. He opened his eyes and said FUNYONS and then closed them again. Awesome guy and is missed already. He told his daughter a few days ago that he remembered how big John Wayne's funeral was and wanted to out do him. So try and come to the funeral if your close. If you fly a Mooney, anywhere is close. Dmax

Bill was such an incredible person, test-pilot, engineer and Mooney Guru. My thoughts and prayers are with his daughter Linda and the rest of the family. He is probably in Heaven as we mourn, trying to figure out how to get a few more knots out of his new wings. He had so much fun with the clapper when we filmed Boots on the Ground https://www.youtube.com/watch?v=y6s_ZvnHYdo

Thanks for the quick reply. I appreciate it! I am upgrading from a Cessna 120 to a M20C, so I am looking forward to being able to take some luggage and actually take some trips! Plane is at Smith Ranch.

Tuesday morning in Kansas picking up my TKS panels. I loaded the wings back in the U.P., left at 1:00 PM when the last wing panel finally arrived at CAV, and headed from there to my painter's shop in Milan, Tennessee (arrived there just before 5 PM). My back was killing me yesterday from the drive and hotel bed, but we should be glueing the panels on today. More pictures tomorrow. BTW, I started this thread for some of you that suggested I post updates. Tom oops, picture didn't post. Will try to get one on here later.

The Last Fighter Pilot Of WW2 Listen carefully to what he says and how he says it. Ask yourself, how many of the few surviving WW II veterans kept themselves and their uniform in such good condition for over 70 years and can still proudly wear it? Notice his superb delivery, no teleprompter, no script. Just a 91-year-old fighter pilot representing the greatest generation at home and abroad who won WW II. He has some surprises near the end and a great take on the philosophy of life. Too bad there are so few like him today. https://www.dvidshub.net/video/395572/jerry-yellin-world-war-ii-veteran-interview#.Vwf3T7H2bX4

I just watched Boots on the Ground this past Saturday and enjoyed it immensely. I knew Bill was on the decline, and it was nice to see him as he was, completely in his element telling Mooney tales. I'm sure he is enjoying his new wings now!

So sad to hear. All of us who met him will never forget him. We have lost a real character and a phenomenal source of Mooney information.

I got an answer from Dynon. I'm sure they'd like to sell us all of their products but I was hoping for something a little more optimistic! --------- haha, I personally love the idea Kris. I have forwarded your idea to the bigwigs who call those kind of shots!Best Regards,Dan TennysonInside Sales ManagerDynon Avionics Sales/Order425-402-0433 ext 1101sales@dynonavionics.com

Once Trump finds out there will be hell toupee!! But he will...over comb!!

...and there it goes.

And if you're going to make special products for Marauder, don't forget to include something for his ladies.

I'm sure it's just wishful thinking but I sent an email to Dynon to see if they have any information they'd be willing to share. While the D10A is nice, I'm holding out for the SkyView. I also suggested some version of a kickstarter or gofundme to help move the process along. I'll let you know if I hear anything. -Kris

Don't know how it could be arranged but seems a missing man formation of Mooney's would be most fitting. God speed

The boards get you a start but it will fly like crap afterwards. Then its a series of 5-6 flights of flying, tweaking, repeat. If it flys straight I wouldn't open the Pandora's box -Robert We have been steadily working on the rigging for the last six months. She was way out of whack. So far, the speed has increased 9KTAS. Getting closer to perfection. [emoji4]What is your true airspeed now?147 at 4500ft. Have not had a chance to get her up higher yet. That's about +5KTAS. This is at 65% power. [emoji4] Sent from my XT1254 using Tapatalk Let me know your power settings. I will duplicate them and see what I get. I don't remember Matt what mods you may have. I have the 201 windshield, lower cowl enclosure, flap and aileron gaps seals and no step. 24/24 @ 4500ft. Leaned to just ROP. Brake caliper rotation and lower cowl closure. That's it! Sent from my XT1254 using Tapatalk Got it. I'm flying Saturday to another of Stinky Pant's fly-ins to Reading (KRDG) and will give it a try on the flight over.

The boards get you a start but it will fly like crap afterwards. Then its a series of 5-6 flights of flying, tweaking, repeat. If it flys straight I wouldn't open the Pandora's box -Robert We have been steadily working on the rigging for the last six months. She was way out of whack. So far, the speed has increased 9KTAS. Getting closer to perfection. [emoji4]What is your true airspeed now?147 at 4500ft. Have not had a chance to get her up higher yet. That's about +5KTAS. This is at 65% power. [emoji4] Sent from my XT1254 using Tapatalk Let me know your power settings. I will duplicate them and see what I get. I don't remember Matt what mods you may have. I have the 201 windshield, lower cowl enclosure, flap and aileron gaps seals and no step. 24/24 @ 4500ft. Leaned to just ROP. Oat about 17c Brake caliper rotation and lower cowl closure. That's it! Sent from my XT1254 using Tapatalk

Yes. Good kit. Sent from my VS985 4G using Tapatalk

RIP. Thanks for helping our airplanes to fly, and keep flying. Blue skies.

A major loss for Mooney and the community! Safe flying Bill Brian

Bill passed away ...

Mike, I just ordered 2 weeks ago an install of the GTX345, GTN750 and Flightstream 210 for my Mooney. My old Narco COM-NAV will be removed together with an Aera 500. I will keep the GNC330XL as GPS2 and COM2. My 330ES Transponder will be removed in exchange for the 345. Ido have an Aspen PRO PFD and according to the shop there will be no display of traffic or weather possible on the PFD until Aspen releases the needed software update and I pay for the unlock code. According to Aspen, this may be in a few months. I paid already for unlocking TIS-A and had the traffic from the 330ES displayed on the PFD and the Aera. This will not be possible anymore until the software release and my unlock-payment. The GTX345 delivers only an TIS-B-protocol output, the 330ES had an TIS-A-output. I took the 750 instead of the IFD540 because of the better screen resolution. Also the IFD540 is more expensive to buy and install, if you do not have the advantage of a slide in replacement of an 530 unit. I thought also about installing the Lynx NGT9000. I like the unit very much, but according to the information, which was available, this unit works well with the Aspen, but it is not sure, how good it communicates with the GTN750 and the Flightstream. I wanted one connection for my IPAD for traffic, weather and flightplan-transfer to the GTN750. Anyhow, I have to change my App from WIngXPro to Foreflight or the Garmin App because the Flightstream does not work with WingXPro. On May, 2nd, the plane should be ready. Stefan Here are some photos of my Mooney and the panel in various upgrade phases, before the actual upgrade: http://spruce-creek.net/galerie/n6377q/

Livin' the Dream here in Wichita, KS! Although I miss military test flying, engineering flight test on Part 25 Citation Jets is a great gig!

Pick one 1) that's how long it takes to process the app 2) that's how long it takes someone to go off break to process the app 3) that's how long the overloaded PDP11's they are using takes to index on an N number field 4) that's how long it will take the Post office to get it there 5) that's the maximum interest and penalty period 6) It was thought up by a politician 7) that's how long it will take to train someone to process the app 8) that's how long it will take to get a decision as to where the $5 should be deposited 9) Election every 4 years, fodder for the election would be best served in 3 years

Nantucket or Martha's Vineyard

Before and after pictures !!!! :-)

Thanks all the KOWD works for BOS with the train combo. For PIT it looks like I will just got to PIT. All my offices are at the international airports so anything other puts me further away but KOWD train sorts that out nicely. Got 14 places and about 50hrs of flying in May so will be fun.

I remember reading somewhere that ditching in the water resulted in a greater than 85% survival rate! I'll take those odds, especially flying over the Sierra's... lakes are often my #1 choice. Sent from my iPhone using Tapatalk

I think that's excessive. No one needs more than two Sikorsky helicopters.

231. The 231 was designed to be what it is, it is an excellent design and aircraft. The F models are add ons that to me, make sense if you already had an F and couldn't really upgrade to the 231 and wanted to work with what was already in your possession. I have flown plenty in both, and the 231 would be my choice hands down. No offense to the F models out there. 231. FWIW YMMV etc.

The problem I have experienced is not diodes although that certainly can happen. I have been through five couplers in a thousand hours. A couple of those were because (1) one was installed wrong causing failure, (2) two were out of a lot and the whole lot turned out to be bad, so once we went to the factory the part was quite a bit more but actually lasted more than a couple of months. You need more than 30 minutes at any high altitudes, even something like 18k, and especially if there is going to be an approach at the end of the descent.

Who needs a Citation when you can have Hair Force One!

Ray Lopresti did a lot of work on drag reduction with the 231 so unless the F has drag reduction mods it will probably be slower at the same power settings. Offsetting this the 231 is heavier with a max gross of 2,900. A 201 is generally better performing than a 231 below about 8,000. Even around LA the difference in climb from 8,000 to 14,000 becomes a significant factor in winter operations. The path of converting a 231 to 252 is technically simple but pretty expensive (Last I heard about $65K including a reman engine) plus paint and mounts . The parts are mostly Mooney stock items and everything forward of the firewall other than the alt air box prop and spinner are new. With the conversion to LED lighitng and digital avionics the load on the alternator has been substantially reduced and hopefully the too frequent coupler problems eliminated. The need for dual alternators is greatly reduced or eliminated. I believe Mod Works (no longer in business) and another Florida shop have STC's for the conversion. Many of the 231's will have aftermarket intercoolers added which is a great help. Also a modified wastegate with limited authority. The 252 has an automatic wastegate controller which only uses the turbo to the extent that it is necessary to achieve the MP

Hi Guys, Sorry for being late to the party! The ESI-500 can absolutely be installed as a standby to the G500 system, and it has been done multiple times by multiple dealers in the past few months. While the G500 STC doesn't specifically include the ESI-500 as an allowable standby solution, the G500 STC does state that "It is permissible...to seek approval for installation and operational use of the G500 with systems not identified in this manual" by means of a TC, STC, or Field Approval. Therefore, the installer simply uses our ESI-500 STC as the approved data to sign-off the installation of the ESI-500, while they use the G500 STC to sign-off the installation of the G500 system. No additional approval, i.e. Field Approval, is needed to install the ESI-500 with the G500 system. Ironically, the airplane that was used for the ESI-500 AML STC contains a G500 system. That being said, I believe Garmin will eventually add the ESI-500 to their STC as a convenience to the dealers and installers, much like they did when they added the ESI-2000 to the G500 STC a few years ago. Regarding the question about the ESI-500 being certified as a primary as per the new FAA ruling...yes, the ESI-500 can be installed as a primary. There really is no differentiation between a primary and secondary certified ESIS unit like our ESI-500, as the ESI-500 has been certified to the same TSOs as a primary ADAHRS system. We have marketed the ESI-500 as a standby system, and our STC allows someone to install the ESI-500 as a standby solution only. With the new FAA ruling, the ESI-500 can be installed as a primary attitude-indicator to replace an existing vacuum driven AI, and this could be done as a Field Approval only, but I believe the intent of the ruling is to allow this as a minor modification, which would not require a Field Approval. Currently, nobody has tested this new FAA policy with the ESI-500, but next month we are planning to put this policy to test by installing the ESI-500 in place of the vacuum driven AI in our club plane, which is a 172R. Keep in mind that this new ruling allows for the replacement of the AI only with an electronic device like the ESI-500; it does not allow for the replacement of the airspeed, altitude, and VSI instruments also. Hope this helps. Please don't hesitate to contact me if anyone has any additional questions or concerns. Jim Keeth L-3 Avionics Systems jim.keeth@l-3com.com

In theory yes, a plane will stay in a bank until forcibly taken out of a bank by counter control input. Its newtons law in action really. An object in motion [bank] will tend to stay in motion until acted on by an apposing force. I think whats getting confused here is that level controls are not an acting force so they will not alter the roll of an aircraft. I think you are also getting confused about holding control input. If you hold 20D of control input the plane will continue to roll (flat spiral if it can) until the input is removed). If the ailerons are deflected from the neutral chord line of the wing they will produce a rolling moment about the center of the airframe and continue to do so as long as the deflection is input. The lighting is not so great in this video but this is the best angle to watch what happens when constant aileron input is provided, if you watch the edges of the wigs the ailerons are at a constant deflection through the roll. You can also see a single aileron in this video and how the plane will stop rolling as soon as the aileron is leveled but may remain in a bank when referenced to the earth. On another note, wind is not an outside force in this case unless you are talking about ground reference work where your reference frame is different than the medium you are moving through. If you are strictly talking about the airframe moving through the air wind has no effect on this principal although disturbances in the medium (turbulence) will have an effect. There may also be a discrepancy with the cirrus since the stick is spring loaded (Ive never flown one so this is more speculation) but if the stick is under spring pressure and you let go it will move towards level, pass level input, and continue to the counter control side until the opposing spring acts on the stick. This will in fact briefly cause the ailerons to counter control which will begin to pull the plane out of the bank. However by this logic you will have a decaying oscillation as the stick bounces back and fourth until it finally centers. This is one of the dangers of training in a plane like a Cirrus, when some older manual process are replaced by automatic functions you may never see things in action. A lot has been written about how automation has caused commercial pilots to lose basic skills.

Another marketing guy in the making! Knows the value of billboard marketing.

Noooooooooooooooooo

Now you're talking! Baseball caps for those of us with departing foliage coverage?

First step is to define your mission in terms of stage length , pax, altitude Some thoughts - It sounds like the 231 has been parked since 2014 when an annual was started. Did they find something. Also most 231's require a top overhaul prior to TBO so you might be headed for that soon. I do not recall the flyer mentioning O2. I flew a 231/252 for 35 years on large portable tanks which was a great solution for single pilot business flying. However most will want an installed system. The 231 has a lot of aerodynamic improvements over the earlier aircraft I pros for the turbo normalized installations are that it's been proven over the years. From others I think the Lyc engine is more susceptible to rust when stored However, a lot depends on if it the engine was preserved . Take a close look at the avionics vs your mission profile and the quality of the retrofit. Would strongly recommend that you talk with Tom R at Top Gun or Lasar regarding the specific airplanes. There's incredible value in the market today . ... I loved my 231 and did close to 3,000 hours in that configuration before updating to the 252/252 configuration. if you want to fly high and can afford the airplane a 252 or converted 231 is an immense leap forward. Being the crotchety old guy I think there's far too much emphasis placed on digital stuff in the airplanes. Look for a cockpit that has quality avionics appropriate to the missions you intend to fly.

Yes But would you be having as much fun? my motto is " You can live rich, or die rich`` or better yet `` you can`t repossess a good time``

Number one thing you can do in almost airport landings is to hit your nearest weather button on XM and find out the wind direction and land as much into the wind as possible. Touching down at 50mph vs 70mph with a 10mph breeze makes all the difference in the world.

In the past few months I pulled the interior out of a TLS and had Aero Comfort cover the Royalite plastic panels in ultraleather. (At the same time all the carpet and the seats came out as well.) I then reinstalled all the panels using the same hardware I removed. The heads of the screws were pre-painted to match the new color of the ultraleather. Every place there was a hole on the plastic panel, I used an awl to make a small hole through the ultraleather and then had to make sure it went into the hole sheet metal. A small electric screwdriver from Harbor Freight was very useful. It wasn't as bad as I thought it would be. The covering on each panel just adds a couple ounces of weight, but it adds a lot of strength and durability. The panels were yellowed and were very fragile to take out of the airplane. They were much more durable to re-install. The panels in this airplane were in good shape to begin with, but even if they had been cracked and pretty beat up, Aero Comfort would have repaired them. Once they are covered they are like new. I'm glad I did it for the experience of getting to know the airplane, but I came away realizing that the guys who do this for a living earn every cent they charge.

I'm in need of a pair as well. Those look really nice. Where did you buy yours? I see them on Aircraft Spruce for $419

The spring transfers the motor torque for extension and retraction on the Eaton actuators. It is also used when the manual extension is done. if it fails in the gear up or partial extension position, there is no way to extend the gear. I just changed mine after 1100 hours and will do it again at around 2100 hours. Don Kaye has the pictures and more info on his website www.donkaye.com.

Ok, I love the new format, but the lack of this feature was driving me nuts. But once I figured out what software is being used for this forum and did some Googling, I was able to solve it. I check this forum more times each day than I'd like to admit. And I always start by clicking the New Content as in the red box in the screen shot. What I discovered is that if you click on the dot next to the forum title, it will take you to the first unread post, or where you left off reading the last time. (Marked by the red arrow)

I was just responding to an AOA posting yesterday when the system was updated. Apparently a weeks worth of postings were lost when the update failed. That included the AOA thread. So for whoever did that post here was my response: I'll weigh in on this. I had over 10,000 hours (about 8,300 in Mooneys at the time along with about 5,600 hours of instructing) when I decided to buy one to see if it would be of any value. I had done a lot of reading and one of the best articles is this one Wind Tunnel Test of Angle of Attack Probe - NAR Associates In the past I always made a rough calculation of landing weight and adjusted my approach speed accordingly. That speed could vary by 5 to as much as 15 knots depending on weight. The AOA has made that calculation unnecessary. I have been using it now for over 6 months and feel it was a very good investment. Proper use would be to slow to the donut when on approach, note that speed, then fly that speed. I have become so comfortable with the AOA that I noticed that I unconsciously flew the AOA to the flare point recently. I have surprised myself by being able to reduce my approach speed 5-6 knots comfortably. The donut does indicate different speeds at different weights. In my opinion they work well, and I would encourage their purchase and use. I have the Alpha Systems Eagle with the Valkyrie HUD.

Yesterday, Yves and I flew to Kingston from Ottawa for dinner at a little place they know. Nice place. But the best part was the formation flying from Rockcliffe to Kingston. C-FQKM +1 departed Rockcliffe at 5:30 pm local and landed in Kingston at 6:10 pm local, after doing the overhead break and landing in trail. Runway 25 was not wide enough for even a two ship element to land. We wanted runway 19, but it was not the active. At first Yves did the lead job, then we switched about 20 minutes into the flight, then back to him for the landing. After dinner, it was a beautiful night flight home. Ute took the pictures. I was kinda busy. Here are the pics. Today, I will register for the Caravan.