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"A permanent reminder of a temporary feeling" - Jimmy Buffet

I can't post mine on a public forum.

Couldn't think of a better use for use for a non-airworthy case, cylinders and prop.

ESI500, G500, dual GTN750, GFC600, GDL88, GTX33ES, GMA35 & a certified engine monitor. But that's just my inclination. Like many here in Mooneyspace I have a sordid history of exporting cash to my hangar, whence it never returns except as satisfaction during flight.

My niece has several tats. Enough to cover her arms and portions of her torso. She and her dad have gone together and designed their own they each had done. Her job does not allow ink to be seen, but that is not a problem for her. The long sleeve shirt and bullet-proof vest she wears keeps them covered. SWAT officer for a South Carolina city now but used to do UC narcotics work. Nearly 30 YO but looks about 18.

At times I have had many struggles over the course of two different planes I have owned. I don't remember all of your posts, but everything with you and your plane has been very manic, as a young plane owner I learned very quickly that it requires a lot of tolerance for stuff we would all prefer not to tolerate. I'm sorry to see this post.

Very nice floor. If I wasn't renting, that is an investment I would make. The parts were all from my last O/H. Case had fretted and was no good. I replaced the cylinders w new so these were left over. Bought the prop for $100 from shop near me. Someone had landed gear up and curled the tips so I gave them a trim and polished the pieces. Had the case powder coated and the push rod tubes and valve covers chromed at a local shop. Drew out the glass top shape on a cardboard template and had it cut to fit. A waste of money probably but, I like it. During my research for this, I saw a number of radial engine tables but no reciprocating ones. I thought this would at least be different.

Is this really happening right now? It's oil. Get over it.

angelflight mission to KDRO today. Didn't take many pics, makes the pax nervous when I text and fly. Didn't feel like burning a lot of gas so loafed it along a little

Buy a tablet, some 100LL, fly alot

...or Mary Ann vs Ginger?

Since it is a project of sorts, don't kill it by keeping in on a ramp for "free". It wont be free. Please put it in a hangar where you can do the work on it, keep tools, beer etc. Sunny CA kills planes just like Sunny Fl. kills planes outside on the ramp. You saw how nice it cleaned up with a bath, don't expect that with a plane that has been sitting outside for a year.

That's a J, you need a K.

Had that conversation (with the Jimmy Buffet quote) with our daughter when she was about the same age. She got the ink, we sold the car. She was happy with the decision she made and accepted the consequences that came with it. She's since added to her collection and is currently an elementary school teacher. Though we are still disappointed with her choice to 'get some ink', in the grand scheme of things, it isn't that big of a deal. Some of her friends have had similar expectations and results in their lives re: tattoos. Sometimes, the reaction the parents got from implementing the consequence were an equivalent of the medicine killing the patient.

I have a few Mooney scars, and sported a removable Mooney tattoo at the Mooney Summit III if that counts

Busiest municipal airport in the country... also home of the documentary One6Right. Was based there for a year and a half. Fun times!

When you are on short final, call it 100 agl, what happens to your plane when you pull the throttle to idle? That's pretty much my SOP if I'm on speed [70-75 mph depending on weight], and I generally touch down on the 2nd or 3rd stripe past the numbers. The last Cherokee pilot I gave a ride to freaked out when I did this over the trees, but saved his words until after we landed. "If I'd done that, my plane would have gone down in the trees. But in your plane, nothing happened!" Basicly, whenever I know I have the runway made, throttle goes to idle. If I'm high and fast, it will be sooner.

There really isn't a redline for EGT. Continental did not publish an EGT redline. For whatever reasons, Mooney invented this for their blue-line target EGT sensor that measures EGT on the odd cylinders and added a 1650F redline on their own, presumably using 1650F since its the most conventional TIT redline for turbo's. But apparently it did do what Mooney intended, as it got your attention that something was wrong in that you couldn't find EGT without continuing beyond 1650F, and if you had kept on leaning you likely would have started flaming out cylinders running on only one plug before seeing a peak unless your gami spread is very small. Anyway, you're doing fine using your JPI to lean but its also important to know at what approx EGT you can expect to see peak on your richest cylinder (e.g., ~1575F) so that later while in cruise, after leaning it down to 50 LOP at about 1525F, you'll notice if it started creeping up on you so you can make an adjustment. Another easy way to use your monitor to help you better "monitor" in cruise is to put the monitor in "normalize" mode while in cruise. Then any EGT changes, like loosing a mag or plug, will be very obvious to you 27.4 is actually the high number from TCM on the 310HP, and at Savvy we prefer to see 0.5 to 1.0 GPH above the high number.

You'll be surprised that after just a very few hours, all other light piston singles will seem very clumsy. Don't worry about it, the short body Mooneys are plenty easy to fly.

I'll weigh in with my 2c for whatever it's worth, which is probably just that. After owning airplanes for lots of years and seeing what it costs to get utilized planes up to my standards of where I am comfortable as well as seeing the experiences of many others first hand, I would have to say that the only way I would embark upon this endeavor is if I was getting the airplane for free. If it were me, I would want every component of that plane, including the engine, swapped out for new or overhauled. Sitting for 29 years is an almost incomprehensible amount of time as far as I am concerned. By the time you get done with the project, and factoring in the aggravation component (huge) and time before the thing is air worthy, it just makes sense to buy one that has been flown and cared for and start flying right now.

Seattle Avionics President John Rutter has donated a lifetime Sub for FlyQ that some lucky attendee of the Mooney Summit will win! Thanks John!

Those that come to the Mooney Summit will have the opportunity to win 4 bottles of cam guard (thanks Ed) Exxon Elite Oil change kit (thanks Lisa) Aeroshell Oil Change kit (thanks M20Doc, Clarence, Tri city Aero) I have tried for 3 years to get Phillips on board, but do not get any further than "that sounds great, call this guy...." this guy doesn't return calls. Who knows, maybe the same person will win it all, and mix it up!

What an unbelievable accomplishment. It seems like a big deal for me to go across the USA, can't fathom a 17 hour leg. One more leg Brian all us Mooney folks are with you.

I browsed through this thread quickly. Just got back from OSH and Dynon said that they hadn't gotten the STC for the C-172 yet. They were hoping to by the time the show started but it didn't happen. They expect it very soon. So technically it's not available for any certified plane yet. At least at the time I talked to him in the Dynon tent 2 days ago. I asked about Mooney, he said it IS a priority. He said there are lots of Mooney people asking so they actually do have it in the near future. Of course he couldn't give me any kind of timeline but when I asked if he thought it would be within a year, or serveral years he said they hoped it would be much sooner rather than later. He couldn't seem to answer my question about whether it would be available to a Canadian Mooney or not and what differences there were between being certified by TC vs the FAA. Maybe someone here can answer that? If a company gets an STC for a product through the FAA, can I go to a US retailer/installer and have it installed in my Canadian Registered Mooney?

You do not have to do anything if everything there is working. But if you want to spend some money on your new mistress there are some priorities you should consider. A certified EDM like the JPI 930 or 900. (Several folks here feel it should be in the left panel but I am a voice for putting all that great engine info on the right side and reserving the left panel for "aviate". My panel is almost 5 years old and I would lay it out the same if I did it again.) WAAS GPS. GPS approaches are easier and will soon be the standard. (I love the Garmin GTN 750.) ADS-B in. Access to weather and traffic is fast becoming a necessity. Funny how that work's. (I installed a Garmin GDL 88 in 2012 and there are cheaper ways to get ADS-B I/O today.) PFD. If your HSI is working well you might wait until it gives you trouble and the consider an Aspen. The resale market for used Mooneys is firming. IMO well thought out, integrated panels will get a premium from knowledgeable buyers.

Summary... 1) doing it right takes a lot of money... the end result is a great flying plane. 2) doing it wrong is going to cost even more... the end result is you have nothing, but you paid for something. 3) It makes no sense to buy it, and have it sit outside in the environment with no plan for a year... better to deploy that cash so it can grow... 4) The idea of flipping it is great. We have had exactly one person do this successfully. Look up @Rmag... But to be like rmag, you are going to need to pick up some serious skills, and he still needed some help with electrical noises that couldn't be identified. 5) The idea of selling off a failed project. You can call @acpartswhse Jerry is pretty good at taking away old projects... it takes some strong negotiating skills to get your money back. Jerry has years of negotiating under his belt. 6) trying to sell fractions/partnership of a nonworking plane to unknown pilots that want to fly.... this is just going the wrong direction. Wishful thinking at best. Pissed off partners at worst... 7) every day a plane sits it gets more expensive to fix... sitting longer is not an option... 8) sitting outside, the aging process increases several fold... 9) I'm sure the old owner would love to see somebody caring for this bird... 10) I'm sure it wouldn't help any to see it sitting outside in the sun... 11) Looks like a great project if you can get on it now. 12) Looks like a terrible project if you can't get on it now. There have been a few projects that have come through the pages of MS. One got worked on by an MSer on his days off from being in Iraq(?)... What's the worst that could happen... (make your own top 10 list) Best regards, -a-

I and a good friend are both 150 hr pilots that just got into a 1968 M20F about a month ago. I've flown more in the last month, in my new Mooney, than in the last 10 yrs but all of my prior work was in either Cessnas or Piper low wings. 1) The Mooney loves to fly high. With the stability provided by the PC system and the performance of the aircraft (and ambient temperature comfort) improving with altitude, get it up to 8k or 10k feet for your long flight. It is sooo steady and peaceful. 2) Don't be intimidated by the prop control. there can be a lot of debate on the topic, but it can be as simple as full forward for takeoff, then adjust back to 2600 RPM and leave it there until you are in the pattern preparing to land, and then you put it full forward again in preparation for potential go-around. Aside from that just fly with throttle like you normally would. More varied or sophisticated approaches to engine control settings can wait until you are more comfortable. 3) Being new to aircraft ownership, I'm coming up to speed on how much everything costs, but it still irks me when people give advice along the lines of "you'll want to spend the [several thousand dollars] to get/upgrade [whatever]". With that said, if you don't have an engine monitor, it would be the first thing I would recommend looking at whenever you are prepared to do some upgrades. If you do have one, read that manual too. It is hugely valuable. 4) As others have mentioned, the aircraft calls for 6-8 quarts of oil. In our experience, anything above 6 quickly gets donated to the clouds. 5) Things will feel like they are happening CRAZY fast in the pattern when you first get started, you WILL get more comfortable with it. In the mean time, so long as you get to gear and flaps down and 90mph by somewhere on your base leg, you will be set up just fine for your landing. 5) Landings... I will say up front that my lessons were learned having to figure out how to consistently get the plane into our home airport which is a 2000 ft grass strip. Landing is super easy, but it is quite different than in other aircraft and it can take some getting used to. You cannot pull back into/approaching the stall to bleed off speed and gently plop onto the runway like you can in many Pipers and Cessnas. The Mooney stalls at a shallower pitch attitude, doesn't bleed speed as effectively at high AoA's, will pop up out of ground effect easily, and when it stalls, does so more abruptly. As everyone says, speed is key. You should try to fly your entire final approach at 80mph, until you transition into ground effect. Your base leg should be approximately 90mph. When you are first getting started in the Mooney, if you are going faster than 90 mph as you are starting your base to final turn, you may want to go ahead and plan for a go around. Its not an attitude of "oh I should try to be at 80mph on final" it is "I'm getting to 80mph shortly after turning final or I don't get to land". Compared to other common GA aircraft, I think a smooth Mooney landing is flown with a much more constant pitch attitude and essentially controlled with throttle. On final, if you are low and slow it is easy enough to add power. If you are high, pull throttle all the way back (~7" MP), and slow to 80mph, the aircraft can descend quite quickly at this speed with low power and full flaps. As you approach the glide path you want, add a smidge of power back in, but be prepared to pull power all the way out again as you cross the threshold (assuming you are at reasonable altitude and 80 mph). From that point you essentially fly the plane onto the runway. Don't get the nose more than a few degrees above the horizon, just hold power out, and let it settle through ground effect and gently touch down. My instructor actually had me put grease pen / china marker lines on the windshield to indicate the upper and lower bounds of the horizon in my site picture as I am in ground effect and touching down. The upper line represents the horizon at level attitude and is drawn while sitting on the taxiway. The lower line represents the horizon in a slightly pitch up attitude and is drawn while doing a ~75mph low power descent in landing configuration (obviously you do this exercise to draw the line at a higher altitude). The remarkable thing you will notice is that the resulting two lines are only about 1-1.5 inches apart! This gets back to the point that during the ground effect and touchdown, you cannot play with the plane's attitude very much, you have to just pull power, fly straight and let it settle. If you can do your initial training to land on a MUCH longer runway (~5000 ft or more) it will eliminate the urge to try to force the plane down, and you will learn proper technique more quickly. Also, as others stated, in cruise flight the Mooney is rock-solid stable. It starts to feel a little softer as you slow down to 80mph in the pattern which can feel quite disconcerting at first. I recommend doing some slow flight work at altitude to get more comfortable with this sensation prior to getting into your landing training. You may want to make your patterns just a little bigger than you are used to in the common Cessnas and Pipers due to the performance differences; just gives you more time to get things right (50% further out is probably an upper bound on this). So here is pattern procedure... (a) 17"MP or less once you get to pattern altitude, (b) get partial flaps (1/2, take-off, etc.) and gear down as soon as you are stabilized at altitude and below respective V-speeds, (c) abeam the numbers, 15" MP or less trim for100 mph, (d) upon turning base, 13" MP or less trim for 90 mph, full flaps, (e) upon turning final, pull power all the way out (unless you are low or slow which is less common), trim for 80 mph, add power back in as required to set glide slope. A slight nose down attitude is okay, but only to the extent that you can keep your speed in the 80-85mph range. As you cross the threshold at appropriate altitude and speed, pull power all the way out, pull up to fly level into ground effect, pull up ever so slightly to no more than a few degrees pitch up and let the plane settle to the ground. Sorry this was so long, but I just went through all of this myself in the last few weeks, so the topic is near and dear to me. I will say that after 10 landings I was still struggling, but by 20 landings I felt way more confident and was way more consistent than I had ever been in the Cessnas or Pipers. Best of luck, I'm confident you will love your Mooney!

You probably recognize all of the avionics, but just in case . . .

I really don't see the value in the JPI EDM-830. For the difference of $1AMU you can have the 900 and remove or at least not rely on the old and soon to be failing stock engine instruments.

She will descend or slow down but not both at the same time.

less type. more purchase.

Good advice above. I'll add the following... 1. When in cruise, fly with one hand on the yoke and one hand on the trim for a little while - small changes to the trim until it is perfect. Nothing like flying a perfectly trimmed Mooney. 2. Compared to the 172, the Mooney excels at taking advantage of the extra 2% TAS every 1,000 feet. Going high pays huge dividends. 3. Evening flights at 22"/2400 and 2,500 feet are my therapy. The engine is purring at less than 65%, so leaning until rough works - its fun to see less than 6.5 gph in a Mooney. 4. Hearing protection - QT Technologies is my favorite - even over Active Noise Reduction - filter both the highs and lows. 5. At some point, nearly drain one of the tanks, then fill in 5-gallon increments and mark it off on your own dip stick. It's great to have that knowledge. (oh and make the stick about 2-feet long and mark both ends so that you'll be able to see the wet line when you pull it out of the second tank). 6. Always close the baggage door right after you get out what you need (then re-open it to put it back), never leave a fuel cap on the wing just to walk the fueler back, and never set anything down on the left wing (at least on the right wing, you'll probably see it before you take off). And simply have fun, my E fits my mission so very well - four seats, but mostly use just one, great mph and gph, and it's my own personal time-machine.

Saw on interesting presentation by Mike Busch this morning about runnng past TBO. Seems the hard data shows serious engine failure rates are significantly higher in the first 500 hours after overhaul than any other time frame of the engine's life. The engine time reviewed went well past TBO on the charts without ever getting back up to the rate of newly rebuilt engines. Amazingly when I toured the Continental Engine Factory last fall and discussed my 400 past TBO engine in the Rocket, EVERY tech or manager I spoke with said " keep running it!" Anyway, oils came up during the presentation and he recommends Aeroshell W100 and Camguard as the best oil for present engines and avgas ( with lead), providing you can work within the ambient temps conducive for straight weight oil. Phillips 20/50 XC was his recommendation for multi viscosity for good reason. The Aeroshell multi viscosity is 50% synthetic, which would be his first choice if not for leaded fuel. Only petroleum based oils will suspend lead so the lead scavenging ability of Aeroshell multi weight is half that of Phillips 20/50XC. As far as W100x, he felt the additive package in Camguard was better than that and using two additives (W100X AND Camguard) was of no benefit As usual, Mike presented hard facts to back his presentation. I highly recommend finding this one on the EAA website where he has something like 70 forums on record. Tom

All this and still no mention of MMO. This is truly a sophisticated readership. Of course someone did mention molasses.

Honolulu TV runs story on the flight Click here to watch video: http://www.hawaiinewsnow.com/story/35971227/pilot-closing-in-on-completion-of-amelia-earhart-tribute-flight

Molasses can be substituted for aircraft oil in extreme emergencies. Saw this on a Gilligans Island episode.

A new personal altitude record for me today. FL250. I was pushing it pretty hard and it was drinking a lot of fuel. I did notice one cylinder getting a little warm and a touch of cowl flaps cooled it right down. The infinitely variable cowl flaps on the 252 are nice to have. You can really cover some country at these speeds. This was KSQL to KVGT

Googling the registration looks like the tail number has been taken by another airplane? Second, I know the concern of the group will be that the family gets a fair price and isn't taken advantage of in their possible ignorance. That said if it has sat that long that does indeed devalue it quite a bit as it may need a lot of work. Personally I think it should be flying again, and maybe the family feels the same way and wants you to be the one to make it happen... be honest with them and maybe approach it this way.... I'm willing to buy the airplane for x, as there is probably a lot of work to make it flyable again. I can save you all the time of marketing it or a possible brokers fee and you'll make a young man very happy who will treasure and appreciate it and make it fly again. I can't promise that you might not make more from someone else, but I think mine is a fair offer. And make a fair offer... Sent from my iPhone using Tapatalk

EDIT*** Now in new improved desings! New Designs found HERE https://smile.amazon.com/s/ref=nb_sb_noss?url=search-alias%3Daps&field-keywords=201MPH+club&rh=i%3Aaps%2Ck%3A201MPH+club Hi guys! My name is Jesse, Im a 24 year old Private Pilot who loves Mooneys and would one day love to own a 1979 Mooney M20J exactly like my grandfathers. I am going to be doing my High Performance and Complex rating here in the next week or two! I mainly hang out on reddits flying forum, but others there recommended that you all here might like to hear about my efforts. In an attempt to save up for my instrument, I have drawn a Mooney M20E(C) design (among others) for a t shirt that I’m trying to sell to help fund my training. I list them for sale on amazon, and a company prints them and ships them to you in just over a week or so. I would love it if you guys could take a look. If you have any suggestions for other models or tips, I’d be happy to incorporate them or add them into the design! Thank you guys!! Here is the amazon link. smile.amazon is the same amazon, but they send a small piece to our favorite Mooney charity. For more info on the connection ask Mooney CFII Mike in Florida...@mike_elliott. At this page you will see the indication 'supporting Mooney Summit, inc. https://smile.amazon.com/dp/B071CQ4Y31 NOW IN WOMENS and Youths! EDIT* I realize I might have posted this in the wrong section. Mods, if you can, please move this to the classifieds section, sorry! Or I can repost it there.

The internet medium makes it an extra challenge... Best regards, -a-

What made 'add a TC' an option? There was one there originally and it got replaced by the second AI w/ball... why would you want a TC? Check to see what was involved in getting the second AI. The first is probably running on vac, the second is probably electric. I vote for getting to know what you have first, then adjust to meet your requirements... Best regards, -a-

3am I'll wait for somebody else to post some screen shots... where's Andrew? -a-

@M20FanJesse please listen to the posters above about locking down this Mooney. $20k is pocket change to a lot of people (flippers/enthusiasts) and they can find out the proper people to call in a New York minute. They might say I'll take it as is no questions asked or up the offer by $10k... Quickly make an offer contingent on inspection and put a deposit on it if you are interested.

dude, you can't leave lihue and fly directly to honolulu, man at least take a loop around. it's breathtaking.

Here is were I mounted my Stratux Receiver

Plane and Pilot blog had a nice photo of MooneyGirl on final into Oshkosh. They had it listed in the "best of" Day 1. Way to go

Wait and see what happens between the G3X and Dynon skyview hdx. Seriously let dust settle.. Both could cover engine monitor and flight instruments. The autopilot is the wildcard so also look at the new king ki300 as an option versus swapping out your autopilot. Sent from my iPhone using Tapatalk

Hi. Good news... your engine acted as expected. More Good News ... you will now put EGT temps in your pre-flight mag check. When the engine is running on only a single plug per cylinder (one Mag), the exhaust gas flame front burns slower creating a less power and a hotter exhaust exiting the valve and passing by the probe. Hence the rise in EGT and a much hotter peak if you can even get there. (And you shouldn't try as you can easily exceed TiT in a turbo or you'll start to toast your exhaust system otherwise). Going full rich and landing was the right choice. With this knowledge, you can use it to easily see if all plugs are working well on the ground during a mag check. And to help insure that you don't accidentally depart on a single mag again. The technique is simple. Instead of doing a ground Mag check at full rich which really is only slightly diagnostic, lean a bit first. Bring RPM up to anywhere close to POH guidance. Then Lean just to the point of engine roughness and then back off a bit. Switch to the left mag and watch your egt gauge (if you have an engine monitor, scan at all egts) you should all egt temps rise 50-100dF depending on how lean you were. Switch back to both. They should slowly fall back a bit. Then switch to the right mag, you should see all rise again, don't worry about absolute values, they should all rise fairly evenly. Switch back to both. Your done. If you see any cylinder egt not increase as you expect, or if one falls off, you have an issue. You can read more on this here and elsewhere. You will likely have a bigger RPM drop on one mag when you do this in a lean mode. Don't worry, that's expected too. However the difference between the two mags should be within POH values. Something different means the ignition system needs to be checked. Make sure you push the red knob full rich before takeoff. Dave

I just received an email saying the Mooney Summit will be on CAMI's 2018 Schedule to have their remote PROTE reduced Oxygen training in Panama City Beach! I have pushed hard for this with everyone including Tindal AFB, AOPA, the FAA and congress! Those of us who fly at or above 9K really need this training as hypoxia is such an insidious killer. We had to reach out to one Mooney widow already because of hypoxia. Now we have the ability to educate ourselves on how we individually re-act. I know, those of you who attended the last Mooney Summit a few weeks ago will recall Major Mari Metzler (Mars) telling of how alcohol brings out some of the same "tells", but we feel a more professional approach is in order vs. just having more beer and wine at the reception Thanks George, David, Mars, Ron, and all those who have so actively pushed for this to happen! Stay tuned for more details!