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My shop is starting to fill up with Mooney cowling mod parts. Two shiny things arrived today for the G and then F model that I'll be modding soon.

I am not sure I agree to the whole "trusty magneto" but that said I am having electronic ignition installed in my mooney right now. Lightning strike - yeah ok. sure but you also probably should reevaluate where and when you are flying. I also fly behind two turbine engines both of which have electronic controllers. I personally think that the fear of new technology has continued to hamper development for our airplanes. We should have all been flying behind electronic ignition in the 90s and today should be something way cooler and smarter and more fuel efficient.

wheel wells painted. Door trims painted. I love the last photo, it looks as though she is flying

V2.6 seems to have done the fix so far. 4 short flights and no leaning. I hope this holds.

Its more than just being able to fly on a cloudy day. For most IFR rated pilots, we will tell you its a learning course in being a safer pilot. Doesn't mean that not having IFR you aren't safe, but you pick up skills sets that will help you in all of your flying. To include VFR in VMC. You learn a different set of skills. Just like when you learned T/W or aero. Neither of which is really a Mooney skill set - but I bet you learned some precision landings in the T/W and that will carry over to the Mooney. Aero - learned how to make the aircraft do exactly what you wanted to do. IFR - its the same, you will learn precision flying. MDA of 720 ft means 720 ft. At the end of the day you can fly VFR all you want. You can even fly IFR in VMC, in my Mooney I currently restrict myself to at least 3000/5 which is very conservative. I also know that when the weather is not as forecast I am going to be ok. For me - thats worth 10k.

Been buying something from them just about every annual. It's nice to call their parts department and say "Hey you know that thingy that goes in the....." and hear back " you bet I got one and I'll get it to you overnight". I don't know their parts guy but he must know every nut and bolt that belongs in a Mooney. Sent from my iPad using Tapatalk

What on earth is complicated about the Mooney hydraulic flap system? The biggest problem with the hydraulic flap system is that it requires so little maintenance, that few folks have experience servicing them. Mooney specific shops get to service them occasionally. If you've heard they are complicated you've been misinformed.

Don't downplay lawn mower emergencies. It's a thing.

I would also like to know what equipment you have. I would highly recommend an IFR rating. I'm a dentist and shutting down a day costs a lot of production and aggravates patients. I cancelled so many flights because of cloudy days in the forecast for the return trip. Since my IFR, I've cancelled a few trips but I'll bet it's down by 80%. I am by no means a hard IFR flyer. I have very conservative minimums, but it's nice to plan a trip and know that the odds are pretty good that I'm flying that day. I read threads about VFR pilots who rent and the frustration they have getting a chance to fly. I know I'm lucky to be on the other end of that spectrum. I fly IFR almost all the time. I love being in the system and having ATC helping me watch for traffic, especially around the Atlanta Bravo. You also don't have to worry about restricted areas; they will divert you if necessary. It will take you forever to recoup, but it also saved me 5% on my insurance. lol I know you said not to use the "it makes you a better pilot" reason, but it really did in my case. By the time I was done, I was much better at controlling my speed and altitudes. My landings also improved. I'm based at a non-towered airport, and my radio skills were pretty crappy. The training forced me to improve that, too. It was hard work and $$, but it's one of the best investments I've made as a pilot IMO.

I'll join the chorus. The IR is about increased aircraft systems knowledge, increased procedural knowledge, increased pilot proficiency, greater ease in dealing with complex airspace, and increased options, not about flying on a really miserable day. If anything your weather decisions become more difficult than as a VFR pilot, but you learn the tools to make them. And most IFR flights in most parts of the country are rarely mostly in the clouds or to low minimums. The en route portions mostly look like this (an overcast, drizzly day on the ground at KTTA) Personally, I got my rating in New England where a really needed it. About a week later, I move to Colorado where I rarely used it at all. But it was still the best investment I made in flying. (and, now that I'm in North Carolina, I'm using it again) one example when I was still in Colorado might illustrate. We were planning a week in Florida and decided to look into renting an airplane to visit friends and family there. Two of the three legs of the trip were strict VFR, but my rating gave me the option of filing IFR on the last leg, from the Palm Beach area back to KORL just north of the Class B primary. Dealing with an unfamiliar Class B VFR vs filing IFR wasn't too difficult a decision.

What equipment do you need to upgrade? You don't need a gps for IFR for instance. How about that it entirely changes how you look at the sky? That a VFR pilots risk with inadvertent IMC is way worse than being a rusty instrument pilot. FYI JFK junior wasn't instrument rated - kind of proves the point... Sent from my iPhone using Tapatalk

A little over $10k to install what? There is NO way an engine analyzer, even a primary one should cost you over $10k. Time for another shop.

Hello MooneySpace! McStealth caught my lurking around on one of the forums as a new member and recommended I formally introduced myself to the MooneySpace community. How did I end up on MonneySpace? I have been on the hunt for the past few months for a personal aircraft (still looking if your selling!) that would allow me to travel up and down the east coast to visit family and travel with my wife. My logbook has a good variety of aircraft flown over the years, but one that has always stood out to me is a Mooney. In my research on owner opinions of autopilots, fuel tank reseals, and the infamous "E or F model" question, I continue to find my google search results directing me back to MooneySpace as an amazing source of information. So thats my introduction, and if anyone has any recommendations for first time buyers let me know! Thanks for having me.

This reminds me of the Mexican fisherman story... An American investment banker was at the pier of a small coastal Mexican village when a small boat with just one fisherman docked. Inside the small boat were several large yellowfin tuna. The American complimented the Mexican on the quality of his fish and asked how long it took to catch them. The Mexican replied, “only a little while. The American then asked why didn’t he stay out longer and catch more fish? The Mexican said he had enough to support his family’s immediate needs. The American then asked, “but what do you do with the rest of your time?” The Mexican fisherman said, “I sleep late, fish a little, play with my children, take siestas with my wife, Maria, stroll into the village each evening where I sip wine, and play guitar with my amigos. I have a full and busy life.” The American scoffed, “I am a Harvard MBA and could help you. You should spend more time fishing and with the proceeds, buy a bigger boat. With the proceeds from the bigger boat, you could buy several boats, eventually you would have a fleet of fishing boats. Instead of selling your catch to a middleman you would sell directly to the processor, eventually opening your own cannery. You would control the product, processing, and distribution. You would need to leave this small coastal fishing village and move to Mexico City, then LA and eventually New York City, where you will run your expanding enterprise.” The Mexican fisherman asked, “But, how long will this all take?” To which the American replied, “15 – 20 years.” “But what then?” Asked the Mexican. The American laughed and said, “That’s the best part. When the time is right you would announce an IPO and sell your company stock to the public and become very rich, you would make millions!” “Millions – then what?” The American said, “Then you would retire. Move to a small coastal fishing village where you would sleep late, fish a little, play with your kids, take siestas with your wife, stroll to the village in the evenings where you could sip wine and play your guitar with your amigos.” ------------------------ Suffice it to say I am mid 50's, retired from my 1st business at 46 and am trying not to work so hard on my current business. My current "job / businesses" is saturated at one weekend a month, we tried years ago to expand but it just degraded the quality. I did the whole story above, made the money but now prefer to sleep late, fly a little, play with my kids and sip wine in the evenings. So far I have heard many good reasons to get an IFR rating, but since I am older it is a tough decision especially since I prefer to fly low and slow and smell the aroma of the fields and villages. If I was 10 yrs younger, I'd have it done in a week!

I gotta take some new pics...

Well I have flown, but in a 152 (power ratio = wet fart), landings and the flight were perfect albeit DAMN slow, you cross the threshold at WHAT speed? I will share with you all my plan:- Engineer will put plane back together Flight test pilot (Seppe use the same one every time) will put 5 hours on the aircraft (my figure, theirs was less) to make sure everything as far as he is concerned works, flight controls, gear, radios, AP, engine Ts & Ps etc. I will test fly aircraft afterwards, with him in right hand seat, do about 2-3 hours to get comfortable again, then my co -owner will do the same. Then if all OK we shall fly her home. Andrew

1) Losing JFK Jr. is a very graphic way of looking at it. A VFR pilot in challenging VMC conditions. Not low clouds, not illegal, just not well executed... the IR builds the skills that will keep JFK jr. 's challenge from being shared. Build trust in your instruments. They fail at a lesser rate than the human judgement. Learn the plan B for Instrument failure in your plane. There is a useable plan B, learn to use it. 2) financially the payback from lower insurance costs is real. 3) the ability to fly out for a whole weekend and be able to get home to work is real. 4) scoring a 98% on your IR test allows your family to fly with you comfortably when you are not a pro pilot. 5) the value or usability depends a lot on where you live. Nothing like being stuck or worse, scud running. 6) you can honestly tell your family you are doing it for them. 7) The IR has the power to keep you from being a dead VFR pilot that ran into IMC. 8) The IR has the power to elevate your mistakes to flying in imbedded thunderstorms and icing. 9) If you like cognitive challenges, the IR is like taking a college level science class. The text book is gigantic, the memory of details is tremendous, applying it to flight is exhilarating. Some people come with Instrument reading and scanning skills from their work or other hobbies, already. 10) The East coast has had low clouds for the last three days. An IFR GPS would make this an easy flight. 11) Much of the IR training is done or can be done without an airplane. There is an assumption that you know how to fly your plane already. The IR training is very much procedural training that in the end gets applied to your plane. 12) You won't regret spending the money, unless something else comes up that keeps you from flying... when that happens, you have more important things to attend to. PP-IR ideas, shared. Not a CFI... Best regards, -a-

Wildhorseracing: I have been flying professionally for over 40 years, learning to fly in the Army in helicopters in 1975. I've spent several years as an instrument instructor and more recently as a FAR 135 check airman. In my opinion, your odds of successfully meeting the requirements for an instrument rating are poor UNLESS you are 100% commited to the task. Any doubt or question in your mind as to the necessity of an instrument rating is like poison to completion. The instrument rating is the most difficult, most demanding rating you can get, even harder than an ATP in my opinion, because it introduces an entirely different way of thinking and flying. You must re-learn to fly, not by what you see out the window, or an instinctive feel, but instead only by what you see on your instruments. I guarantee you will get a good case of vertigo sometime during your training, you will have to force yourself to NOT trust your senses. The rules, regulations, and procedures are all familiar but still very different than what you are now used to. Furthermore, while "close enough" may work fine flying VFR, instrument flight requires a high degree of precision and constant concentration. If you are not "in with both feet" you will not finish, it's not a task to be taken lightly. There are a very high number of folks that attempt the rating but never finish due to the intensity of the task. Usually folks drop out and never return. But some folks do return to finish training, and usually after they have scared the crap out of themselves and their passengers. They are the lucky ones, some folks scare themselves and don't survive the inadvertant IFR encounter. My brother in law is a VFR pilot and has been for many years. It takes a special person with patience and incredible self control to fly VFR, wait for VFR conditions and never be tempted to push things a bit with the weather. If you are that person then perhaps you don't need an instrument rating after all. But if you are like many of us, seeking more utility from their craft, an instrument rating is the key to making it more useful.

A typical thin layer here in Texas that keeps all the kids on the ground, even though it's truly safe and easy flying weather. Just not "legal" unless you have the IA on your cert.

Maybe the problem is you took it to an avionics guy. I took it to my regular A&P to do. It's more engine and less electronic.

KGGG is not that far from you. Give DMax a call. My A&P is installing another JPI EDM 900 in a Bonanza right now, it does not take an avionics shop to install, my guy's rate is $65 and he's probably better at all the plumbing tasks (e.g., pulling the fuel level sensors for rebuilding at Lock Haven) than an electron handler.

Plus, you can't cloud surf properly without an IR!! IMG_0334.MOV

For me it's To VFR or Not to VFR. I'm so used to ATC and IFR flying that a VFR flight is more difficult. Airspace? Class B? TFR's? No problem IFR as I know ATC will keep me outta trouble. Years ago I flew a Maule from Atlanta to Grand Rapids. Filed ifr on a blue bird day. When asked "why" by ATC I told them I was a chicken airline pilot who needed his hand held by ATC. Lol. After a few chuckles he then cleared me direct to destination. Get your instrument ticket. A good pilot never stops training. There are so many different things you can do in aviation. You've improved your stick and rudder with aerobatics and tail wheel flying. Why not expand your capabilities even more? You'll enjoy the confidence knowing what you can accomplish if needed. It's like buying an insurance policy that's actually fun and useful.

I keep this picture under my pillow: And I was really hoping that Santa was going to surprise me. But alas, too many fat women pictures did me in.

I got this via e-mail today ... This is from the owners of the FBO & Diner. Neither Jack nor I are very Facebook savvy. When I did my weekly email check (I don't do that very much either) I was bombarded with Facebook messages from so many people who commented and wrote such kind things about our little Diner. WOW, the out-pour is enough to have turned us into balling babies. Jack often said (when we would get a compliment from someone about the Diner) that we worked for compliments in lieu of pay! Today we feel rich! To see our dream come true, to see so many people gather with their families and friends, enjoying themselves is more than we can put into words. Often we would sit at a table to eat lunch ourself, we would look around at all the commotion, families getting together, the laughter, pilots planning their next trip. Jack would grab my hand and tell me "we did it kiddo, look around, isn't this great, so many people coming together enjoying themselves at our little Diner". Every change that we made (i.e. closing at nights) was to keep it going. With the down turn in the economy from the oil business we lost many of our clients that flew in and purchased fuel; which in turn allowed us to subsidize the Diner. God willing, if the economy turns around, we hope to come back, in some capacity. Thank you all for your kind writings. I don't know how to reach everyone that has written, so I hope this note spreads as did our announcement. My heart feels comfort in knowing you enjoyed the Diner, yet breaks to know it's an end to our dream......Jack says NOT, and he is always right, just ask him. Thank you, everyone who has taken the time to call or to post a message. We feel truly blessed. Jack & Janet Southern Flyer Diner

Don Maxwell Aviation Services West?

Right - its coupled to the GPS so it might know GS and fuel flow so it knows nmpg but not in terms of TAS.

I have been in the Mooney community for only 2 years now, and live on the opposite coast and so have never been to LASAR personally. Despite that, I have gotten invaluable assistance on the phone from them, including with parts and mods. I would have hoped a business that provides such excellent and somewhat unique service to the Mooney community would also be profitable and appealing for someone to keep going. I am saddened to think that might not be the case.

You are not mistaken. A lot of knob turning to add all of the VORs and intersections (when needed) that define the route. I save a ton of time now with the 650 by being able to load the airways, especially on long trips out west that cannot go direct due to those big, granite pointy things getting in the way... If I had the 430W still, I'd be looking at the FS210 to make transfers and route changes easier. Not a consideration for me now as others above said. Cheers, Brian

One way to measure the economy is the times earnings companies sell for. 4+ years is considered a strong, optimistic economy. We've seen 1.5 at times. Not sure what typical is right now but probably 3ish times earnings I'd guess. That's if you're looking at it as an annuity business. If you just want to gut the business you look at asset value. -Robert

Richard (Rich) Jones Glad to meet ya.

I wonder what he really wants to acccomplosh. Does he want his money out of it or does he just not want to do the hard work and show up at his leaisure and be a retired annuitant? Seems like he could set it up to run itself and just continue to draw a salary if he wanted. Honesty the value is probably more in the stc's and inventory. You can pick those up and move them.

That would be myopiawingolia

I suppose it is as much about owning a small business as it is about the specific industry. Employing people, dealing with the government - probably much worse in CA than NC - it takes an optimistic masochist to take it on. Been there, done that, would do it again, so I guess I know who I am.

Once again a great example of an owner, admittedly not a tech guy, opens his cowling and finds something that could have been disastrous. I am going to work on a video soon that I’ll post in my blog area that shows what an owner/operator, who is not an A&P, can do as an extended preflight. It will be a de-cowling and we will point out what to look for. Someone did this for me, so I want to pass it on.

The most annoying trip cancellation for the VFR pilot: weather is great Friday! But chance of ceilings Sunday... :/ Can't risk getting stuck and unable to return for work. Weekend scrubbed. Sent from my iPhone using Tapatalk

I'm shooting for 200KTAS with this mod!!Maybe I can beat[mention=7887]jetdriven[/mention] in the Airventure Cup race this year! [emoji123][emoji123] Sent from my XT1585 using Tapatalk

Thanks, for link to eBay. You are right it looks a little rough also looks like they painted it. (Not well)

Days aren't IFR or VFR... they are IMC or VMC- but I get your drift. while it might be fun/peaceful sometimes to be IMC, some of the most terrifying days/nights of flying are also IMC. Simple problems can become quite complex when IMC. An instrument rating opens you up to more possible environments, and hazards. Clouds, poor visibility, and the weather systems and phenomenon associated with those environments. It is nice to have the instrument skill set to fall back on, should VMC change to IMC unexpectedly in flight.

Stop cutting in line![emoji1] Sent from my iPhone using Tapatalk Pro

I rarely if ever fly "hard IFR" but there are lots of times that there is a low layer and I'm able to file, punch through and have an easy flight. Meanwhile, quite a few other pilot friends are sitting on the ground complaining about the weather. The Mooney is such a capable IFR machine, its a shame not to be able to use the capability. Having the Instrument Rating doesn't mean you fly in dangerous conditions. It means you can fly in very easy and safe conditions that are "illegal" for VFR only pilots to fly in.

...and of course, there are those 2-3 weeks in late May, early June where you can find a few days with clouds you can fly in.

Here's a great justification: you GET to buy and learn how to use 10 AMU's in gizmos for your plane! like mentioned above- it's just another skill set. There are three possible attitude based ways of flyingin aviation- you've done #1, and maybe #3 as well. 1: visual based attitude flying (i.e. Aerobatics, VFR flight) 2: instrument based attitude flying (this is what the instrument rating is all about- flying without the need to navigate and maintain control of your aircraft via outside the cockpit visual reference ) 3: relative position based attitude flying (formation flight. No FAA based qualification for this per se, but it is its own form of flying- and if your flight lead and you are instrument rated, he can get you through clouds, while you fly formation without ever looking inside the cockpit... although I don't think I've seen any civilians flying form through cloud decks). All three will make you a more broadly skilled pilot, but an instrument rating and formation training certainly aren't "mandatory" for safe flight. although an IR does cut down your risk of becoming a statistic in the Nall report (VFR into IMC)... it does open the door for you to become a statistic in other columns (accident occurred while on instrument flight plan, etc). the question you need to ask yourself is this: how do you want to spend the next 50 or so hours of your time flying? Working towards learning a new skill set in aviation, or using the skill sets you already have to achieve your mission(s). aerobatics and tail wheel flight home your stick and rudder skills tremendously, as you mentioned, but IR flight requires precision in different areas, such as the approach, holding, and enroute planning. They truely are different skill sets... and I've seen precise instrument pilots that struggle with aerobatics, and talented aerobatic pilots that struggle with instruments....

Marauder, we'll get that picture fixed up!

Agreed, but more than one pilot on this board has neglected to lock the gear in the up position and later while in cruise had the gear drop at 150kts. Miraculously, the doors maintain their shape and integrity during such events.

So true, I've handled many people who go into business, are extremely good at there craft then fail. Many folks are good with there hands, many good with there business acumen, only those great with both generally succeed. Its a smart person who knows NOT to go into business.

I'm not much of a diesel fan for my plane. I am enthusiastically anti-diesel for my car. It's smelly, it's greasy, it doesn't evaporate, it's hard to wash off, they're loud, the exhaust stinks, they're smokey . . . All judging from the diesels I see riding around in traffic with me. No thanks!!

Or how about a highly modified F with ALL the bells and whistles for $200,000?[emoji2] Sent from my SM-G900V using Tapatalk