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The screw up would be now if the passenger is in charge of closing and securing the baggage door instead of the pilot. If the passenger doesn't get it right and the door pops open on take-off it could cause a major distraction. Ask me how I know.

This is like a first world GA problem. I am still third or fourth world GA.

I can tell you it is more operationally annoying than you think it would be. I've been doing training in a Seneca, so the luggage/rear passenger doors are on the left side, and the pilot/co-pilot door is on the right. Its a long walk around the tail if you forgot to get something out of your bag, put the drain cup back, double check that the door is latched, etc. I really like being able to check the luggage door is latched and locked while climbing on the wing for entry.

I’ve seen this as well. Terry - those baking pans full of cat litter under my wings are for when they do that. It doesn’t happen often, but it does occur.

I wanted to reseal my tanks, but since I don't use flaps on takeoff and fly ROP, it just was not an option for me.

Mike's just a jealous troll shilling those miraculous, lifetime, super duper reseals.

Terry, been there, done that, have the tee shirt. Geeze.

Congrats George! Perhaps we will see you at Mooney Summit VI again. Get with @Seth if you want/can be a SME next year. We would all love to have you!

Thanks for bringing this egregerious oversight to my attention, canceling my order.

I tried this yesterday, to see if it's a tool I want in my toolbox. Flying out of P52 Cottonwood AZ (3560 MSL, DA was close to 6000, 4200' runway). Full fuel, around 380lbs in the front seats (pass and me). I used the full length of the runway, short field take-off. According to my GPS log, I was off the ground in 994'. I cleaned up and accelerated to 100 mph IAS and pulled. By the end of the runway I was 214' AGL. In comparison to the day before, less than half tanks (about 20 gallons, so about 170lbs lighter), same folks in the front seats - standard takeoff, similar weather. 1216' takeoff roll. 131' AGL by the end of the runway. I'd definitely add this tool to my box. It's not very comfortable for the passengers, there is a little G load followed by less than 1G at the top, (he didn't mind though, I told him what we were doing so he was prepared - and he has lots of hours in the right seat with me), but it does work pretty well. I was 50' AGL within ~2600'. I could have got there sooner, but I was really letting the speed build. And this with a pretty significant DA.

I pulled the carpet up and clean it about a year ago on my 84k. However the foam back stayed glued to the floor. Yesterday I pulled the seats out to put new sheepskin covers on and decided it was time to pull the foam off the floor. Armed with several implements I started after it and 4 hrs later all but a little residue was left. However several small patched of surface corrosion were found so tomorrow further investigation will look under the tape in front of the read seats.... This plane has been hangared most of her life, or it might have been a lot worse. Someone had a bad Idea to glue the foam pad down. Pritch

Finished the panel work today. Had the transponder cert done and software updates for the GDL69 (so it can work with the flightstream) and GNS 430 some. Everything seems to work well so far with one exception (below). Final configuration and test flight hopefully early next week (I travel for work starting tomorrow). I also fabricated a bracket for the Flight Stream. It’s made of carbon fiber. I figured I’d get a better Bluetooth signal with CF versus aluminum and I had some laying around. It’s essentially a right angle tray that goes flush to the panel where the old intercom went. It’s got an angle on the pilots side for support and open on the copilot side for easy access. The hardest part was making sure that the screw holes did not introduce a yaw error to the flight stream AHARS. I’m going to do a GAD29B (roughly the same footprint) next spring, so I can just make a shelf one level below and support it with though screws and bushings. Unfortunately I think I either have a configuration issue or a limitation with the flight stream. I used to see Metars and nexrad on the 430 screen via the GDL-69. I now have the flightstream 210 pinned to that same Rs-232 port/channnel (connext) and the GDL-69 pinned to the flight stream. The GDL no longer displays on the 430W but does display as a connected LRU on the flight stream via Garmin Pilot. I called Garmin tech support and was told that the flight stream does not pass gdl-69 data via the connext format. I’m out of Rs-232 channels so parallel wiring the GDL-69 to the 430W isn’t an option. I think it’s a more of a limitation but wanted to ask the group to see if there are any creative solutions to getting the data to display on a 430/530 I have the iPad with ADSB Weather on floreflight but kind of like the XM product which is why I kept it around. I’m not sure I see the value in paying for both a Garmin pilot and XM subscription if I already have adsb via stratus even though it’s finicky and battery operated. We’ll see. @Piloto I tried mounting my fire extinguisher where you have yours and it hits my knee - I may go to the copilot side in the same location or back against the spar. So so here’s a quick tour of the new panel. All in I’ll be about 4.3-4.6 AMUs after I sell the old stuff and do the validation flight for adsb (that’s for GNS 430W, GTX 330ES, 8000BTi, flight stream 210, tools, disposables, avionics shop and IA costs). I have about 70 hours of my own labor in it. A pretty satisfying project. Out of it I also got a job offer as a tech at the local avionics shop if I like- I told them I’d just come by every once in a while to shoot the $hit and learn something.

Nature does terrible things to humans and planes. Age and oxidation are natural and horrible for a human or plane's body... Mixing biology with machines makes for good reading. All kinds of cool machines and computers and sensors are being implanted for the benefit of the aging human body. But, when we need enough power to travel with our family, it helps to be familiar with thermodynamics as well. Steam is a natural material. Speaking of steam and power, This guy created the word horsepower. Sounds like usable power came from horses originally... https://en.m.wikipedia.org/wiki/James_Watt Mr. Watt was able to measure a lot of horsepower. Our fuel comes from old dinosaurs and other things in nature. Converting it to water and CO2 is a pretty natural process. Using an IO360 for the conversion, makes flying a human controllable conveyance... kind of a miracle of nature. When it comes to paint, I’m going with that other natural color miracle. TiO2, titanium dioxide. A natural mineral used in white paint. It provides a bright white surface that keeps the wing surface cooler on a hot summer day... the side benefit of this is... cooler wing skins keeps our tank sealants flexible. Heat is the enemy of polymer sealants, naturally. Nature isn't always very friendly either. That is why we paint our planes. Protecting them from the ravages of nature. Nature wants our aluminum planes to return to the aluminum oxide it used to be... Naturally, I’m not a big fan of black paint. Left outdoors, it quickly destroys itself. Plus, it is harder to see... sort of an odd safety issue... the human eye doesn't discerne it very well under certain lighting conditions... that paint color comes from nature as well. They call it carbon black. how is that? PP level biology and paint knowledge only, not a color chemist or paint expert... Best regards, -a-

Over the years I've taken my little M20E into BOS, PHL, IAD, CLT, DTW, MDW, DAL, DFW, MEM, STL... usually alone. Long before formation flying I understood that coming in fast and landing long helps the guy behind you and helps avoid wake turbulence when mixing with the airliners. The toughest thing was always navigating on the ground, particularly at night, pre "Safe Taxi" and moving maps! ATC, tower, and ground at these busiest of the busy are the best.

You're thinking too logically for the FAA Bob! I actually think what you're saying makes a lot of sense. In the case of the bladders, the fuel pick up tube inside the inboard is actually adjustable, so depending on the installation, it could suck more (or less) fuel than the next plane. So to get the most accurate unusable fuel , using the Belville method would be most preferred in my book.

Yes I am, and yes I was. That's what I was trying to say in the last sentence. "but have made these very same five decisions many, many times. So far its working out." But going through this thread, it seems that those are five decisions that went the other way and any one of which would have broken the accident chain.

Mooney team. Mic squeal issue has been resolved. Thank go to the Dave Harlow tip. Issue was the sidetone volume in the GTN 650 that was set way too high and was causing the feedback. In order to adjust it, you have to get the GTN into configuration mode. Per Dave's instrictions I set into configuration mode by holding the HOME key when you power up and ONLY touched the dial tone-reduced fm a 65 nbr to 45(a swag). Worked on the ground, after start up, and perfectly in IMC thru an LPV approach. I did not adjust the Mic gain of my Zulu 3 headset upgrade. Want to reemphasize Dave's warning. "Of course you can really screw up your configuration once you are there. So be careful!" Another happy and 0 cost ending. Rico

being able to fly it on no flaps should be a trick in everyone's bag.

I haven't read ALL the responses to this thread so excuse my comments if this has already been covered. In all the discussion I have read about what may and may not have happened, control of the plane, and most importantly Decision Making....... consider that the entire event took about 15 seconds from the end of the runway to the final stopping point. 15 seconds Try it yourself. Go sit in the airplane and mentally go through the take-off roll and from wheels up to the crash count to 15. We all can learn from others mistakes. I would suggest that all of us can benefit from training that focuses on our ability to react and take action. There is a HUGE difference between talking about it and actually doing it. The surprise factor alone will delay a reaction. I guess my message is BE PREPARED. Do you always pick an abort point on the runway before you start the take off ? Do you mentally think through the power loss on take off procedure every time you fly? 15 seconds. What will you do in the first 15 seconds of an emergency?

I think it's more likely to be noticed in a hangar than on a ramp.

I think you may be on to something there

How do you handle downwind turns with that kind of attitude?

Sure its not a bladder leaking Bob?

still looks like its dark brown to me..

Ken Hetge up in Techachapi did my annual last year. He also rents his Mooney M20C.

Already have one and really like it but I’ll be watching for your thread to explore new ways to spend money.

Doesn't preflight by definition require a walk around anyway? Or do 3/4 million dollar planes don't need a preflight?

Not hostile?...we were fishing aboard friends 120 ft fedship..a sport fisher and heard a weak call on ch 16 from a couple of kayakers off a island in the sea of Cortez..water temps were high 70s low 80 s depending on location.A wind called a chubasco had flipped one and the person though pfd ed was too weak from hypothermia to right the kayak and get back in.We cruised arround for hours and never found them ( no GPS to tell us exactly where they were).Mexican navy was alerted and later found them both ..deceased from hypothermia in warm water.

A swell, in the context of an ocean, sea or lake, is a series of mechanical waves that propagate along the interface between water and air and so they are often referred to as surface gravity waves.

Because the tail always makes down force, the trim jack screw is always in compression in flight. So the play in the jack screw doesn't matter when flying. The elevator always has a balance between the aerodynamic force on it and either the spring bungees or the bob weight. Any slop in the controls forward of that will just manifest itself in a dead band in the control response.

As an update I’m all settled flying 757 / 767 for UPS. Just bought in on a highly upgraded m20f partnership.

having gpss and letting the AP fly the hold and entry is huge.

I chalk that up to very good prior maintenance by the past owner and Don Maxwell, and the fact that I fly it a lot and keep a careful eye on things myself.

Thought I would chime in with the owners point-of-view. First, David has been outstanding to work with! I've had a great time thus far. Very detail oriented. I got into this about 1.5 years ago when Dave came out to measure for the injected models. At the end of the day, I think I said something like, "if you need someone to do some testing for the injected models...." and so here we are. The process is taking a little longer than first anticipated, but not unexpected. There is alot to measure, fit and prototype. Even though she has been grounded for the better part of a month (due to both our jobs and unexpected issues), I have enjoyed seeing it come together. Using the time to install a new Skytec starter since the front end was torn apart, I am now at 1007# useful. I also replaced the alternator belt, but I'm not sure I got it on right... Now the nitty/gritty. 1. Presently, my TAS at 6500FT is 147KTAS as recorded in a four heading test, running WOT, RamAir open and 100 ROP. All engine parameters are recorded as well. This pretty closely lines up with the book. The only mods were/are the LASAR closure and brake rotation. 2. I opted to install new engine mounts so that I knew the cowling fit was as close to a stock airplane as possible. 3. I am leaving the oil cooler in the stock location to reduce time and cost a bit. 4. The third cowl flap is going away initially to see what effect (if any) it has on temps. The idea is to experiment and see how to get the best cooling. 5. The ram-air is staying for now. He wanted to see if there is any need for it with the mod. My personal feeling is the ram-air will be useless since Dave's intake is in a high-pressure area. I am not expecting any MP gain with the ram-air open. We shall see. It would be nice to remove if if I can. Dave thinks the third week of October is looking good as a completion date. I hope so! I'm getting excited to take her out on the test flight

Best to do like me and say how fantastic everyone. Dave have I said how fantastic you are lately. You are good looking. Wise. Smart. You are an amazing pilot. Handsome. Smart. Funny. And you smell like elderberries.

+1

daver328, you hit a chord with me. Not all aviation experience is transferable, and some of it may have a negative transfer when going between multi-engine and single engine ops. For example, at work, takeoff distances are all based on losing the critical engine at the critical time. As long as all the engines turn you have lots of margin...takeoff calculations in a single engine have virtually no margin. It's a different mindset. Woe be to the airline guy who thinks there's plenty of margin for error when the only engine quits.

It's alright, I got him ignored. Can't even see the thread he started about lift and drag.

Hank...stop trying..the guys obviously drinking in front of his computer

I am in the habit to NEVER deploy flaps before gear. And even though the gear extension speed on my J is 136kias, I use 120kias as my normal gear extension speed. The way to slow down is to reduce power early and to descend to pattern altitude early and level off. You can't descend and slow down at the same time. So descending through about 3000ft AGL, I'll reduce power to around 22 squared and be at around 130-140kias. Then I level off a few miles prior to the pattern which gets me right down to 120kias abeam the numbers on downwind and ready for gear extension. Flaps come after gear. To sum up, get to pattern altitude a few miles prior to the pattern and use low power level flight as a means to slow down. Regulate the rate of slow down with power.

I'm not sure I could catch an Uber back to PA from Florida.

I have a couple buddies with Skyviews in their RV's (1 has dual Skyviews) and they are awesome and Dynon is a great company to work with from what I've heard. It won't be long before we'll be able to install them on certified aircraft

I used Sportys for Ground School. $400 Will get you all the stuff and sign off to take the written. I used Exams4pilots.com to polish up my study for passing the test.

I have had a few people ask me and yes, I plan to keep flying GA. My wife is very forgiving and understanding. Plus she really enjoys flying and was super excited to have a plane of our own as we had talked about it for years. Right now I will let the insurance settle out and get everything sorted. We also discussed that from now on I will conduct a full brief with her on the plan just as if she was my co-pilot or wingman on a military flight. That way she will know if I'm doing something different and make me justify it. This is our way to mitigate this type of issue from happening again.

I may have missed it, but also purchase a 406 PLB - personal location beacon. I am equipped with a 121.5 ELt but within reach in the cockpit is a 406 pearsonal locator beacon both to use should I survive and am conscious and also will still be there as a backup once I replace my 121.5 ELT with a 406 ELT. Plus I can take it sailing, on hikes, skiing, etc . . . Anywhere “off” road. -Seth

The power of MS is pretty strong today..! great photos, Matt. Nicely defined challenge, JM20. Best regards, -a-

"Be so transparent they don't know what the hell you are talking about." -Ben Bernanke

The saddest thing is GOP administrations and Congresses have all but declared war on the IRS, which is now utterly strapped for funds. The reason this is sad is most analyses show that money put into the IRS comes back to the government ten-fold, mostly by finding tax cheats. Sorry for the politics.