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Today was a great day for me. Long post. Feel free to drink heavily as you read, or eat sugar cookies. It started off as a Pilots and Paws rescue flight for a one-eyed cat named Gio. Since I was headed up to the Bay Area, I thought I would contact my 96 year old pen pal/friend William Mason [Army Air Corps Flight Instructor at Rankin Field with my Dad, and brother to uber famous Sammy Mason] who flew out of Petaluma to see if we could meet up for a burger at the 29er Diner. I did all my flight planning with Foreflight, Skyvector, and the NOAA site for weather... severe clear except for smoke in vicinity of departure airport, Santa Maria, CA. I filed the flight plan online and got an email that it was received by flight service [she thinks "What a rock star I am for using all this wonderful technology"] When I left the house this morning it looked like dusk instead of dawn due to the smoke. I could see that San Luis Obispo was clear, so I thought, at most, I would be in the smoke [IFR] for a few minutes. Opening the hangar door I could see a fine layer of ash all over my Kennon cover. As I loaded up the plane I looked out and saw the tiniest of tiny suns trying to burn through the smoke. I got my taxi clearance and asked tower for my IFR clearance to Petaluma. The next bit of news was not so happy "6619U I have no IFR flight plan for you in the system." Drat! I mentioned that I had even gotten an email confirmation. Hmmm. I let the lovely tower folks [really they are, no sarcasm there] know when I was done taxiing I would figure it out. Figure it out I did. Guess who filed the plan for a WEEK from today? Me, yup me. Duh. Luckily I had the routing, so no worries, got it put into the system. Now on the the obstacle departure procedure and up to the Bay Area. The smoke was maybe 1000 above ground level... maybe. I was in the smoke, I mean in the smoke. Could not see anything, nothing. "Okay sister, this is what you are trained for, instrument scan, track the course, you can do this. Probably won't be but a minute or two." Yeah---no. Just under thirty minutes later I come out of the smoke right over the Paso Robles airport. I knew that my tracking was not the best while in the smoke. I was disappointed that I sort of got flustered. I was able to just regain my composure and soldier on. Hecky darn, that was stressful. I flew up the coast and the day was spectacular. ATC was super helpful and I was able to navigate well with my lowly 2-VORs, DME, Garmin 396 and Ipad mini. I asked for the Bay Tour [as did about a hundred others] and was grinning ear to ear flying over the Golden Gate Bridge, Alcatraz and the bay. I headed off to Petaluma and landed safely. The next few hours were spent with Bill and his daughter. We got to catch up, talk about aviation and some of his glory days. Bill owned a Stearman for many many years. When it was time to leave I made sure to check the date and time on my flight plan and hit "File"--- voila it went through. I did get vectored in a way from ATC that reminded me of an old high school cheer "lean to the left, lean to the right, stand up, sit down, fight, fight, fight" On the way home I was at 9000, and got a beautiful and enduring view of the sunset off my right side. I knew that the smoke would be formidable on the approach into the Central Coast. I descended down from 9000 to 8000, then down to 5000. Under the smoke it was black as night. I requested a precision approach from ATC. I thought it best to fly the ILS approach I had practiced many times that took me right to runway 12. Between the black of night, and the ash build up on the windscreen, and the general haziness from the smoke, the approach was challenging. My needles were centered DEAD-ON the whole time. I did have a little bit of an optical illusion just above the aim point. It was hard for me to tell how high I was above the runway to begin the flare. I should have maybe looked out the left window, but I didn't. Landing was rock star-- which is so wonderful. All in all I had an hour of actual. I am grateful to have had wonderful instructors,and of course have the best airplane in the world. Merry Christmas everyone. I am snug as a bug, under my heated blanket with Mooney at my feet. Life is good.

Pilot Report on my Recently installed Aeroleds Sunspot PAR46 Landing Light in my M20E. https://quik.gopro.com/v/YchMh0m34l/

Down for Annual so here's a video visiting my bird while it is apart at Air Mods in Robinsville NJ.

Can you place holds at random? Fly offsets to routes? Enter victor airways? Use voice commands to control the Avionics? Get 3D audio from the remote panel? Nah. Not that all those features are essential, mind you. Besides that, the panel was way more than $30K. And if you leave the money to your kids they’ll just waste it on non-Aviation frippery.

Everyon seems to want an iPad with two AHRS, two sources of traffic and ADSB, and an external antenna plug with a hand held COM but there’s a new push to eliminate the second NAV. Why bother. I got an ASPEN and two iPads. This is faulty thinking. You need a second, indepent box that can actually navigate you down an ILS to a runway somewhere if your fancy GPS conks out. It happens.

I can think of a couple of ways. Shadow puppets on the hangar wall or silhouettes of naked young ladies dancing in front of it. The later might get me kicked off of Mooney Space though. So instead, you’re stuck with my mug explaining why I bought the thing.

José - I'm grateful that I had the benefit of exceptional training even if I was not aware enough at the time to recognize it for what it was. Also, in my case, there was no crash. I executed a power off landing on an unimproved surface. Nothing was bent and nobody was injured. Many people have been less fortunate than FlyChicke and I, and we acknowledge that. I'm not in a position to speculate or comment on the circumstances of others.

I just replaced all of mine with the thicker IR solar grey from LP Aero. I had an STC one piece sloped windshield from SWTA from 20 years ago. It took a couple of months for LP Aero to get the approval to make the windshield form me. The folks there were really helpful as I had some small issues with the glass not having the perfect curve. I didn't have to do much trimming to the side windows, but a ton to the windshield. I used my router table and a carbide trimming bit in a rip fence. It cuts very cleanly. Now my router table is integrated with a full size Jet table saw, so it isn't going to move or bounce around. I also used a belt sander for fine tuning the edges. With a 36 grit belt, it will remove material pretty quickly. Measure twice, cut a little, measure twice more, cut a little less..... Don't leave any sharp edges, bevel everything including the screw holes. Cracks start easily from sharp edges. I used a countersink to bevel both sides of the screw holes - just a little on the back side, more on the front where the dimpled sheet metal is. Also drill the holes slightly oversize to allow for less than perfect measuring and thermal expansion of the screws. Last tip, if you have stubborn caulk/sealant to remove, don't use a wire or nylon bristle bush in a drill. It will remove the caulk well, but it will also remove the dimpled sheet metal, leaving you a hole that is now too large with no dimple... Don't ask how I know..... Don't be afraid of the solar grey tint - it isn't really tint the way we think of it. What I got from LP Aero looks like 97% light transmissivity. I have not flown the plane yet, still putting it back together from a lot of work this annual, so I can't comment on the thicker glass or the IR reduction. Having someone help hold the glass in place while you are drilling is a big help. I didn't want to end up damaging my sheet metal holes (any more than I already did), so I made a couple of drill guides that worked really well. I bought some aluminum stand offs on Amazon that had the right sized hole in the center for my pilot bit (1/8) I then ground down the end to make it look like the taper on a flat head screw. I then was able to lock it into a needle nose vice grip and put it in the countersunk hole and drill through the plexi. This ensured the pilot hole was centered. I followed that up with the final sixed drill bit with the plexi on my garage. Then countersunk and beveled. I also made a countersink doing the same thing, except I went a step further and epoxied the ground end of the stand off to a #6 beveled washer, That helped keep the guide perpendicular to the glass. Separate tip. Get some zip lock baggies, 1 for each window. Get a permeant marker. Put a number on each aluminum tab and on the airframe so you can keep them in the right order. Make certain that the number you put on the sheet metal is far enough away from the caulk that when you use the nylon brush I told you not to use, you don't clean the number right off the aluminum.... I hate learning the hard way.... You have to put the tabs back in the original spots because of the little holes in you trim. they are all different. No automated machines built these planes. All done by hand. I also thought I would be cool and rabbit the edges of the thicker windows so they would be flush fitting like some of the really sweet homebuilts I have seen. Don't. Not only is it time consuming and difficult on curved plexi, my sheet metal had beveled edges which kept my rabbited edges from being flush fitting anyway.. Anyway, I am not an expert on window installation, just sharing the mistakes I made and the few things that went well. Follow at you own risk. I'll see if I can find my homemade drill guides and take a picture. Oh yeah, plexiglass drill bits only. Regular drill bits will bit a pull through to fast. no, I didn't make that mistake.... this time.. ;-)

I have been Bartman for a long time. Friends call me Bartman and it stuck so I chose Bartman from the Simpsons as my Avitar. Some time ago a cherished couple we have been friends with since residency asked for a picture of me in the airplane. They gave me a present, a personalized bobble headed Mini-me sitting in an airplane. Although I will keep Bartman as my alter ego, it's time for a change of my avitar.

The January 2018 AOPA Pilot arrived this morning. The Cover photo is titled "Standing Ovation". "Climbing Back" Still lighting fast -- with creature comforts. The 8 page article includes 10 pics, which seem to have been taken around the Tampa AOPA Fly-In that @mooneygirl, Nancy and I attended as Mooney Ambassadors. This after Flying and Plane & Pilot cover stories in December(?). Kudos the MI marketing folks.

No, just a lot more comfortable and much, much less stressful.

I wish.... someday the IDEAL redundant backup would include a hybrid electric power system, an engine with electric drive where the electric can power the shaft-prop if the engine dies and vice versa.

Just a thought, but I had my avionics guy put a plug-in port for the handheld that connects to the airframe's comm antenna. It will increase the useful range for the handheld radio significantly. The only time I had to use it I was able to just plug it in and turn it on as I already had the cable connected to the handheld radio. Ray

It is great to see Mooney getting so much press. The Ultra is a wonderful platform. For those of us vintage owners, we know the quality upon which the later designs were borne. Let's hope that 2018 is a positive year for our brand and most importantly our workers in the factory in Kerrville.

when I was in the motorcycle industry, getting magazine cover exposure was a simple function of how much free stuff you send to editors. We would send thousands of dollars of free product and even produce custom made leather racing suits, gloves, boots, etc.... It was a great deal because a few thousand dollars of product would yield exposure that was worth between $30k-100k easily. We would get covers and all kinds of product review articles this way.. The editorial staff are usually separate from the advertising department. I imagine this is similar, but not free planes etc obviously... But, maybe it's like, 'we will bring an acclaim or ovation to you and let you fly it for as much as you want for a month and here is a credit card for the fuel...'

https://quik.gopro.com/v/4Xv1xYh9kH/ Here are some better shots of the physical characteristics of this landing light before it was installed. The Installed video can be found after this one.

Of course you don’t do single engine max power stalls in a twin. The airplane will reach Vmc before that, which is based on power available from the operating engine and the lack of effectiveness of the rudder, due to low airspeed, to maintain directional control. I’m really not sure what your point was, José, but your lack of understanding of multi-engine aircraft was apparent.

So true! "While we're at" it is how I ended up with the GTN750 & 650 as well when I was installing the G500. My wiring for dual GNS430 had been spliced into so many times from prior staged upgrades that the wiring really needed to be redone and looking at the cost to do so didn't make any sense without upgrading them, so while I was at it I ... But even with the 750 alone, "while you're at it" you really need to consider the FS510 and integrated GMA340 audio, the 3D audio and Intelllivoice features are awesome and all controlled from the 750.

That panel was about 1/4 million. It came attached to a nice M20R. If you start with a stock 1990s plane the total panel upgrade would certainly top 100 AMU. As carusoam quipped, about equal to one nice J model.

THE screen on the the Aera 660 is much bigger than a 650 and nearly as big usable area as a GTN750. So that and another nav/com will do it. For much cheaper. Plus the Aera has approach plates much cheaper and audio alerts which the GTN does not have.

The best speed mod is more fuel

Getting updates from the progress of my overhaul. Engine is disassembled and ready to be taken to Tulsa. Looks like this was coming due for awhile. From the mechanic: I finished disassembling your engine and getting everything ready to deliver to Tulsa. Everything came apart as expected. I found severe carbon oil deposits inside the engine and a buildup of sludge inside the crankshaft Journals. I also found that the cylinder barrels were severely worn as I expected. The camshaft and followers show signs of excessive wear as well. There is signs of excessive blow by past the pistons. The main bearings have a lot of ware on them as well. The crankcase has several loose fitting through bolts and sings of fretting. Overall this is a tired engine in need of this overhaul. Glad it's being done.

Very nicely done. Thank you Whiskey Charlie! I’m seriously thinking about the HX version of these lights. Curious why you didn’t’ go for the pulsating ones...

This is always a classic. Flying down the Hudson Corridor from Boston to Gaithersburg MD.

ESI 500 does the trick.

for safer and faster.... I figure a parachute and a (very small) turbine engine (for reliability) and of course an autopilot with full envelope protection (ESP).

One day, way out in the future... Mooney will build a... Faster More powerful More efficient Safer More user friendly ...model of the venerable M20 airframe. The O4 has some of that... Fancy panel w/ updated autopilot skills More composites extra door When do they add the option.... electronic ignition Flight planning app to aid the calculation of mission critical stuff. parachute Composite prop Turbine Other? I like the stuff they work out that can be backwards integrated into the older airframes... Go Mooney! Best regards, -a-

As a firm believer in redundancy, having anything as a backup is a whole lot better than what was a available years ago (aka nothing). The weak link in the navigation chain for those of us without dual alternators and batteries is the limitations of the electrical system. I spent a fair amount of time determining potential battery life and what would happen in the case of complete electrical failure. A second Nav/Com is part of that strategy but also having equipment with their own power supplies is part of that approach. Starting with the electrical system, I have painstakingly looked up and determined the load each piece of electronic equipment would pull. I color coded my breakers to clearly denote which breakers needed to be pulled and which could stay. Even with that, understanding that long communications on a Com radio will have an impact on that battery life calculation. To stack the deck further in my favor, I have installed equipment in the plane that carry their own battery supplies and are redundant to each other. The Aspens will store the active flight plan from the GPS and with its own GPS receiver, can continue to track the progress against the flight plan. The L3 ESI-500 also has its own battery and has Nav enablement turned on so it will function like a conventional CDI in case the Aspens are depleted. For Com redundancy, I have a Vertex portable with an antenna that can be mounted on the glass. I originally had the KX-99 interface that allowed the external Com antenna to be used with the portable. It has been since removed due to issues it caused with the panel Com radio (looking for an alternative - might end up with a third Com antenna). The Vertex has both Com and Nav functions. Like Andy, I don’t consider iPads are acceptable backups but I do carry them onboard (2 iPads and an iPhone) as the last resort tool. And finally, I have looked into a B&C standby alternator that can be installed on my vacuum pump pad. May do that next year once the financials settle down from this year. Sent from my iPad using Tapatalk Pro

I purchased this one from Aircraft Spruce. I’ll post a video of unboxing the light so you can get a better look at the physical characteristics.

The point is to show that there are limitations on an aircraft of what a pilot can do to avoid a disaster. We try to do our best on the design but have to accept the machine limitations. There is a big difference on engine out recovery between a fuselage mounted engines vs wing mounted engines. BTW I am multi-engine/IFR rated. José

No reason you can't run them dry. The fuel pickup in the bladders is basically the same as a wet wing setup. Most of us on here have found that useable fuel is closer to 26 per side after a fill up, however waiting a few hours allows more fuel to be put in.

The latter would be interesting as long as they are not Maurader's girls. Seriously, nice video, makes me want to get one of those lights.

On the video I didn't see an RF problem related to the antenna or cable. Looks to me like a processor interrupt problem when the frequency switch was push. Suggest update the unit software. José

ST, At least you know the person you quoted has the hours and the experience. His concern is for the safety of all... Not really a show boater... Also recognize, some really great pilots, may not have the typing skills to be extra friendly all the time. Extra friendly is what it takes in an open forum. It is too easy to accidently type something that can be misunderstood in various regions of the world. As far as thread drift goes... they are humans, it’s the weekend, they are having a wide spread conversation... both distance and time.... ya know? Since books have been written to answer the same question... I didn't think a pilot with 10,000 hours would ask such a broad question. At least not without discussing the mission, budget, and other assorted details to narrow down the responses. Leaving the door wide open, the chance of a narrow, on point answer, becomes less probable... Feel free to introduce yourself. It is more productive for the conversation when everyone knows each other... Best regards, -a-

Note my paragraph above the one you quoted. I also think dual batteries, alternators, etc can really save the day depending on when items fail. Mooney has been providing dual gps/nav/com units since the late 90’s for a reason but it doesn’t change the way people fly. The real question is would it be a good idea to trade out two 430w units for a single 750? The 30k remark was for 750/650, obviously not for the whole panel. If you take off the value of items removed (10-12k) the upgrade is very reasonable. I agree that the upgrades are not essential but nice to have.

Those are fin stabilizers. They are used to reduce vibration.

Very nice. Thanks for posting.

Mine is in the shop now getting a 650 and 750 installed along with adsb and some other things not pertinent to this thread. Originally I was going to do either a 650 or 750. Most of the MS folks love their 750s and highly recommended them due to larger screen size, plates etc. etc. The choice was made and the 750 was going to be the replacement and upgrade from the 430w already in the panel. We were going to move the 430w down and keep it as the secondary nav comm and sell off the old Original King Nav and Comm radios. Well, why not sell off the 430w, kY196, and the KN nav, and put in a 650. This became a "while we are at it," situation or WWAAI. WWAAI is a deep psychological condition(usually temporary depending on cash flow, wealth, 401k value, w-2s, 1099s...etc.)allowing a "normally," CB pilot to circumvent normal practical reasoning and financially justify spending more AMUs for a particular objective. Anyway, dang, we are going ahead and putting new antennas along with rewiring everything to the center stack in hopes that we don't have any issues with range, GPS signal loss, connection issues, etc. All kidding aside, having modern avionics for navigation, communication, redundancy, simplifying updates, extra screen, etc., will hopefully be money well spent.

Only until your 430W fails leaving you only on the iPhone. If VFR no problem, but if IMC without a redundant GNS430W could be quite an emergency depending on what inopportune time it ocurrs.

or you know, call him. JerryP 423 231 3491

Two WAAS GPSs. Backup navigation. Display different items on each at the same time; Weather, Traffic, Stormscope information. What alerts are not provided on these instruments?

I have an Aspen PFD and C31 auto-pilot. I’d love to upgrade to the DFC90! I’d do it tomorrow if it were available.

Looks like a really fun time.

Depending on your climate, if you put wheel axle grease or the like in your cable, when it is cold, you will spin the cable into two. I would suggest speedometer cable lube, but I'm not an A&P. I hear white lithium grease is good...

Quick reference chart: 201 = J 231, 252, 261 = K variants 305 = Rocket (Modified K) Missile = J with IO-550 When Harley says "Super," he means an E (Super 21). "The best bang for your buck" = C Happy Mooney shopping!

Reminds me of a buddy who got ramp checked with his turbo 210 on the ramp in Topeka. Couple of feds flew out of Kansas City downtown to do some ramp checks in a rented bonanza. He went inside to get coffee or something and pay for the fuel and it comes out and they hang a tag on his propeller that says this airplane is unairworthy. There was a crack emanating from the screw In the wingtip. They thought they had him. So he pulls out a drill, stop drills the crack and then signs off the tag because he’s an A&P and then before he leaves, he goes over to the beechcraft and he finds a couple things that grounds that airplane and then says have a nice day and takes off. Week later, the same feds with a bonanza are there but when he taxied by they just turned around looked the other way.

For those (like me) that don't know where KECP is, that's Panama City, FL.

Don’t let NotarPilot know you bought these. He’ll convince you that you’ll need the LED taillight as well. I’m still impressed with these units. Sent from my iPad using Tapatalk Pro

Great Video, Oscar! Your camera always sees the good sights. No matter where you fly! For those that want to fly the Hudson River... There is an FAA chart for that, free online... Best regards, -a-