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My beautiful Mooney and I made the cover of MAPA Log this month! My thanks to Trey Hughes, et. al, for the honor!

Well, since I put funds in escrow, I consider her mine, so I changed my Avatar. This plane has had wonderful maintenance and has been hangared if not its whole life, certainly the last 30 years by the same owner who has paid Dugosh well for premium maintenance and modification work. He has done lots of speed mods, factory reman engine and new prop 262 hours ago, 430W, quality instruments, 6 year old always hangared paint, and on and on. If anything about the plane is less than top notch, it is the interior. It is not really ragged, but it is long in the tooth. The plane has been flown regularly although a little less frequently of late. The highly reccommended and picky Mooney IA gave many praises to the aircraft. The seller had started trying to sell it over a year ago asking way too much. Finally started down on price. I bought it for considerably less than even his most recent asking price. Even at that price I paid a premium price, but I firmly believe that I bought a premium plane. I have been through the plane selection and purchase process before with great success so I do have experience at it. Time will tell if I hit another home run. Oh yes, I don't want this to make my girlfriend sound shallow, so I will explain thoroughly. She went with me to look at the airplane. She has been involved all along in that she listens and learns about all this as we have gone along. She is very intelligent and understands the priorities while making such a decision. We talked about everything involved with the airplane and purchase EXCEPT FOR the color. I have learned over the years when buying used vehicles, condition trumps color. She obviously is wise enough to understand the same thing. She and her daughters are all SMU grads. There was no mention of the color by her. She was showing a picture to one of her daughters (whose husband happens to be a pilot and aircraft owner) and her daughter said "It is SMU colors!" She loves to fly with me and learn about aviation. Priceless!!!!!

Captain Harry A Moyer, our national treasure! [Harry just got his E model out of ArtCraft Paint facility]

Leaving Orlando yesterday, ATC routed us straight over Cape Kennedy. I've flown over it before, but never at 8,000 feet. Had a great view of the Vehicle Assembly Building, Space Shuttle landing strip, and the two Saturn V/Space Shuttle launch pads.

PTK frequently goes on the attack. check the history. Alan is a good guy but can only take so much condescention about things he does for a living. Much like me. I wil say Alan is a stand up guy an an asset to the aviation community. He provides a valuable service and he is well respected. Half the stuff in my panel came from Alan, and it all worked the first time, or he would have exchanged it. Thats all I got for now.

Fox vs Dentist in the schoolyard during recess Monday afternoon, only on payperview.

I get why its appealing, but the G2 is so limited probe wise with just EGT, CHT and FF. Soon as you learn how to use it and begin to realize its diagnostic potential you'll be very disappointed when you can't add RPM, MAP, OT and OP to realize its true diagnostic capabilities and really watch after your engine. I'd vote G3 if you have to stick to the tiny 2.25" but an EDM 830 in landscape mode might fit well on the left where you have that open space. But of course if you could go with Q3 or EDM-900 with the accompanying probes you could really clean up your panel.

Its good advise , I am in the aviation business full time , I deal with a number of big repair stations , I have never heard of any crank being condemned that dialed out , period , end of story..... Dialing of the flange is the industry standard..... So glad you are an expert , Peter Garmin.... By the way , when did you get your A&P.... I have mine , I have flown behind prop struck engines for many years..... In fact , I fly behind a prop struck IO-520 in my personal aircraft.... I dialed it , dyed it (not required) installed it , and signed it off.. ( I can do that , I have a license) .... What are your qualifications ???

I'll comment as a person who has flown around 30 different aircraft including large SE warbirds. Spending a majority of my early time in a high wing, but have recently surpassed all other TT with Mooney time; I'm with others from one perspective of ToT (Turbulence over Time), in that my comfort level in turbulence/chop is in an entirely different category than a year ago, and before that. Now, nobody likes being in a washing machine, but having said that, I used to pucker up like a balloon knot when I hit my own wake doing steep turns. Now unless I'm getting my head bashed against the rollbar, I'm good. From a "comfort" perspective in ToT, I prefer the Mooney over all the other aircraft listed here and some additional I've been in. Reasons? The single wing and torque tubes do wonders for low grade instability. Two of my favorite aspects of a Mooney for other reasons as well. The Mooney tail seems to handle yawing moments much better than similar class low-wing aircraft (Bo, Piper, etc) I also think the low profile body helps with that as well. In moderate chop, a fast low wing seems to handle rolling and elevation movements in a more gradual fashion. (The wing levelers help as well) The ability to power through that air mass and get higher in a naturally aspirated engine that is fast and sleek, is by far, one of the most liberating reasons. I have yet to experience that feeling in any other airplane I've flown, other than a Mooney. (I'm sure the jet guys get that feeling x10) From a purely pragmatic perspective, the Mooney just seems to cut through the air better, like the "V hull" comment made earlier. That's actually a really good analogy. That's my 2 cents. [emoji3]

I FINALLY had a nice day to fly. It has been like 66 days since I last flew. Went on a mini-air tour around the area and logged a few hours and several landings. Wx was perfect and the bird ran great. I put Mike Busch's theory to test that adding some carb heat would create some turbulence with the induction system. That actually worked perfectly as #4 EGT was like 150 less than the rest. After adding some carb heat it stabilized with the rest. Sent from my iPhone using Tapatalk

It's interesting how quickly we become attached to our airplanes. I mean, in reality, they are just machines. Maybe it's because of they joy they bring, the trust we have in them, and the effort we put forth to make them the best they can be that causes us to become emotionally attached. I know I have had that attachment to every airplane I have owned.

I am in the deep end now. I ordered the Aspen Evolution 2500 System today. I have some great used avionics for sale. Available when removed. Bendix King Silver Crown KX-155A NAV/COM Garmin GTX 335 ADS-B OUT Transponder S-TEC ST-180 HSI Horizontal Situation Indicator Slaved Compass System Misc instruments, ALT, Airspeed, VSI, WX-950 Stormscope All of these will be listed in the used avionics forum soon. MAKE ME AN OFFER, any or all. TomK

These thieves must have a field day with a Manhattan white pages.

This is all my opinion, but I'm going to give it to you anyway. There is a bell curve of 'deal quality' for every market. Some planes are a good deal for the buyer (on the high end of the curve) and some are a good deal for the seller (on the low end of the curve). At any point in time, the 'market' is the sum of all the planes for sale right then and the buyers that want to buy. Every seller's ideal is to be on the bottom end of the curve and every buyer's ideal is to be at the top end of the curve. The farther away from the top end of the curve you are willing to be when you buy, the faster you will be able to buy. If you want something at the very top of the curve you might wait a long time. Years, even. When you are selling if you price your plane so it's at the top of the curve, you'll sell fast. If you price your plane so it's at the bottom of the curve, you might wait a long time. There are planes still for sale on controller.com that were for sale when I bought my plane 2.5 years ago. The same is true for everything else; houses, cars, shovels, etc. As a buyer you decide what you want, then look at the market for those products and those that are similar to what you want. Then you try to negotiate for as good of a deal as you want to spend the time and effort getting. As a seller, you look at the market for those products like yours and decide how good of a deal you want as a seller then price it appropriately. Then you negotiate with buyers and accept when you are happy with the deal. Hardly anybody wants an exact specific plane or configuration. Continuing Jerry 5TJ's example: If I was in the market for a FIKI Ovation and you offered yours for $299k, I would be more likely to buy the 2006 Ovation G2 currently on controller for $275k. It's got a G1000 instead of the G500/GTN750/650 but for most buyers that's close enough. Your plane would probably sit on the market for quite a while. It's a great plane (Much better than my dinky '64 M20E) with great equipment, but at that price I think it'd be a bad deal for a buyer. The price range for an item is from what the top paying buyer is willing to pay to what the lowest-bid-accepting seller is willing to accept. If you only offer below what the lowest seller is wiling to accept, you won't buy anything. If you only offer above what the highest paying buyer is willing to pay, you won't sell anything. The closer you get to those limits, the longer it will take to make a deal. http://www.controller.com/listings/aircraft/for-sale/1457395/2006-mooney-m20r-ovation2-gx http://strategicaircraft.com/2000-mooney-m20-r-ovation-2-n555tj/

N6946U is there. Thanks for mentioning this.

I guess we all know now where Joe lives. I've always found it laughable when somebody who leaves behind a magazine on a commercial removes the address label, as if the next person to read it is going to come to their house and bludgeon them to death.

well you can always take off verticaly to 30k feet (64 gallons of fuel) jettison the engine and glide to your destination.

Back to our regularly scheduled program- I just last summer worked on a 520 gear collapse (hard landing) that got the prop (broke the blades lose in the hub). Sent the engine out for IRAN and it came back clean as a whistle, @ $12K not counting the prop and shipping. Used prop about $7500. I had an overhaul in my own C model 10 years ago that had 12 years on the engine from a gear up. When my crank was magnafluxed it failed due to a crack in the large front bearing journal. I "suspect" it had been there since the prop strike (log book somewhat questionable on the overhaul but I knew that going in and accepted the consequences). In my mind its a toss up. With a Lycoming you can get away with the rear drive gear AD only, IF YOU WANT. With a Continental, your part 135 you're going in for the full Monte period, no choice. If you're Pt 91, what you do is your option, nothing "mandatory". You decide how much liability you want to accept now and down the line if you go short and not tear down for a good look see. If you're insured, they might set the limits on you.

Why do you feel the need to repeatedly act hostile towards members? And more importantly, why are you allowed to and sell your wares around here?

We had a prop strike at full power that dinged 1/2" off all three blades on a TSIO360. Engine had 77 SMOH, so had been recently inspected. I insisted on teardown, and the crank was cracked in three places. A friend bought a low time TSIO550 that had an off airport landing with no power. Prop condition was unknown, so we had a teardown done - crank was x-rayed or magna fluxed, no problems. Cost was about $6000 for the basic teardown and reassembly. But additional items found jacked the bill up to $11,000. Excludes shipping and installation. Once you have opened up an insurance claim, push for all the work you can get done. Otherwise, how are you ever going to feel comfortable flying at night, water and even selling the plane down the road? Don

I just hooked up my 12 year Concorde RG-35 to the BatteryMinder (its getting cold here again!). I think it helps, but I also sweet talk my battery and massage her terminals to let her know she is loved.

Here is a link to the TCM SB96-11A . Why risk it for something normally covered in full by the insurance company?

Minor alteration. Simple logbook entry.

I transferred funds. She is as good as mine. Now I am like the dog that caught the car, can I figure out how to drive it? Next is trying to transition and get comfortable before Spring Break.

Ok here is test #1 Next we will do the pure white one and probably the black with white lettering Sent from my iPhone using Tapatalk

Fixed your Swiss watch for you. [emoji23]

@dlthig Never heard of TruCar, but after a quick look at their website, I agree. @gsxrpilot Exactly. I could afford to buy a T310 but I can't afford to fly and maintain a T310.

So with a little extra cash, Elon Musk will take you to the Moon! http://www.latimes.com/business/la-fi-spacex-announcement-20170227-story.html I want to go! I put it in general Mooney talk since we are talking about a topic that is clearly about the Moon so it is a Moon related, or aka, Moon-ey topic.

Could be, all Cessnas look alike [emoji1]

Actually makes sense to do this when traveling, and I do. When someone finds your home address in the seat pocket of an airliner they instantly know that you're away from home and may try to coordinate a burglary of your property.

I totally regretted getting the G1 about five minutes after seeing it's capabilities. I called Insight and they want me to pay the same price to "upgrade" to a G2 as someone with a 20yr old Insight GEM would pay ($1680!). I'm probably going to bite the bullet and order a new G2 and sell the G1 here. I just really want the data logging capabilities. I've been forced to constant snap photos of the screen. Ridiculous. Sent from my iPhone using Tapatalk

Love it! A little ironic.....

I spoke with the tech guy at JPI. He said to spray WD40 and back flush the transducer. Honestly I used carb cleaner instead.

At least that induction leak was easy to find! LOLs - It sucks to loose a cylinder when you only have 4, glad you were headed down on approach Sent from my iPhone using Tapatalk

Down south here in the Banana Belt it's been IFR in places all day due to visibility with MVFR ceilings and light rain. Now it's much improved with scattered to broken but VFR only birds didn't go anywhere here this morning. I didn't check but it looked like the tops were pretty low - less than 10k. But I am sure someone here can actually say. Sent from my iPhone using Tapatalk

The G1000 does not come standard with a DME. What you're seeing is a GPS distance to the VOR (page 51, G1000 Pilot's Guide). The G1000 does not display this for an ILS; however the distance to the missed approach point (ie "RW09 map") can be displayed on the PFD by selecting the flight plan inset.

Yup. Mine are in the back of the airplane as well, with a bit of speedtape over the holes. I've found you can easily tie down to the main wheel trusses.

I think the 35 probably was some exhaust that you picked up on the ground. I have been in 3 Mooneys with this detector and they are all showing between 5 and 10 in flight. I think this may be the norm. Sent from my iPad using Tapatalk Pro

The real trick is to stop shopping once you have picked a plane and brought her home!

My flight today was interesting. I am headed to KORL from New Orleans estimate 3 hour flight time with good tail winds. Weather at take off excellent cool temps, clear skies forecast at KORl is to be to be clear and current conditions are clear. I get to Ocala area and ATC tells me to expect the visual for 25 just what I was expecting then 15 minutes later KORL is MVFR and ATC is jammed with traffic. ATC vectoring me for the ILS 25 and I'm about 10 miles away essentially a down wind over KMCO at 3000 the engine starts running a little rough so I enrich the mixture and it goes away. Now vectored to intercept the glide slope and the roughness comes back as I back off the throttle. I push the throttle in and it lessens some but comes back when I back off the throttle. Look at engine monitor and #3 is cold. i debated about declaring an emergency but at this time I was on final and cleared for the approach. I stay high once I'm under the clouds keeping more power that normal and we make an otherwise uneventful landing. Once settled at the FBO I remove the right side cowl cover and my #3 intake tube is dangling no bolts. I get with the mechanic who happens to be there tel him what is going on and he will look at it Monday. So time for a beer. Oh that already happen when we stopped for lunch with the grand kids. Well at least the winds aloft forecast was correct we made it here in 3 hours.

I contacted a company called Mountain View Aviation about a product call the Door Steward. They have a STC'd replacement for worn door slides/stop for some airplanes, unfortunately Mooney is not yet on the list of STC's. Their kit replaces the slide with a gas charged cylinder that is spring loaded. When you open the door latch, the door smoothly opens just like one you would see on a car trunk or hood. I tried it out on a Piper that is in the same shop that's doing my avionics work and it's really nice. The owner at MVA said that I should be able to install it as a minor alteration with a field approval, but he said he would give me a full refund if it didn't work out for me. All parts are PMA'd so he thought it should work. The kit is around $200. I'll report back what happens. http://www.shop.mtnviewaviation.com/ Don

You buy a mission, not a brand. You may prefer a brand but the fact is, in almost every case there are 4-5, maybe more different airplanes that will meet the need of a specific mission.

Way to go Dan! Some people have the skills to turn a tough situation into a more positive situation. This one might be dozens of positive situations depending on the number of CO meters that get installed in Mooney cockpits... Best regards, -a-

If he's been looking for two years and hasn't found what he wants he either is a tire kicker or has unrealistic expectations. One of the guys I'm advising that just had the offer accepted on a K model first contacted me on January 4. On January 4 he had no idea what he wanted so we started with "what's your mission" followed by "what's your budget". On February 20 he had an offer accepted. It doesn't take two years to find a Mooney.

Sure wish I could fly to work with this morning's view...

No tricks for EDC. Just know that there will probably be a direct xwind every time. One runway, full length taxiway. All is new and old AUS airport was further southwest. Almost all biz GA just goes to AUS still. EDC will be viable in another 10 years or so. Still no development at all that far out. Just like Paul said, hand off from austin approach or straight to CTAF. Only one FBO and plenty of tie downs. Literally nothing else in the area but quick access to the toll road. Self serve pump just north of FBO eave. Sent from my iPhone using Tapatalk

YES! This is what I really want...a ki300 with a better screen and features.

No offense, but nothing here says anything about his expertise with Mooney's. There are lots of experts in a lot of things. And seriously 20,000+ airline pilots are a dime a dozen. But there is a reason that people fly their Mooney's all the way across the country to be touched by Don Maxwell at KGGG or Paul Loewen at 1O2. The guy who taught me to fly, was and still is my mentor for all things aviation, is a 52,000 hour 747 Captain from PanAm and Braniff. 16,000+ hours as a CFI in the right seat of various Pipers. He did my Mooney check out when I bought my first (700 hours in Mooney's). He knows more about airplanes than anyone I know. But I wouldn't let him evaluate the rigging on my Mooney even if it was free.