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After being in contact with Griggs Aircraft every few weeks since Jan , it looks like the old O&N STC will be finally transfered on Aug 8 th. The final FAA inspection will be completed that day and will be given approval same day. Long story but I've been waiting since Jan to get these bladders to get my bird back in the air. Ruth Griggs has been extremely helpful and informative thru this process. Keeping me updated with progress . I'm told I will be getting the first bladder kit to go out the door and can't wait because only thing holding up my bird is the tanks. I can't explain how elated I am in the fact I almost sold my bird after the news I needed bladders and couldn't afford them at the time. But since Jan I have landed several side jobs which has made it possible to keep my beloved bird. So anyone needing a bladder kit for a Mooney less than a month away !!!

I guess its guilty confession time. I had a prop strike on my aircraft last year. Almost the exact same situation, coming into a shorter strip than I usually land with an obstacle. I pulled power after the obstacle to loose the altitude, and came in at 70-75 mph. That said, the sink was just too much, and I hit hard and struck the prop. Not as good at energy management as I thought I was, and I'm still not to this day. But better. Two big differences. I hadn't come in too fast and had to go around. And I pulled the throttle after that bounce. I knew the situation was bad and didn't want to add energy to the equation. I had an asymmetric curl in the prop blades (just like the accident pilot) and a busted cam shaft. If you want to know why I was gone so long (assuming you noticed), there you have it. I feel horrible about pranging my airplane (the only good thing was I was delivering it to my mechanic)... but it could have been lots, lots worse. One can land a Mooney on a 3000 ft strip quite easily. I just did a 2800 ft strip a couple weeks ago, and again over an obstacle. But you really, really do have to control your energy. Too much and overshoot, or you bounce and porpoise. Too little and you hit hard. I was ready to give up aviation entirely after that. I realized I was not the pilot I thought I was. I'm still not, and I'm still not convinced I should in the game. But I will endeavor to do better.

I just got the news. My son Nathan just passed his private check ride. I've already got my insurance agent working to add him to my policy and find out what hoops he'll have to go through before he can fly the family plane. He wants to go all the way to professional pilot. I think he'll help make sure my M20E gets enough time in the air. Too bad the engine wasn't rated for 201 HP. Flying is more fun if you have someone to share it with.

I have been following oil consumption in my IO-360 powered J lately. For years I have been climbing at 2700 RPM to my usual cruise altitude of anywhere from 6K to 12K with the majority of longer trips around 10K. One of the air-oil separators was installed long before I purchased in 2007 but don't remember which one. In an effort to decrease consumption I lowered my minimum to 5 quarts instead of 6. That made a small difference, but I also noted that it does not lose oil on long trips at the same hourly rate. I lose the same amount of oil on a 1 hour flight as a 4 hour flight with all cruise at 2,450 to 2,500 RPM regardless of altitude. Several few weeks ago I made a decision to reduce power at 1,000 feet AGL and then climb at 2,600 RPM which made a little difference with some decrease in consumption. Then I decided to climb at 2,500 and it hade a huge difference. I was adding about 1/2 to 1 quart every other flight to keep it at 6 quarts and most of those are 50 minute flights to work. Lowering the limit to 5 qts didn't really make a whole lot of difference. Now over the past 10 hours climbing at 2,500 and only adding at 5 quarts on the dipstick and on longer trips I have only added 1 quart. I read the Deskins Pelican Perch articles many years ago which is why I had been climbing at max RPM, and have gone back and read some of them again from time to time. I'm sure full power balls to the wall makes sense on some aircraft, but mine likes 2,500 RPM climb better with regard to oil consumption with absolutely no issues with oil temp or CHT. The climb rate suffers slightly at higher altitude but not much and I was still 250-300 fpm thru 10K at max gross takeoff at 90 degrees. To get up to 15K last week I did have to go to 2,600 for the last couple thousand feet.

This was a couple of days ago, and I made a longer post in the Vacation section, but I think this counts as "flight-seeing"... Over western Montana and northern Idaho.

A. Fox tells me that if you strike the prop tips just right, it makes winglets on them and they work just as good.

Since we have been fairly well grounded by weather over the past few weeks, today was a great day to make a breakfast run up to KRMG. Filed with FF and briefed. Looked good. Clear and clear. Launched at 7:00. Smooth and fairly clear. But then.... Welcome to the South. Don't like the weather? Wait an hour or so. Really. It ended up being OVC 100 and 1/4 visibility. Turned around and went home. But got to fly, so not all was lost. Plane ran well and it was still CAVU at the home drome. And there is always next week.

Didn't take any pictures, but today I passed my instrument check ride. Oddly enough, and I didn't realize until this evening, it was EXACTLY 2 years from my first solo flight. Getting my instrument rating in my own plane was a huge driver behind the purchase of my Mooney. I made it a goal to pass as soon as possible. Took the written as soon as I put a deposit down on the plane. Got my Mooney last May and after learning the plane (and dealing with some squawks), I started my IFR training in January this year. Took about a month off in between for annual/vacation. Excited to get the certificate wet on a long cross-country from NC to WI next week (no, not OSH)! I'll be sure to add photos then. Sent from my iPad using Tapatalk

I know having more entry's will hurt my chance of winning. But I thought this was a good thing and wanted to pass it on. It would be cool if at least a Mooney Space member won the $1,000 in parts. https://lasar.com/tshirt Sent from my iPhone using Tapatalk

Had to be in court at 8:30 this morning in Burbank. I've driven it before; it takes about an hour (if no accidents) to get there by car, and ninety minutes or more to get from the courthouse to my office on the westside of Los Angeles mid-day after whatever hearing. So today I flew. SMO to BUR and back took about 6 minutes each way in the air (tack on a few minutes for taxi, runup, etc). From parking my Jeep at my tie-down to stepping into the courtroom: 35 minutes. (SMO is about 5 minutes from my office.) The return trip? About the same. Bonus: Holding short behind a Spitfire and watching it depart... Parked next to another Mooney at Atlantic at Burbank (N5808F, with a decal of Wiley E. Coyote riding a rocket on the vertical stabilizer); I think we were the only two piston planes there.

Here are some of Joker's photos!! Bob Velker, Puddles, Hoser, Joker and Buttercup

These aren't turbo compound boosted engines making over 1HP per cubic inch. They have time limits for a reason. Naturally aspirated engines like we have do not have a Takeoff or a METO rating. They can run at 2700 RPM all day long, the helicopter versions run 3200 RPM. 2700 RPM is even listed as a cruise power setting in the POH. We shouldn't apply R-3350 procedures to a IO-360 anymore than we should apply limitations for boat engines or diesels. They are completely different animals. I do know that pulling the prop RPM back at full throttle raises the cylinder pressure and CHT. Pulling the throttle back to "26-26" or some arbitrary number robs you of 1/4 to 1/3rd of your climb capability. Airplanes climb because of excess power, and any reduction comes from there first. So it takes longer, burns more fuel and takes more distance. More time spent in the ROP climb configure instead of lean cruise. You lose in every category except it "doesn't sound so much like its screaming" and the tach isn't close to the red. Let the data others have worked to produce, tell you how to do it.

Yes, I can understand the astonishment over the coverage. My policy did not specifically have clauses that stated coverage for rodents, infestation, or anything of the sort. My broker was pretty blunt and right out of the gate said that he'd never heard of this being covered before. The adjuster said due to good maintenance logs and the fact that the mice were right there was the reason this was being paid out. Otherwise I'd be on here and Barnstormers selling parts!!! The EXTERNAL DAMAGES clause is what they felt best represented this situation. The clause is pretty broad, could cover anything from a lightning strike or tree falling on it to some drunk yahoo driving through the airport fence and into the plane. The first question of course was when did it happen, which was pretty impossible to explain. All we were able to provide was over an approximate timeline. Having only owned this aircraft for just over 2 months at the time of discovery I was worried because the damage would have happened under the previous ownership. I couldn't see that happening in a shorter time frame, then again I don't know what the pH of mouse urine is either. Our discovery during the annual did not seem to affect this for something along the lines of that the aircraft was insured under previous ownership by the same company ( that may also have been a saving grace). The aircraft was insured for $95000 CDN, repairs were to the tune of $52,000 CDN and involved around 250 hours of labour. We found the damage in mid July of 2016, claims adjuster visit in early August, spent a few weeks getting quotes and deciding on best value/total solution options without approaching write off territory. Had a new airframe by end of October. Was worked on from November and finally flown mid February of 2017. We acquired the other airframe from the folks down at LASAR. The reason we installed a new one vs a repair was that it was actually more economical. The prices charged for welding repairs were just atrocious. That frame plus shipping was about $12,000 CDN all in vs a repair of almost $30,000 CDN quoted by Acorn welding (and that didn't include the labour to remove and install everything, was looking at almost $80000 CDN all in). $5000 CDN for the engine R&R, and the rest was for labour, parts, and a bit of paint. With the plane in so many pieces it was a good opportunity to do the panel since it was apart and renew things such as tank seals, other lines, gaskets, and basically do a D-Check type of annual. It seemed a lot of the aviation community in Calgary new about this project. I even had people at work I've never come across asking if it was me. My insurance rates didn't go up much as a result of this, in fact the major increase was due to my new insured value of $145,000 CDN as a result of the other upgrades I paid for outside of the insurance claim during this process and the fact that I was probably undervalued/insured right off the bat. So I'm paying $2250 CDN a year presently. I think that addresses some of the questions and comments, if not please post away. I'm happy to share this story and explain what I can. I thought it was something the community would enjoy. We are really enjoying have her back online. Mike Exchange rate right now is about .78 to the dollar, CDN to USD currency for those that are looking to convert.

My wife and I flew over to see Queen concert (Adam Lambert fronting) in Omaha yesterday afternoon. Flew to KCBF, Council Bluffs and Uber'd. Easy flight at 6500. A couple deviations from flight following for parachuting. Nice FBO. Downtown Omaha was a blast. Nice brew pubs, a cigar bar and a killer Queen show. Return today saw 130 knots in climb (ground speed). Nice and cool at 7500 with DAn Auerbach's new album (Waiting on a song) for entertainment. 153 knots LOP at 9.5gph and smooth. 1.2 for flight vs 4 hour drive. I love GA. I love my Mooney and I love going to great live shows with my bestee...

Soon you too can share videos like this

Just a bit of a milestone. On July 7th, 2016 I met my CFI at the airport and we made three trips around the pattern before I dropped him off at the base of the tower and taxied to the end of runway 26R before taking off into the air all alone, my first Solo Flight! It is hard to believe that a year has passed. Since that first solo flight a year ago so much has happened. I had 15.6 hours of flight at the time, I have flown another 124 hours since then. I passed my Check-ride on Oct 15, 2016 and received my PPL. I made my first actual long distance cross country to Arizona and took my dad on a short flight. I bought a Mooney! I made another 197 landings, flew over 7,800 nautical miles, landed in a total of 5 different states at a total of 28 different airports. It is still like a dream that I have my pilot's license and I have my own plane. I still get a rush every time I push the throttle in and start rolling down the runway. I hope that feeling never goes away. I can't wait to see what the next year brings.

Eclipse party my place Can be just like a hurricane party without the wind and rain.

I do, too. Advanced degree in Electrical Engineering and thirty years developing wireless communication systems. Just a shadow. And the Bernoulli effect is real, too. ...runs away...

I'm sure it comes across that everyone thinks they're an awesome pilot on these boards, but most of us have had "oh crap" moments. I've been fortunate that mine have only resulted in a bruised ego and nothing more. No judgement for you on my part. In fact, sometimes I find solace in knowing that other people have had their own issues, too.

Very cool and congratulations! My daughter is finishing her private this Summer and starting Meteorology at college next month. Sent from my iPad using Tapatalk

I was thinking the same thing, Gus, until they started talking about the prop hitting the runway. Then it started to sound like the classic overspeed to porpoise to hit the prop scenario.

Mine have been installed since January 1992. Glad to hear they are able to continue to sell them.

Yep, owner assist costs more, not less. I'm pretty sure they all have the plaque hanging on the wall somewhere. (Check the restroom) Standard Hourly Rate: $75 Owner Assist Hourly Rate: $100 Owner (engineer/technical) Assist Hourly Rate: $200 It will look something like this: Sent from my iPhone using Tapatalk

Only one a year!??! That's way off from reality! Most weeks there is at least one Mooney gear up. In the last 10 days of the FAA records show there has been 3 Mooney gear ups already! And if you think the old vintage Mooneys are exempt think again there too. In just the last 3, one was an 81' and the other two were a 67 & 68'. But its really hard to determine if the older Mooneys are electric or J bar because those details are usually lacking and many pilots right after the event will often say the gear failed when they actually forgot. So its also really hard to separate maintenance issues from pilot error. But the over whelming take away is that Mooney gear up happen almost every week and frequently multiple times each weekend. And what's really sad is the its really diminishing the fleet these days since a great many of the vintage birds are under insured in that any gear up will result in the insurance company totaling the plane and selling it for scrap with fewer and fewer getting repaired. You just won't see the majority of gear up's because they never make their way into the NTSB accident reports. The vast majority do not constitute an accident; especially for Mooney's. Their is neither significant structural damage nor does anyone rarely get hurt just sliding in on the Mooney belly. Just significant expenses that they get scrapped So these are never considered an accident and only an incident which makes it harder to track details. But the FAA publishes daily accident and incident stats for the last 10 days and you can see the the 3 Mooney gears up reported here: http://www.asias.faa.gov/pls/apex/f?p=100:93:0::NO::: But recognize the link shows the current last 10 days of reports whenever you bring it up. So the stats I am referring too will change tomorrow.

My vote for the best camping at Oceano is the condos next door to the airport. It's been awhile, but they used to give good pilot discounts - but that might of been because of events organized by Jolie and Mitch. Don't worry about the marine layer. If you get there too early you can wait it out at near by SMX with 2 restaurants to pick from. Sent from my iPhone using Tapatalk

Cheap is the only way that Alan acquires anything!

Aerostar in Florida not too long ago. The pilot even had an on camera interview . . .

Anyone think airports in the path will clog up? Sent from my iPhone using Tapatalk

I hope we all feel that way. I know I do.

It takes some guts to admit a mistake like that. If it makes you feel any better you're not the first and certainly not the last. I came close (twice) doing the same thing. Just came in a little fast and really light. Bounced once, then twice, gave it moderate power and was able to make a safe landing. Both times were early on and once with my wife. She was very unimpressed but still flies with me. I should've gone around but I made a split second decision and fortunately it worked out. We all know what happens on the third bounce. The silver lining to this story (and yours) is events like this make us better pilots. For what it's worth, I signed up for the Mooney PPP in Des Moines, IA in October. Anyone here in the Midwest should consider it. Training makes us better and I believe prevents accidents.

Hey Paul, thanks for the shout out. You might not be aware of this but MooneyMitch is not associated in any way with me or the with Friends of Oceano Airport, or its events since 2014. But the board and our volunteers continue to work hard to show off our airport to visitors. Next up is August 5th Fly-In Movie Night! All welcome.

No engine monitor as such. I do have the old CHT single probe and a 4 lead EGT but they are analog, not digital and difficult to use other than a glance to see if you are close. I do have a JPI Fuel scan and that is what I am getting my readings from on the fuel flow. I have checked the RPM using an RPM tester that you point at the prop and it checks out very close to the gauge. I will check the MP when not running. I appreciate each and every response on this post and all the help and time you guys are willing to give me.

Thanks Bob! I depart my home field at 5750'...and my numbers are always lower than many I see here. I liken it to: altitude, DA, max gross flying, mid body, dirty bird (lots of antennas)...

If I ever get there i'm going to spend my time eating sushi and drinking sake. To each their own.

I thought fuel flow at takeoff should be around 18ish GPH? (sea level - standardish kinda day)

It is not unusual to see 220 on climb out around here. It has a lot to do with ambient temperature. We have plenty of that lately.

The difference mechanically from 2700 to 2500 isn't much, hard time considering that is the reason for a delta in oil consumption/loss. I cruise at 2700 up high lots and don't see any difference in burn. Sent from my iPhone using Tapatalk

If the prop was deformed in any way then it no longer makes a good airfoil and will produce significantly less or no thrust at all. Sent from my iPad using Tapatalk

I just always assumed most shops would charge extra for an owner assisted (owner hanging around getting in the way, asking too many questions) annual.

If you were going for a tie down ring.... some 2" angle alum and 1/4" fender washer. A 1/2-20 bolt and a wing nut. 3/8 if you want to be fancy. Camera mounts are 1/4-20 also.. Drill two holes in the 2" angle alum. Pro trick from quad copters is to use the fuzzy side of Velcro as a vibration dampener. Just stick some to the where the camera is going to be. Can all be purchased on the fastener/hardware isle of the home improvement store. Probably about $10.00

I thought I would post something actually helpful...if you plan on recording straight out front buy a filter so you don't see the prop distortion going on. https://www.nflightcam.com/collections/filters/products/nflightcam-propeller-filter-for-gopro-hero5-black

I would listen to the guy from Hartzell. The torsional vibrations in that range are very destructive. From someone who has dealt with two cracked crankcases in my life, I wouldn't risk it. I learned to do the stepped approach. Fly at the top of the range until short final and then switch to the bottom of the range.

Wow! Great follow-up. Where did all the new tube/ frame come from? Or am I seeing double? The goofy shock absorber / vibration dampener on the nose wheel has no function after the first week of ownership... There is a document somewhere that allows and documents for its removal. Best regards, -a-

Not a fun flight today. LA to Tucson (KVNY-KAVQ) in the mid afternoon. 2.5 hour flight at 11,500 ft and got the crap beat out of me the whole trip including deviating for weather. I give purple a wide berth. First photo shows the weather on the iPad, second shows the weather out the window and the third picture shows the storm scope.

An airplane advertised for sale is expected to be airworthy. and the seller should be responsible for anything that is an airworthiness item. A good prebuy inspection by a Mooney shop is important. LASAR uses a Prebuy list and it usually cost about $1700

Sounds to me as if your initial steps have gone about like those most of us took when we bought our first plane. We didn't know everything about buying an old Mooney, either. You're doing fine.

Hey that is what it is for. Looking to make a trip to Canada while I'm there just to say I did it. Still need to work out all the logistics. Still need to hit several more N. Western states while I'm here.

Nope, you're fine. When I repainted my 67E back in 2010, I went with 3" N Numbers and they are authorized under 14 CFR 45.22. Basically, any certified aircraft over 30 years old (measured from today's date) may retain 2" numbers (or larger) as the minimum size. The date the aircraft was/is painted is irrelevant in any discussion as an argument for saying only 12" numbers are legal. Cheers, Brian

There may be some benefit in considering our personal limits on when and how we fly an unfamiliar aircraft, but I doubt there's much benefit to be extracted from this tragedy by pondering who should get to rent a particular aircraft. And we don't know a thing about this particular pilots experience. To tell oneself "I am an experienced pilot with this many Mooney hours" and if only we could find a way to keep such lousy inexperienced pilots from getting into these situations strikes me as blindly egotistical and pragmatically useless. There is also no paucity of regulation in the dwindling GA world, and there is ample downside for everyone in further regulating access for folks who don't own a plane or telling someone that they don't have enough hours to fly a particular brand.