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She's never been in a GA aircraft, and today was her birthday, so i obliged! Just a short 1hr flight out of KFFZ up north and around some local lakes and mountains. She had a blast!

Nancy's 93 year old mother passed away 6 months ago. She would never fly in a Mooney... or a Boeing. But, as we'd reminded her would happen some day, we flew her urn back to MA for interment beside George. Her children, grands, and great grands were amused.

In the deep, dark recesses of a ramshackle aircraft housing structure a lone Aircraft Inspector searches for the...unknown. Will he succeed in his quest to discover that which no man has seen before? Join us for the next episode of “Adventures in Annuals”.

From Chief Avionics: new IFD540- 13795 new GTN750-14775 new flightstream 510- 1495 new flightstream 210- 999 so, for the same capability, you’re looking at ~$2-$2500 plus $200 a year extra subscription cost for the Garmin units for a clean install. Figure $3K delta if their is already a 430/530 installed and you’re looking at a 5K difference. If you find a used avidyne unit, you’re now looking at a 7K+ difference.... Here’s some irony for Garmin: they have worked so hard to encode their data streams and to make proprietary trays and wiring.... if they would have just kept their tray standard on the GTN with the 530, they would have put avidyne out of business... and if they would have used the same pin out as aspen for their 500TXi, they would probably put aspen out of business too.... I guess they just don’t realize or consider the extreme cost of installing Avionics... or thy don’t think they could use that to gain market share. Shrewd move on avidyne’s part to capitalize on installation.

Sage advice for those of us that see saving 10K for what it is- the price of a very functional car.... or years of Avgas! that comment about “avidyne building the GTN” is probably true, too- without the easy of the slide in replacement, it would have been a tough sell. Good On them for finding a chink in Garmin’s proverbial armor.

It's always nice to find a Smoking Gun, even if it may not be the only one. Sent from my XT1585 using Tapatalk

I believe the cost of good maintenance is about the same for a 20 year old vs 50 year old airplane. Ditto for data subscription. The owner’s expectations are driven by hull value, perhaps, often to their dismay when the real cost comes due.

That's all a great rule of thumb - until it isn't.

My 93-year old MIL flew with me and another friend to Puerto Rico a few years ago. Had the time of her life, took us snorkeling, where she knew where to find the coolest underwater critters. When she embarked on her final adventure at 95.5, (of congestive heart failure) she still had wet ink in her passport. She would go anywhere at the drop of a hat. Similar enthusiasm on my side of the family: My mother’s final request (at 93, of Alzheimer’s, mostly) was a smiling and entirely lucid wish to go climb in my little airplane and go somewhere fun. I trust they’ve both found somewhere fun to go.

Here is my latest installment for AOPA Opinion Leaders on Amy Helm, a cool, fierce, and determined airport manager in Glenwood Springs Colorado. I am hoping to stop there on my way to OSH18 if the weather-Gods allow. https://blog.aopa.org/aopa/2018/02/18/if-you-build-it-they-will-come/

Someone owes me some royalties

I am going to wrap mine this year, at least a good part of it. I’m afraid to quote any kind of pricing right now, because I really don’t know how long it’s going to take. If I had to guess, it would be in the neighborhood of $5k

In the overall cost of airplane ownership, database costs and/or FS 510 or 210 costs, are minuscule and probably shouldn't even be factored into an avionics upgrade decision. OTOH compatibility of products definitely should be factored into the decision. Reading on here and on Beechtalk about all the issues people have by using products made by multiple vendors and their troubleshooting expenses, makes me very happy to have mostly one vendor associated with my upgrade. I never had ANY interface issues and got some pretty major discounts on the products themselves as the result of doing everything all at one. Makes the comparison of costs between GPS products not important at all. Read the manuals of functionality of all the products you are considering. If you like some functionality over the other, then that is the unit you should buy. At some point in a future update Garmin will probably add step-down altitudes. Until then, I can do without them in favor of some other capabilities the competition doesn't have like the VFR approaches and Telligence. Also, Garmin Pilot continues to be updated to have some pretty slick features.

Given your location I wouldn't consider anything less than the 231 with the preference being a 252. You definitely want the turbocharger. You are lucky to be close to Kerry McIntyre, a Mooney expert located in Evanston, Wyoming, just over the hill from you. Join MAPA. He writes often for them and in fact has an article in the January Log. If I were in the Salt Lake area, I'd have him work on my airplane. Welcome aboard.

Hey guys, Just wanted to share personal experience for the team. Planned a night ifr flight, no forecast or reported icing. I have no anti ice on the m20k so I am pretty cautious about it. In descent started noticing some vibration in the engine. Was in the mountains so I got steped down pretty quick. Vibration went away but wing ice remained. I think most of it built up on the wing in the first few minutes as I entered lower moist but warm air the ice turned from rime into a melted mixed. Of course it was night and the airfield just started to have this mixed precipitation (not for cast) Flying characteristics were actually not too affected. I had about 30 gal of fuel in the wings, 1 pax front seat and about 50 lbs of cargo. I had no issues with full flap landing. Rounding out just below 80kts. Windscreen did start to collect around the middle. The sides were fine and I could see past. Eventually the de fog and warmer temps let it slide right off. Conclusions that I can draw from this are. Don't rely on forecast for icing. The CIP is quite good to be honest and I will be trusting that more in the future. The Canadian gfa really let me down. Rely on atc as they were quite helpful and stepped me down to below the feeder altitude for the RNav. And if ice happens, don't panic. Turn on whateve equipment you have. Get to lower and hopefully she'll melt. In this particular situation I felt that controlability was not an issue. Fly safe!

Tom, for a wiring diagram that details your broken terminal... The rebuild kit details what broke off. http://www.aircraftspruce.com/catalog/elpages/ignitionswitchkit.php?gclid=Cj0KCQiAwp_UBRD7ARIsAMie3Xbng0jSrc0QqlJjo5uWdbSXNqRA7SnHnaVFYH2gzC7pYoUSLbPuCn0aArpGEALw_wcB Find the post above that mentions the jumper... I see in your latest set of photos where the jumper is. And what broke. And why the L mag was unexpectedly grounded... (that’s a lot of memory, I may have it a little fuzzy...) I think the power of MS is really showing itself today... Still wouldn’t rebuild the switch, until it was my only option. Also make sure the wires are well supported behind the switch. The stress of the weight hanging on the parts can be what broke the part. Best regards, -a-

I didnt say you can't fly your "home," I said you can't fly a "house." There's a difference, ask anyone towing a Tiny Home around the country; they're neat, and very hot right now, but they arent "houses" either.

Took a few minutes this morning after reading all the posts and suggestions. Decided to take a look at the ignition switch. What I found was interesting. The wire was attached to the broken side and it literally fell apart in my hand. Not sure if it's the culprit or just a part of the problem. It does show that I'll need to repair or replace the ignition switch. I also had one ring terminal wire very loose. -Tom

I was thinking more in relation to the yearly maintenance and engine reserve costs of the airplane.

Two things I wonder about. how long should these old birds be in service. How long will quality professionals who know their stuff like Clarence be around to keep the old birds in the air.

Hi all, Tracy here. I made a simple website this weekend that has more about the books my father has written and will announce when the Mooney book is ready. There is also a mailing list to sign up for if you want to be notified by email when the book is ready for purchase. If you have given me your email address via the survey I put up at the top of this thread, you're already set for the email list. And of course, I'll announce news here too. Cheers and thanks! Tracy http://www.thoseremarkablemooneys.com/

A really interesting walk through time... regarding Warren’s Millenium Mooney... https://www.aopa.org/news-and-media/all-news/2001/april/pilot/aopa-millennium-mooney-2000-sweepstakes https://www.aopa.org/news-and-media/all-news/2008/april/03/aopas-grand-prize-millennium-mooney-on-display-at-oshkosh-july-26-august-1 There was a story every month regarding Major steps used in refurbishing a great airframe... kind of fun reading through the old biblical tails... I can’t believe how long it has been since the first stories of the better than new 172 were printed.... this was the best, when the better than new, Millenium Mooney was being prepped... Best regards, -a-

I dropped them a line and will post my findings.

For an example of a CB getting an engine OH... I recall Aaron posting a picture of his engine in the back of a VW golf(?) on its way to be OHed. See if that helps... Best regards, -a-

Try AS for rebuild kits for the start switch... http://www.aircraftspruce.com/catalog/elpages/ignitionswitchkit.php?gclid=Cj0KCQiAwp_UBRD7ARIsAMie3Xbng0jSrc0QqlJjo5uWdbSXNqRA7SnHnaVFYH2gzC7pYoUSLbPuCn0aArpGEALw_wcB notice the note on the jumper on position #1? Do you have one there, does it belong there? Did you receive the correct mag? (Ordered the correct one, but got something different?) PP thoughts only. I didn’t do the needed research... Best regards, -a-

I’m wondering if there are two ways a mag can come wired... Meaning, it may be possible that the new mag might be wired 180° out of sync with what you need... I was reading about the istart system in the other thread... there is so much complexity in the starting, and timing and grounding of the left mag... hope you find your issue soon. Best regards, -a-

Still researching..The switch has not been touched (wiring) since I've owned it (6 yr). The mag is brand new from Spruce and part #s are correct. Really think 40 yrs of switch off/on may have reached it's last swing of the blade. I must say it did feel good hearing the girl fire up after taking the P-Lead off. Still trying to find a source for replacement. of switch. Thanks -Tom

I would get an exchange for my GNS430W to an IDF440 - quick install. But I want to get one of the new generation of digital autopilots. Perhaps the GFC500. I want to see what shakes out, especially regarding compatibility, since I don't want to install something now, just to want to replace it in a year.

Look for an Ovation without air conditioning. It will be very expensive to remove.

Number tend to fly high around here. The 750 is $600 more than the 540. For a clean install like the OP was asking about the install price would be the same. To replace a 430/530 is not going to be a $9k labor charge, probably more like $3k. The places taking a used unit in are normally trying to flip (taking on risk/cost to put on the shelf or refurb) with a $1k margin. So I feel the price delta is zero for a clean install and $2.5k for a 430/530 swap.

Hi Tracy - I am in the Detroit area and would be more than happy to fly over to meet you sometime. I can’t do it in the next couple of months though due to my schedule. Probably would be more fun for you when it is warmer anyway. A couple months ago, I purchased the Mooney refurbished and given away by AOPA in 2000. Sent from my iPhone using Tapatalk

^^^ Looks like one of piloto’s methodologies to determine relative cloud height... Nice pic! Best regards, -a-

You may be surprised how small the weight difference is. Modern permanent magnet motors can be made amazingly light. Just look at the new starters. The same would apply to the generator. The reason aircraft gearboxes are so problematic is because of torsional resonance between the engine and the propeller. This causes the gears to bang back and forth constantly instead of constantly loading one side of the gears. This is why the Thielert Diesel engine had such a short TBO on its gearbox. That gearbox also had a clutch to allow the drive to slip a bit during the peak of the torsional oscillations. This is the main problem with putting Diesel engines in airplanes.

My O has no separater and something i have noticed, not sure if the separator makes a difference but if i fill my oil up to 8 qts it blows it out in a few hours if my flying is short trips with multiple TO & LNDGS. If i fill to 8qts and make several long flights it pretty much stays at 7.5 - 8 qts. Seems like T.O. & LNGDS or doing manuvers like lazy 8s or chandells cause oil to blow out the CC vent tube more so than climbing to cruise and level flight. If i let the oil level stabilize on its own it stays right at 6.5 qts. Compressions were all in the 70's at annual except one cyl which was 68 so i doubt thats a problem. The engine is a 575 hr SFNEW so it is low time. After every flight unless i park on the ramp away from the home base i always open my oil filler/dipstick and leave it up a couple inches and the moisture can escape while the engine is warm this greatly reduces condesate in the CC and oil. I also change my oil every 25 hrs which may be over zealous on my part but oil is cheap compared to other things, doing so gives me a chance to look at everything while the cowling is off and when the oil is drained any moisture or contaminants go bye bye with the old oil. Atleast thats my opinion.

Rocket, Now I am confused, is there or is there not a comparison?

Successfully completed my ADSB upgrade in time to receive the rebate. Sadly, that means my 6 month old Stratus 2S needs a new home. Practically new (purchased August 2017) and still under warranty. At $800, save $99 from the factory controlled new price of $899. Stratus gives pilots easy situational awareness for an unbelievable price. It’s the simple-to-use, pocket-sized, portable wireless receiver that transforms your iPad into the ultimate flight tool. The newest model offers improved performance across the board, including better ADS-B reception, enhanced thermal capabilities, and a next generation power connector. Setup is located at KTTN. http://www.appareo.com/stratus-adsb-in/

So.... in the example cited in the OP, can we be confident that the same pilot who made all those questionable life-decisions is a paragon of sound ADM? "Aeronautical decision-making (ADM) is decision-making in a unique environment—aviation. It is a systematic approach to the mental process used by pilots to consistently determine the best course of action in response to a given set of circumstances. It is what a pilot intends to do based on the latest information he or she has.

Being an airline pilot kind like being pregnant. Everybody congratulates you for your accomplishment but nobody ever contemplated how many times you had to get screwed to get there.

The problem was the 3 wives and countless kids, not the flying. If he had stayed single he could have afforded a hangar full of planes.

190mph GS? Go M20C/D! Was the dog’s name TailWind? He’s a keeper! -a-

Good thing I have a fast camera to keep up with the Mooney. It would actually take a lot of time to do it right and get the best light at each location. Probably less unique with all the drones buzzing around to grab the good angles.

Just out for some Chili. That's us in the Mooney. [emoji3] Sent from my XT1585 using Tapatalk

Hey all, Here is my latest installment of AOPA Opinion Leaders. We all have far more in common than we might think. https://blog.aopa.org/aopa/2018/01/23/the-bottom-line-we-all-started-in-the-same-place/

This long straight "road" is where Trump is building the wall. It is the US/Mexico border in AZ. No political discussion implied, just showing you the area . . .

Flew N1084L to Troutdale, OR and left her with Greg at MSC Advanced Aircraft for annual. 1.4 hour flight with 25 knot headwind. Surface winds were light except at KTTD, 25 G 30 right down runway fortunately. Strange funnel effect down Columbia River gorge. My hangar neighbor picked me up in his RV 7-A. Not a comfortable fit for my 6’3” body. Cascade volcanoes in photos.

It was a dark and windy night... ok, it was a sunny and windy day on the coast. So I decided to go inland to a few new(to me) airports I had wanted to check out. I even brought along my video camera, which didn't get any useful audio, and stopped recording several times and needed to be restarted. I headed from Newport(KONP) to Sisters Eagle Airport(6K5) which has a camping area I wanted to see. Then I headed to Lake Billy Chinook State(5S5) which is really more of an airpark, but I did manage to get the camera working: Arrival and Departure from 5S5. Lake Billy Chinook State Airport Oregon Then I headed to Prineville(S39) where every plane in the area was apparently flying and breaking off the 45 a couple times for traffic I couldn't spot and realizing that there were 2 similar sounding red and white skywagons on frequency(at least I think there were, we have proper callsigns for a reason folks). I said screw it and continued to Bend(KBDN) where I had planned to get fuel. After I had worked out my whole 'left vs right' and 'east vs west' problem someone ended up on the runway with a flat. So I headed over to Albany(S12) to get fuel, and managed to actually land there. Then I headed back to Newport where the winds were favoring runway 02 at a sporting 060 18G24 or so(peak gusts were 26 I think) Arrival to Newport Municipal Airport, Oregon, Runway 02 If you look carefully in the video you can see my house, you can also see why I live where I do. Oh well, 3 hours, 2 new airports at least(and really the more interesting ones).

Rate of climb depends on OAT. On a hot day, I climb at 120kts indicated, and on a cold day 105kts. Through 10000 on a hot day, about 800fpm, on a cool day about 1000fpm.

OK, I've had the wastegate control adjusted, and am now getting "almost" book MP. I climb at 2700RPM, full rich, engaging the turbo at 3500ft ASL to maintain 27 inches MP. My fuel flow is 17 GPH. This is according to the STC manual. Once at altitude, usually 15000 to 19000, I reduce RPM to 2600, pull the mixture back to 10 GPH, close the cowl flaps, and increase the MP back to 27 inches. The numbers on the EGT gauge mean nothing, it's just a relative pointer to show peak EGT, and mine is about 75 deg. LOP at 10 GPH. The engine temps drop from 380 CHT to 300 CHT, and the oil temp drops from 210 to 190. TAS is about 170KTS. These numbers are from my recent cross-Canada trip - 10 provinces in 30 days. I'm happy with my installation now, just wish I had more room!