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The problem with getting STC's and PMA's is the turnover of experienced people in the FAA. I'm shocked at the questions I've had to answer on what should have been an easy PMA. I chose to go the DER 8110 route right now because interest is high and if it takes me another 2 years to get the STC, interest will be low.

Here's my girls. Cupid is the big white fuzzy white samoyed, and she is an old lady now - 10. She's about 75lbs. Strava is the little one - she's about 9 months and 14 lbs so she will stay a little dog. I'm thinking of getting Strava one of those doggy co-pilot faux aviator jackets and bringing her along.

Yesterday I just worked on the "honey-do" list at home but I was able to get some flights in during the past week. I went out a couple of evenings to just do pattern work at night and work on landings. A week ago I took my youngest son up for a Sunday morning flight. It was fun, but the calm winds when we left were 040, 18G26 just 45 minutes later. It made it a little interesting landing on 07. Then I went and got in a little night XC last Wednesday, flying from Corona to Camarillo. Here's downtown LA on the way back. If you're interested I got around to writing them up. If you want to read about them they are over on my blog. Sunday flight with my son: "As long as it's not in that weather..." Night XC to Camarillo: Camarillo by Night

Haven't heard that sound since the 60's. A few nights ago a general aviation aircraft ( unresponsive) decided to fly over the presidents house here in Florida. 2 F15's were scrambled from Homestead AFB to intercept and one accidentally broke the sound barrier. I wouldn't want to be in the GA pilots shoes. I love Military jets !!!!!!!!!

When I was a kid we lived in Flourscent MO. My dad worked for McDonell Aircraft. They were constantly testing supersonic aircraft. Our front window was broken three times. You just called the glass company and they charged McDonell. This was about 1962 I was 5. I vividly remember one day all us kids were out playing in the street and the loudest most explosive boom I ever heard went off "KA-BOOM" and the front window on every house in the neighborhood shattered at the same time! It was awesome!

I just completed this today. About an hour and a half including looking for dropped/lost hardware... Not too bad a job. Pulled the glareshield out. Removed the isolators at the top and replaced with long 8-32 screws per PTKs suggestion above. Replaced all of the lower isolators, then removed the screws at top and replaced those. Worst part was getting all of the lower screws aligned with the holes; my holes were barely large enough to clear the studs and were a tight fit. Note that I used the 'Cessna' isolators from aircraft spruce. These have studs of equal length on both sides. The Mooney studs are not the same length, so I had to cut 1/8" or so off of each one. I could not find the exact match from someone who would sell/ship to Canada. All save for one of my isolators were separated. Judging by the condition of the rubber, they have been like this for quite a long time. The panel went up a full half an inch when finished, in fact I had to rotate a toggle switch as the glareshield now contacted it! While off I also replaced a couple of glareshield lamps and put one of the lamp shrouds back on. I now realize how bad my glareshield is and look forward to having it redone by Aerocomfort later this year.

I never realized that Chris was a vet, nor that surgery could be done over the Internet . . . Good looking good little fellow, though. Should be a great fit in your backseat, like my little 9-pounder. Sorry, no photos on my new tablet yet.

Hey! You fixed my puppy!

16.5 GPH is about what you should be seeing an takeoff. As you climb higher especially above 3000 you will begin to lean the mixture. I will start leaning between 3000 and 4000 just a little at first. Climbing to 10000 generally with my fuel flow meter will show about 6 to 7 gallons used once I level out. I start flight planning at 10GPH average shorter flights 2hr and less usually right on the money. Longer flights leaned out I average around 9GPH. Since you do not have and engine monitor and fuel flow yet get get one. There have been many discussions regarding them use the search feature. I like the Insight G2 because that is what I have any manufacturer is good just pick your poison. The engine monitor will allow you to lean your engine while in flight very consistently.

Mine registers a little higher on the ground, teens ppm, and zero once in the air. (PowerFlow exhaust.)

No cat on my 1968 Cougar! Sent from my XT1585 using Tapatalk

A good avionics shop should know. On my panel upgrade all old wiring was removed and replaced. This is the hardware in the back of my plane and how a good avionics shop's work should look like.

Tested mine today. Taxing with the door open read between 12 -18. In flight it was steady at 3 both with heat on and off. Sent from my iPhone using Tapatalk

Eclipse all day!!!

I heard from a credible source that Alan - Grim Reaper - Fox has his death sickle set for the very first Mooney M20E. It is the first E model and the first Mooney to sport 200HP. He's trading a flying C for the historic E and cash. And then he's going to chop it up.

Many of you know Paul is in rehab following surgery. He has meant a great deal to our little corner of GA. My plane carries his parts and mods as badges of honor. We just replaced the gear lock block last month! Shery posted this message on her FB page within the past hour. It's probably not how the Wharton folks teach how to sell a business but it might work in Mooney Land: MOONEY FRIENDS: Many of you know that Paul has had health concerns lately, but we want you to know that LASAR is alive and well. Paul is going to be fine, too, but it is time to retire. We have 10 wonderful employees, but none are interested in taking over our business. We would so like to keep the legacy of LASAR going for our employees and our Mooney community. Please private message me if you have any suggestions, or know of anyone who would like to purchase LASAR. We would work with any serious buyer any way we could. It is time, and we are motivated! Please share to other Mooney sites; I'm not sure how to do that!!

AGL thinks a Rigging Check Fly In @KMRN would be a great event! We're thinking April... (The 201 being picked up today had flaps that were 3 deg. down when full up.) Sent from my XT1254 using Tapatalk

Totally agree...also please rethink imc with only a "glass" pfd and no back up!

LOL, well as it pertains to the EDM, here is what I am thinking

The other reason to be careful with zip ties is the serrations that the lock piece clicks into can act as a saw over time, cutting wiring insulation and even metal. I use them in places I can see on a normal preflight or oil change, especially if I can put some electrical tape around the place they're installed. But I'm less prone to use them in places that only get looked at during annual. If you really prefer zip ties, good cutters and care in using them are worth the extra time. Another good trick is to put some heat shrink tubing over the portion of the tie that will be tight against the wire/metal/whatever when it's tight. That buys a little bit of protection against the sawing action. But it requires a good estimate of what the used length will be once everything is pulled tight.

I have experimented with speed brakes with landing on my F model. I have the precise flight electric versions. Some of my best landing have been made with speed brakes out for the full final approach or from the FAF if IFR. They do seem to be helpful in crosswind landings. The plane feels heavier with speed brakes, gear and flaps out (I believe wing loading in increased) allowing (and necessitating) additional power to fly the same approach profile than without speed brakes. The control surfaces are more responsive and the plane is more stable. I agree with Don Kaye, I would not put them out at the last 100 feet above the ground. They work well in a stabilized approach when factored in to configuring the airplane for the approach. The airplane will climb with them out (albeit with more power). I do not use them on all landings. When crosswinds and gusts are less of a problem, fly the airplane conventionally without them. But, if you want to carry more power for stability into the flair, they are a good option. John Breda

Nice meeting you Thursday Bob B! Thanks All for the data/input!

I understand this is one of the major contributing factor in getting the Ultra certified right now.

Lance, you're so right. That's an old pic and the tow bar is a smart shiny black now.

OrangeMTL is the old owner, the new owner of 730ML lives in McKinney, Tx now. Very easy to spot, very nice plane (Kevin, got your ears on?)

3 cheers for GAMA Carusom ! While instructing I accumulated quite a few different POH's, AFM's and "Owners Handbook of Operation" copies etc, Some detailed, some not so much. I have also contacted Mr Crawford at Mooney to get an official read on what supplements to the Owners Manual are available for performance etc. However, I now look to supplement predictive math with.experience when I or others make it available. And that, Is why I ask!

How do you "accidentally" break the sound barrier?

Two charts that give people the willies... Useful time of conscientiousness -&- Hypothermia chart I have picked up enough life experience that I don't want to test the data any further.... To add to the misery that cold water is, the muscles don't work no matter how strong your brain is at sending swim now signals. Thanks for sharing the details, -a-

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You guys are good. Super pro-active MSers. Keep posting results! data collection and sharing is the best way to get a feeling of what we are all up against. finding a crack is kind of an expensive piece of bad news. It is the best bit of news when you find it on the ground before the flight... Best regards, -a-

Just got back in from our trip. I saw 3-4 at times during taxi but still ranged only 0-1 during flight. Headwinds were AWFUL peaking at 44 knots near Dallas, and that was at the best altitude according to winds aloft reports. Here's where the Sensorcon is mounted in my J. It fits better sideways, otherwise it would interfere with my cup holder or obscure the ventilation labels. Sent from my iPad using Tapatalk

@Zwaustin I need to hit you up for a ride sometime.

Here's what I don't like about the all-in-one ADSB solutions like the GTX345, Stratus ESG, Lynx NGT9000, etc. ADSB requires a WAAS GPS source. But a WAAS GPS source can provide more than just ADSB compliance. It can also provide LPV capability. A transponder with built-in WAAS will only get you ADSB but no LPV. Whereas a WAAS GPS can provide both LPV and the WAAS signal for a less expensive transponder for ADSB. If you get WAAS built-into your transponder, you'll have to add a second WAAS source if you ever add a GPS with LPV capability. I just think if I'm going to all the trouble to add a WAAS antenna on the outside of the airplane, I'd like to get both ADSB and LPV capabilities out of it. So for my money, a used GNS430 WAAS along with a used GTX330ES, is the most value for money giving you both ADSB and LPV. Personally, I'm in the process of an IFD540 and AXP322 upgrade which will also do both ADSB and LPV.

I can't answer about your Avidyne unit specifically but the Garmin GTX330ES is a similar device and has a programming setting that identifies you as being ADS-B "in" capable (even if your receiver is non-certified like a Stratus, etc.). IIRC the towers won't ping you unless that setting is programmed properly (unless you're in somebody else's puck of course). Avidyne may have this "on" by default, but perhaps not. Their tech support should be able to answer that question quickly. Sent from my iPad using Tapatalk

I was told by someone who has a few STCs that getting the PMA and I thought he meant the STCs too, is all but impossible right now. This was in reference to California here locally, but I know that FAA cooperation varies quite a bit around the country, so maybe it isn't so dire elsewhere, I don't know.

I did pick up our pup with the plane, about a 45 minute flight home. She is grown up now and loves the car. I should get her used to the plane too.

UPDATE: After 3 re-orders (wrong parts) finally got the the gear working MUCH MUCH better. New bushings and hardware in the main gear did the trick, there was barely any play (few thou) in the individual pivot points but by the time they all added up it was enough to make the difference. The mains are at 255 in-lbs each and the nose is 115 in-lbs. I can now sit on the wing-walk and reach in with my left hand and cycle the gear, and from the left seat its really a breeze. I had added all the plastics that enclose the nose wheel well and knew the J-Bar was touching the plastic when the gear was extended (wasn't the issue), so while I waited for the next wrong order I slotted the plastic so it wouldn't eventually crack a few years from now when it gets brittle.

I'm thinking I've been thinking the same thing. And I'll bet AGL would be willing to host such a party. Maybe another "Mooneys to the Mountains" fly-in.

DK, That's called aviation art! Best regards, -a-

Just returned from Longview with new paint by Aerosmith Aviation. Scheme was done by Scheme Designers and is a combination of the 2009 Acclaim and the 2009 Piper Mirage tail. Very professionally done and great customer service.

Looks like David's first poll is working properly.... Feels like I'm choosing the paint scheme for a class A travel trailer... lots of airy swoopy stripes.... I used the process of elimination to select the best of the lot... nice work David. Best regards, -a-

Yes, the K was great for me but with two 200# passengers we simply couldn't go far enough in the comfort we (mostly they!!) wanted. Pilot's are always happy when flying almost anything but my pasengers and family weren't and that of course has weight on the situation. The new bird carries a lot more than many reasonable single engine turbo props and is also bigger. Turbo prop parts and maintenance depending on model are in another class as well. For example, a meridian costs more and while faster, is much less roomy and can only carry 5-600 pounds of load with full fuel. A jet prop conversion is in same boat and either way i am not a piper fan other than the M600!! TBM price wise is way up there in comparison and still while much faster, is smaller inside and due to budget alone wasn't even in the picture. PC12 is great but again cost much more so not in picture. The 421c, even the most premium example of one can be had for a K like value proposition. Price to all around performance is hard to beat and while still piston powered is a the top of the food chain and is a solid work horse. It is like a suburban, the nose alone can hold nearly 500#'s or 4 sets of clubs easily while everyone in back is comfortable and clutter free. The twin to single safety can be argued all day but it usually works like this... When I only owned a single I had the same feelings about a twin safety, now that I fly a twin my opinion has changed. The 421C is powered by GTSIO 520-N engines which due to being geared are unique to the model giving the cabin the quietest cabin in GA with a prop, no headsets needed.

I have a diagonal bruise across my chest right now. I'm convinced it helped save my life. Add a CO detector too! Beautiful F. My C was one earlier N number. 9149V. As Marauder mentioned, after the above mods add GPSS of you don't have it. Those that don't have it don't know what they are missing. Dan

The STEC 60-2 is a great autopilot. Sent from my iPad using Tapatalk Pro

Did a little experiment. 4 CO detectors side by side while I was heating up my hangar with a propane heater. Only the Sensorcon unit picked anything up. The other 3, including one with a temperature gauge didn't move. None of them triggered an alarm but I expected the ones with a zero PPM number display to begin counting up. Sent from my iPhone using Tapatalk Pro

Sorry to hear you going through a rough patch. It's amazing how important the 4 legged family members are too us. Losing one is nothing short of awful. I hope Magneto with help bring a little light to your life, I'm sure he will. It's been 9 days since my crash and today my lab mix, Molly came home. A friend had been watching her for us since the accident. She immediately jumped into bed with me, snuggled up, and went to sleep. She has been with us since before we had our kids. Our family isn't complete without her. The poor girl hates flying and we drag her all over. She used to sit in the back seat with a dog bed but was moved to the luggage area after the kids came. For cabin trips I taught the wife to pack light in duffle bags, We would line the bottom of the luggage compartment and try to make it as level as possible. Then make a bed with a thick blanket on top and that would be Molly's seat. It worked well for several dozen 250nm round-trips. Molly is small as labs go, 45lbs. So she fit the Mooney well. She was also a rescue and has trouble with anxiety, mainly triggered be noises. We use a "thunder shirt" to help with this. It's basically a tight shirt/jacket that hugs her tightl. She doest leave the ground without it. Cheers, Dan

Robert Brown was a great Service Manager. I look forward to seeing him at my next annual in April. Sent from my iPhone using Tapatalk

Meerja, I am based at KIPJ (Lincolnton, near Charlotte) and I travel to KMRN where AGL aviation is based several times a month. If I can help with any transportation logistics just let me know. Ron

You need to get the SB done on the Bravo to replace the cabin vent with the Mach 2 Acclaim cabin vent.