Leaderboard

Positrons? It’s Protons, positrons are antimatter. Also the quantity of neutrons varies depending on the isotope of hydrogen. We could have an argument about it I guess?

Mike, no worries and no explanations necessary. I'm very thankful to the higher power who kept you with us. I am very happy to have you here my Mooney brother! Be well for many years to come. You make the world a better place.

Played corporate pilot and flew my wife and her friend to Vegas last night. Planned arrival just after sunset so they could enjoy the lights. Usually get the Cortez route to VGT, but last night they vectored right over the approach end of mccarran and then right over the strip. It was beautiful. Only "fun" part was the slam dunk. They restricted me to 6500 until I was less than 8 miles from VGT. Thankful for speed brakes. Dropped her like a rock and hit pattern altitude (3000) just abeam midfield. Here's a pic of heading home. I love flying at night!

We flew our 252 from Germany to the southern most tip of South America and back again between September 17 and March 18. This was our route: Many may have heard about our trip via fb, but anyway, maybe there are members here who haven't and are interested in a report. I've written continuously on a European GA forum, here is the link: https://www.euroga.org/forums/trips-airports/9174-to-the-end-of-the-world-and-back-the-whole-story#post_176978 (I hope it's OK to post a link to another forum here)

I am very happy to oblige.

Thank you. You proved my point. Even water. Sent from my iPhone using Tapatalk Pro

Isn’t a crack problem technically a cocaine problem?

Don't let good enough be the enemy of perfect. For those of us who don't have an autopilot this product offers some very attractive features at a good price point. I'm more than willing to hand fly approaches if I can get a $10K autopilot that gives me altitude pre-select, bank angle protection, emergency level, etc. Sent from my SM-T350 using Tapatalk

If you want AOA, SV, or need it to provide attitude info to an analog AP, get the Aspen. If not, G5 is less expensive to buy and install. I believe SV is eye candy and AOA display is a toy unless it has audio alerts, so I went with G5s.

Water consists of electrons, positrons and neutrons.

A veteran and an accomplished life. He was loved and he will be missed. A very competent pilot. Just a tragic loss.

Before you do that, go back out and repeatedly pull full cup samples, there might be some debris that’s preventing the drain from sealing. I had this problem and cured it this way.

Perhaps we can avoid beating him up for what we think he did wrong on this thread. RIP Carl.

Before this morning i would have never believed the HSI was that important. But i was safety pilot for a friend flying an ILS behind his aspen pro with the HSI. i was blown away how easy that makes the ILS. I won't get into the weeds about what the E5 has but ill say after flying with his i wont put anything but a pro in mine. Sent from my SM-G930V using Tapatalk

The impact pressure on the wing TKS surface is greater than the static pressure on the TKS tank as altitude increases. Because of the pump limited capacity this causes a flow reduction. A bigger pump would solve the problem but risk bursting the lines. Similar problem happens with vacuum systems at altitude and why the use of electric gyros on the flight levels. José

Hi, everyone! I'm a new Mooney owner -- I recently bought and ferried N201XG, a 1978 201, from its last owner in Texas to my base in Seattle. I decided to buy a plane back in September of last year and settled pretty quickly on an M20J. I did a little bit of looking at Bonanzas and Super Vikings but, as I'm sure you know, the M20 (and in particular the J model) had a really attractive mix of efficiency and speed and features. It also fit my mission profile pretty well, which was generally 0-2 passengers for quick flights within a 400nm radius. The fact that the M20 isn't immensely popular also appealed to me. I daily drove a Porsche 914 for years and I like something that's a little quirky and unusual. I was really methodical about selecting a 201, and have a spreadsheet filled with details on every M20J I found on the market in the last few months, organized by a scale of 1-3: "1" planes were exactly what I was looking for, "2" planes would do if I couldn't find a suitable "1" plane, and "3" planes you probably couldn't pay me to take. I did pricing workups on most and ended up with analyses of varying levels of 68 aircraft in all. N201XG was one of 8 aircraft I took a really close look at, and after spending a lot of time with remarkably patient and helpful selling broker, I bought the plane and moved it from its last base in Texas to its current home in Seattle. It turns out that N201XG spent 16 years in the Puget Sound area, from 1983 through 1999. Some of the maintenance logs show entries from Galvin Flying, the local flight school (and MSC before they got out of the repair business) where I met my insurance minimums in a rental M20J, N161MP. After that, N201XG spent 17 years in new England and 2 in Texas. This plane has a recently overhauled engine with the Firewall Forward 225hp STC, which was previously installed in the plane in 1987, then removed in 1999, before being reinstalled in 2017. It's an amazing plane and I've had a blast on local flights. I'm looking forward to expanding my radius as the weather warms and I work through the small list of remaining minor maintenance issues. Feels pretty neat to have an aircraft that has such a long history in my neighborhood.

I have been exactly once to fl25. Three times to fl21 and many many times to 17-19 range which I like it there esp in the east coast where than can be a lot of traffic but at 17 it’s pretty quiet - above most pistons and below most jets. And not so crazy high that there’s not a bit of time to do something about it.

Ok, I’ve flown the departure in IMC, in moderate turbulence. Even at 2,000 fpm (not in a Mooney) there’s still a lot of red and yellow on the terrain display and those nasty blobs don’t recede quickly. You asked for interesting IFR departures: The offset back course procedure out of Aspen meets the threshold for me.

It looks like Ron paid about 9K less than what the Rebuilt is currently listing for on Airpower. He also got a "deal" at Osh talking directly to Lycoming. It also looks like a Bravo engine rebuilt is about 14.5 AMU's more than the smaller Continental rebuilt price for the K. That would be your exposure, keeping in mind, the Bravo mod makes this engine's cylinders very robust compared to the continentals.

And if you don’t repeat that back in less than 30 seconds your Garmin radio will go into stuck mic mode and terminate transmission, ask me how I know.

But the Bravo engine costs has to be considered when buying, if you can’t afford to overhaul, you can’t afford the plane.

The take home message at this juncture is that humans and the decision making process are both fallible. This accident occurred to an experienced and capable pilot and professional. My condolences to his family and all who knew him. My he RIP. Our minds can play tricks and we must have a healthy respect for what we can do wrong in all endeavors, especially in aviation. We do not know at this juncture what went wrong, whether it be caused by weather, impatience, stress, something mechanical or other causes. This discussion is kind of like a physician thinking through the differential diagnosis when seeing an ill patient. The mental and academic exercise helps put things in the order of probability and helps to relearn that which you think you already know. But what one can too easily forget is that faulty decision making can occur at the spur of the moment, when over stressed, overworked, tired or for other unrecognized reasons. Like the physician, the appropriateness of his decision and treatment is confirmed when the labs, X-rays, and pathology reports and available. In this case it is the NTSB results determined to the best of their abilities. I was at a MAPA Pilot Proficiency Program 1 1/2 years ago. One of the instructors asked how many of us have second thoughts when we get into our planes. He congratulated those that raised their hands. That questions was the one question that was the most memorable for me of the session. Smart people concentrate on what they do not know, not revel in what they think they do know. Skepticism is many times healthy and in aviation, it is necessary tool. Be careful out there as faulty decisions can be made without one being fully aware it has happened, and be mindful of the accident chain. John Breda

Oh you already did post a helicopter twin shaft twin pt6. Hey do you think my Mooney would be faster with twin pt6s on the nose. How fast would she go with 2000hp on the nose? Answer / it would get up to 250 or 300 knots and then the wings would fall off.

Yup! Loved that movie...

The A model has the cleanest and fastest wing. Bill Wheat told me they mated a 250 hp Lycoming to a M20A. He told me it was the best Mooney he ever flew.

The fuel servo can only affect fuel flow to the injector nozzles. Anything it does will affect all cylinders equally. It can only provide too little fuel, too much fuel or a fluctating fuel flow. All of these would be obvious by changing EGTs and fuel flows. Fuel pump performance can be verified with the fuel pressure gage. As long as the fuel pressure is in the green the servo will have enough fuel to operate. Did you notice the fuel pressure or EGTs while the engine was running rough? Rough running is almost always ignition related, mostly spark plugs. Did you switch mags when it got rough? If it is an ignition problem it mill most likely change character when you change mags. If it is a stuck valve your CHTs and EGTs will quickly drop on the bad cylinder.

Aviation Consumer Quote: “Mooney connoisseurs tell us the best Mooneys ever built were the 1966-67 models. These had most of the airplane’s desirable features-the square windows, flush riveted wing, retractable step, optional manual landing gear, good corrosion-proofing and the wide deck engines. The 1966 E models seem to have the smoothest wings I ever saw, comments long time Mooney mechanic Charlie Dugosh”.

Agree 100%. That was my intent to have a soft “A-Ha” moment for viewers that GA really does allow MORE of life through opening up opportunities for experiences that could not be had with traditional land based travel.

I have had great service from the Concorde sealed batteries in my Cessna. I have only had my Mooney for one year and I saw in the logs where the Gill battery had been replaced every few years. When the time comes, it will get a Concorde because I love her so much.

+1 and this: 3.8. Other Limitations This autopilot has not been evaluated to meet certification requirements for coupled instrument procedures, including coupled approaches. Therefore coupled instrument approaches and procedures are not authorized without further approval.

Hey guys, I bought a screen printing press and have been printing some designs as marketing give aways for my day job. I thought it would be cool to make a shirt to commemorate this event. If you want one, I'll make it at cost of the shirt and the ink. $5 for size S - XL. $10 for size 2X-4X. PM me with size and qty so I can get a count of how many blank shirts to order.

I am currently working through an install based on the Skyview. This is using the base level 7" screens. If we assume install costs and accesories like wire and antennas remain constant. The table below is for the base system and then the second cost column is for adding redundancy. This would be full redundant with redundant path. I am still working on the block diagrams and planning for power. So Flight instruments, Navigation, ADSB in and Out, Engine Monitor and VHF Comm. Redundancy on Flight Instruments, Navigation and Comm. I get $16285.00 For about $9000 you could get redundant Flight Instruments and Navigation. Still working on the Autopilot aspects.

Paul and Eric have been battling the damage done by Brian when he did things like this. It must be noted as @jlunseth says, Oasis Aero is NOT the WIllmar air service that Brian Negen bought off Bruce Jaeger (and stiffed Bruce in the process I understand).They are simply located on the same airfield, had a heck of a time because of Brians' doings to become a MSC and get a lease from the city for the FBO. Fortunately, Eric and Paul are a class act and their workmanship, honesty and integrity prevailed and will overcome the current natural tendency of people to associate Oasis with Brians version of Willmar Air service. Disclaimer: Weep No More LLC is a founding sponsor of the Mooney Summit Oasis Aero is also a sponsor of the Mooney Summit. Both of these companies support us, the Mooney pilots and owners, and our charitable Bill Gilliland foundation. Thanks Paul, Eric

If you run extremely rich mixture the unburned fuel will leave a black soot residue. Running less rich to very lean burns all the fuel and only leaves the inorganic ash. That plus the excess lead and some burned oil will show as a light grayish, white residue on the exhaust pipe. Same with your spark plugs. Grayish white is better

Sweet, simple, effective and cheap unlike most aviation items. Way to go I nominate you for the CB of the year award. Oh not really an award we don't want to spend any money on a plaque or anything.

I can call him up, or wait and smack him on the head when I see him next... which is every week or so.

great new product and a welcome addition but for right now with some limitations. Only pointing these out for those that may not be familiar...... 1. Works with GPS ONLY, no NAV connection. Only certain GPS models are approved for input. 2. Coupled IFR approaches are NOT approved. 3. Contains an internal baro altimeter that must be synced with the OEM altimeter each flight.

My approach was this... 1. Don't do anything that you'll have to do again later. 2. Do the most important things first. For me this would mean buying the EDM900 and installing it yourself under the supervision of an A&P. I wouldn't go less than the EDM900 because when the stock gauges go, you'll have to do it anyway. That violates rule number one. And based on rule number two, the most important thing will be to protect the most expensive component of your airplane and that is the engine. I want to fly and fly as much as I can. I know that for me, having a good engine monitor with data logging, will help me treat my engine right and prolong it's life. And prolonging the life of my engine is the first and most important step to saving money in aviation. Everything else is nice to have... and granted some of it is VERY nice to have. But the engine monitor will pay dividends on the next hour of flight time. And while it's a labor intensive install, it's about the easiest candidate for an owner install. That's my $0.02

Kind of like the lack of attention when you're typing!

The stain looks like lead from the exhaust similar to what you see inside the pipe. It just sucks around the end of the pipe in flight due to the exhaust shape creating a little low pressure zone behind the pipe. That’s my take on it anyway. Sent from my iPhone using Tapatalk Pro

You're just not going to SEE IT, we're going for a ride in it and you will get to FLY IT! Tom

Well, It's been quite a while since I've posted on this subject but thought this weeks progress might be interesting for some of you that have been interested in the project. All the body work is done and now it's getting some color. A lot of the prep work for the interior has been completed during the last 6 weeks as well. I have a very unique paint scheme that Cris at Scheme Designers "NAILED" and Brad (Airframes, Inc) and his painter are very excited about. Something different than the typical airplane paint scheme. I will elaborate later as that takes shape on the airplane, but for now we're at least getting some colors. Tom

He’s too smug to admit he likes it better than his bobanza.

I'm usually between 10 & 12 NMPG. IT was pretty cold out thus I was getting more performance and a higher fuel burn. I didn't build it to pull the power back but could get higher MPG if I pulled it back some. Remember, Jet A is cheaper at the pump too. My actual trip fuel costs are almost the same between the Rocket and my Lancair, but quite a bit less time in the Lancair. Tom

I'm gonna do a full write up on hawk and the entire process but let's say for now I'm happy with the outcome. It took 3 twa