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Thought I'd close this out..Finally got the multi-stamp on my license as of today. Oral was about an hour and half...Pretty much covered what you would expect. Emergency out ops, standard weight balance, take-off and landing calculations, basic airmanship and cockpit management. Covered a few items that were Comanche specific with respect to non-counter rotating props and fuel management. Flying was as practiced..Steep turns, short field, engine out landings, stalls in different configurations and VMC demo. Got the stamp today. Long hot few weeks, but feeling well accomplished. Great training experience. -Tom

I am picking N943RW up tomorrow, D.V. I asked Joe for pics of SabreCowl:

I expect to take delivery of a 1965 M20E Super 21 in about 3 weeks. This site has been a tremendous resource as I narrowed down the search for my first plane to return to aviation after an excessively long absence. Thank you @mooniac58 and to all those who contribute every day. It would have been a much tougher decision to buy a 50-year-old plane without the knowledge available here. In addition to facts, opinions, and documentation I found great resources like Phil Jiminez @pmj341 for the pre-purchase, and @mike_elliott for transition training. I will share more about me and the M20E once it's official, but here's a teaser photo...

Here’s the deal...Lampson field is temporarily closing down for runway improvements in early August, and we dont want to sit on our hands for 2 weeks. Soooooo, how about a win/win scinario? You bring your plane in for service before August 1, and we will give you 10% off labor. We stay busy through the closure. You save money! Give us a call to schedule your service. (707) 263-0412

There was a salvage yard at Stapleton Airport in Denver. J. W. Duff. Well Mr. Duff was a cantankerous old guy who made most people feel like he was doing them a favor to sell them parts. For some reason he like me. I was one of the few if not only people he would let roam around in his warehouse. My quest for push rods took me to his place. I asked him if he has any Lycoming push rods. He reached into his pocket and handed me his key ring with about 50 keys on it, selected a certain key, walked out side and pointed me to a building about 1/2 a mile away. When I got to this building and opened the door it was like Indiana Jones opening the lost tomb! Inside I found enough Lycoming engine parts to build probably 500 engines! OMG. I found shelves with boxes and boxes of push rod. It didn't take long to find the right one. When I got back I thanked him for helping me out and asked him what I owed him? He said $5. What a deal!

I am a fan of doing much of the training at night as well. I learned that way myself and it is much more realistic than daytime with the hood for all the reasons stated above. But I couldn't imagine getting an IR without logging lots of IMC time. But I understand in a great many areas of country it isn't really possible to do it any other way. CU is not the kind of clouds to train in nor fly in. But also as stated above, one has to get the prerequisite skills down before they are ready to fly approaches and then fly them under IFR where a 200' altitude excursion is a pilot deviation. So it takes some time to build up it, but once there I wouldn't pass up any opportunity to get real world IMC training. My student's log lots of IMC thanks to the marine layer which is the perfect training environment. But I couldn't imagine a new IR pilot heading off into IMC conditions for the first time without an instructor on board - even though it happens all the time. Much better to get actual during training. Sent from my iPhone using Tapatalk

While training in real weather is great experience, it is not the fastest and cheapest route to a successful check ride. There is no requirement in the IR PTS to have ever flown in a cloud. If you want the best training, do all your instrument training at night. The visual clues from the sun and shadows is cheating. You will develop your instrument stick and rudder skills faster at night where you really are flying by instruments. As others have said, wait until you have your instrument rating before you learn to fly in weather. It wouldn't hurt to do your first few weather flights with an instructor or experienced instrument pilot.

This is the more typical test. Compare flow between the injectors. -Robert

Go Avidyne

Got the bugger. Doesn't seem to leak when the Scott connector is installed though. Thanks for help team. Mark

A completely virgin 1980s panel like that is a perfect candidate for something like the Dynon Skyview complete rework.

The bulbs you talk about from Amazon and other places are Chinese counterfeits which can cause ballast failures. We do use Philips authentic and traceable pedigree bulbs. To get authentic Philips HID bulbs you have to pay way more than $30.00 We have never offered or used that Philips ballast in the past or currently. We have used our XV4D ballast for many years now, look on our website. We have been making our own Proprietary ballasts (not Philips) since 2004. Automotive ballasts are only 35 watt never 50 or higher. Our ballasts have always been solid state, just the change from Analog to all SMT and Digital. Dan from XeVision

Or you can get the Alpha Aviation seat belts with the latch that is not affected by swinging the gear.....

I'm Marcus, reside at C29 in WI, since I became interested in flying 4 years ago I've always wanted a Mooney, attracted by the speed and efficiency. I started with an Archer 2 years ago partly due to cost but also thought it would be good to get some more time in before getting into a faster complex airplane. I got my IFR ticket at the same time so it seemed to make sense to do one thing at a time. This last December the opportunity of a 205 came my way and decided I simply could not resist. It's an 87' J 205--N205KD, I believe familiar to some. I've put on about 60 hours so far and really enjoying the airplane! I feel comfortable in it for the most part though I must say my landings still don't always deserve 5 stars.

Yesterday was a trip to the coast to celebrate our anniversary. The morning marine layer was well inland but began to break off way earlier than forecast so out to the airport to get Snoopy ready. Was a beautiful day with my wife and our puppy Magneto. Little River is easy to find as it is surrounded by dark green forest. The Little river Inn will come pick you up at the airport which is nice. I want to take a moment to say that Little River Inn is a fantastic place to stay the rooms are excellent there is golf and tennis a spa and salon. The restaurant does a great job and they are extremely dog friendly. The weather was perfect and the marine layer stayed off shore for the duration of our trip. Heading for home was nice to be at just above sea level giving us over a thousand feet per minute at one hundred thirty miles per. I can't say how great it is to be just 20 Mooney minutes from home to what I consider one of the Most beautiful places there is. As we approached home and I made the call on CTAF there was another Mooney that was flying a straight in to 28. I asked there position and ETA and it made sense to fly out over the lake and make my turn for the 45 as number two especially since I still needed to drop another 3k feet. The other pilot thanked me for the courtesy. Turns out it was our own Don Kaye bringing in Joe's Acclaim with its new owner they also had my CFI on board to ferry the plane down to pick up the other two. Once we were all put away I found Don in the restaurant and introduced myself to him and the lucky new owner of Joe's Acclaim. So nice to take a two and a half hour drive and do it in 20 minutes. To bad there is another major fire burning here in Lake County and as usual tons of smoke all around.

This project was worse scope creep than anything I've ever seen as an engineering project manager. And the scope creep was on top of scope creep. It started out with an insurance settlement for hail damage. We were going to do a lot of the paint and body work ourselves rather than use a shop, and then we'd have $10,000 left over. Then we'd bring $10,000 of our money and upgrade to an IFR GPS. That was the only requirement for this project, IFR GPS approach capability. Nothing more, nothing less. However, after speed mods, checkerboards, paint masks, and who knows what else, we only had like $3,000 left over from insurance. But I'm game, let's keep the total budget to $20,000. Which, for the record, will meet the minimum requirements which as far as I was concerned was an IFR GPS unit (a G430 used was fine with me, or an Avidyne or whatever) and the accompanying indicateder ($2,000) or so. But, heck, I'll make some allowances for a cost overrun. But apparently, because we're tearing into the panel, we also couldn't live without an HSI, and ADSB that was compatible with the GPS that we purchased (which was double some of the more economical ADSB compliant options), a new intercomm, a new comm 2 radio (I am still not certain why except for ours was old), and a panel rearrangement. Bleeding our budget one finger prick at a time until we were almost 100% over budget. For the record, the autopilot worked just fine before this project. Also the hairy legs in the photos are Byron's not mine, rare time he's in the left seat.

my wife, being rather cheap, suggested we get a GPS and ADS-B, since we couldnt hardly fly anywhere IFR. before: DURING: yes I did this in the hangar. AFTER: AFTER the first trip..... @Becca

Just my real humble opinion, I think that if someone was looking to sell an airplane and was willing to post it on a public comment forum such as MS then all the comments would be fair game. But posting an ad in a classified web site and then having it placed for folks to say whatever they think pro or con might be a disservice to the selling party even though it might be helpful to a possible buyer perhaps even to steer them away from the very airplane your trying to help market.

I have a recurring Google calendar event set up, and they email me when it's due. Every year I go, "what the heck is that? ..... Oh, right, the TSA thing..."

Do you know how to burn the plugs off? My understanding is that's what aggressive leaning for ground operations does. Is there more to it than that? The aggressive lean while taxi is different at 5000 DA than at sea level. I got used to putting the mixture at a certain place. It should be less for 5000 DA. "less" as in leaner? If the plugs are fouled on the ground you can run the engine at say 1700 RPMs Then watch the EGT and reduce mixture and run where you would normal flying EGT for a few minutes and it will burn the fouling off the plugs. Yes leaner. taxi lean for mine is about 1/4 Mixture. At 5000 DA taxi lean was about 1/8 mixture. You may also want to check the fuel servo and make sure no FOD has been ingressed. Your fuel servo may also be on the fritz. Also may want to check for induction leaks. Especially cylinder 2. Smoke test.

Truck? I know a great pizza joint in Milwaukee. We should have it FLOWN in!

Says me do the rating wherever you are. If you're that flexible come to the Northeast, you'll be plenty of bad weather over time. But just go somewhere, get going and get it done, that's the main thing. When you start penetrating bad wx back home you can take a CFI with you the first few times. I'm certain they have those in England, I just imagine they talk funny.

@carusoam sorry about that. Yes, I’ve looked at my charts. Today for example, the DA was 5200’. Highest temp shown is 80 degrees F with a 1330’ roll. Today it was about 100 degrees. I would reserve no less than 1500’ for takeoff, it’s pretty flat here, no 50’ obstacles. I wouldn’t have any reservations about using the 2500’ runway AFTER I’m confident in my engine’s reliability. The crosswinds here near the Oklahoma panhandle can be brutal and I would normally use the 23-05 runway instead of the 17-35 runway if the winds dictated. My initial ppl training, which took almost two years due to work constraints consisted of flying on very cold and very hot days and one of the things I really noticed was the difference DA made on takeoffs in the underpowered 172 I was using. I do appreciate the heads up, and don’t want to give the impression that I know it all. The main reason I signed up on this forum is to take advantage of the wealth of info shared here. I want to be a better pilot and am willing to listen to anything you have to say.

Hi I will be at Airventure this year. I am camping in Camp Scholler with a bunch of my South African friends. I am keen to attend but also do not want to miss the concert (I missed it the last time I was at Airventure). So, I will be there, but maybe a bit later, or earlier . . . I look forward to putting more faces to names and to seeing some familiar faces again (from 2015). Tony (Striptease)

I had to replace the section next to the wastegate which was cracked.

Fantastic follow-up, TW! Best regards, -a-

Indeed... it was worth a good college fly.

Thanks all for the feedback. I think calling JPI and verify probe and wiring it's a good idea!

All of our Xevision cables are double shielded (braided and foil both) and the outer jacket is silicone. We have certified DO-160 testing for many years as well. This is Dan from XeVision

I wouldn't recommend this approach. You'll have a lot of work to do learning how to fly the procedures, and that can be demanding even in simulated instrument conditions. Adding real weather into the mix will just slow down your learning. Get the IR ticket, then (very) slowly start tackling real weather. Set your personal minimums very conservatively at first. Try flying for extended periods in IMC, but with lots of "outs" - think 3000' ceilings and 1000' thick OVC layers with VMC above. Ask for a block and just fly around in IMC, gaining confidence as you go. The real weather is out there, and it's not all that much fun. You'll have plenty of time to experience it after you've got your IR.

Couple of thoughts, worth what you're paying for them. First, an instrument rating isn't some magic panacea that allows you to fly a light piston single in thunderstorm or icing conditions. So spending 3 weeks in an area of the country with the "worst" weather is most likely to generate a lot of on-the-ground discussion about no-go decisions. That's good experience, of course, but does nothing for teaching you the motor skills and in-flight ADM critical to instrument flying. If you're going to hunt IMC during your training, you want to look for benign stratus-y conditions. Plan accordingly. Something coastal perhaps, or maybe light early morning rainshowers in the south. Not hot summer afternoons in tornado alley. Second, there's such a thing as too much, too soon. While there is always the occasional ace-of-the-base - and you might be that person - most beginning instrument students are completely overwhelmed in the first few hours by simple tasks. Just making a frequent series of heading and altitude changes might be a non-trivial struggle. Or the first time you're given a hold with no moving map to help. Doing these things VFR under the hood gives the instructor a lot of leeway to work on basic skills. Doing them in IMC has good value, of course, but also requires the instructor to file a flight plan, work within ATC's constraints, etc. It's not always a great trade-off. Finally, I have no problem with the 3-week intensive course plan. But just remember that you tend to lose skills at about the same rate you learn them. I've known a few folks who got their instrument rating through intensive courses, and others who went the long slog route. The former seem more inclined to lapse all the way back to VFR-only flying. So if you have high confidence you'll fly a lot of IFR (not necessarily IMC) immediately after training, the intensive route is a good one. If not, you may actually benefit from stringing out the training over time.

Although I like the zap Andy in the pants thing, I suspect the reason is the amount of administrative and bureaucratic steps needed to get something like an automatic gear extension system approved is likely not to make it a low cost solution anymore. Someone mentioned the Piper system for automatic deployment. That didn't sell well and was eventually removed. I agree with you that something needs to be done to improve the situation. Especially for a CB like myself who doesn't want to pay more for insurance because these are self-inflicted gear ups. Yesterday I had my flight review and it included a couple of emergency landings, one to an actual touchdown at a short runway. All the while, the friggin gear warning is going off because we were at low throttle. After a while, it just blended into the background noise. Like everyone else, I do the BUMPS to compliment the flow I do for landing prep. I also adopted the "gear down" call out on the frequency with a quick verification of the floor indicator. BTW -- I liked the "fluttering leaf" stall demonstration but who the heck has you do S turns on a flight review?!

I used to do a lot of flights for Pilot's N Paws. Not so much anymore. But I spoke to a veterinarian who said that dogs ears are very sensitive to high pitch (like the dog whistles that humans cannot hear). The low pitch noises in a cockpit from an engine apparently will not bother their ears at all and covering them is really not necessary. I fly with my own dogs all the time and they have never needed ear protection. In fact they are usually asleep by the time I taxi to the run-up area.

Ha! Music buddy....music . Wife? Keep me from external activities? Naw I'm trying to keep an eye on Notar but he's a wiley one....you know those egg-beater pilots - they just hover wherever they want...outa sight and all....STEALTH

Uncertainty posited? MooneySpacers provide clarity!

I think I followed your thread correctly. Based on the JPI data you posted, you have something going on with the #2 cylinder. It really appears to be running on one plug. My EGTs are fairly consistent with each other during run up (I will find and post one of them). As for your leaning question, there should be no reason to lean your airplane for takeoff at a 2000’ MSL airport. Granted on a really hot day, the density altitude will be much higher, but anything around 2000’ to 3000’ feet shouldn’t need to be leaned. It doesn’t sound like you have flown it, so doing an inflight mag check was done. Sent from my iPad using Tapatalk Pro

Love your sweet ride, vintage Vettes rock

Magneto coming in for landing with a big flair to get the mains down first.

I'm a CPA, what does he have to do with when your engine needs an o/h. I would base it on the actual health of the engine your doing ongoing engine analysis and having your plane repaired and hopefully analyzed on a currently. Good luck with your awesome Bravo I've had mine since 2006 and love the Bravo, loved my two J models also. Ok I love all Mooneys.

Here is the return on Monday. After fighting a head wind all the way TO Colorado, I was hoping the wind was still there for the return. It didn't disappoint. As we pulled onto the ramp, 252AD was sitting right next to a NetJet's Citation. The Captain, @Jsavage3 was there looking over the Mooney. It was great to meet another MooneySpace'r. Climbing out over Colorado Springs. The DA at KAPA was 8100 ft. Nice to have a turbo. Just loafing along at a very civilized 63% power, 9.7 gph and about 30 degrees LOP. Letting the tailwind do all the work and producing the best numbers I've seen in this airplane. Beautiful clouds on the descent into 84R. I was IFR because of the altitude, but didn't get a single minute of actual IMC the entire trip. Safe at home and ready to push back into the hangar. We'll change the oil and top up the O2 bottle to be ready for a Friday departure to the Great White North, Churchill, Manitoba.

Oh the memories.... I spent everyday for 6 years watching these and the SR-71 take -off and land as a crew chief at Beale Ca, Okinawa Japan, and Mildenhall Eng. It never gets old watching these things do what they do day in and day out. Kelly Johnson and team were an amazing tool for us to have in our pocket. Thanks for posting this! Ron

I made the 430 to 440 change and have one complaint, but not necessarily about the unit itself. I had some radio noise before the change, but the 440 seems to be more sensitive and ignition noise is much louder than before. We replaced all RG58 with RG400 for both radios and I now have a new CI196 blade antenna that replaced the 40 year old Seven antenna. My reception distance is reduced significantly, but on right mag only it is crystal clear. On right mag only the reception distance is as expected and transmission distance as reported by ATC is strong. After sending the dual mag out for service no significant change, but it was due for service anyway. Ordered a new ignition harness to replace the existing that looks like it is 40 years old too, and should be here this week. So consider this a PIREP that if you have ignition noise it may be worse with the 440 and require some additional maintenance. Mine definitely is but expect that to be resolved with the new ignition harness.

Folks, we had to cut the wing in half, only way it would fit in truck, she is now sitting in storage at the museum in st ann de bellevue. yep we truck all the planes in, no runway. have a look at our website, we are 40 working members, and everything has been donated to us, no government help at all, just a love of planes. www.cahc-ccpa.com

As some others have said I think a J is the best bet for you. I have owned mine for 8 years and 1000hrs and routinly fly to Mammoth, Vegas to Napa over the Mts, and make 1-2 trips to the Bahamas every year. My brother use to live in Denver and I would go visit once a month. The route i settleled on was over the southern Rockies through Laveta Pass then north over Colorado Springs. I would cross around 14k with no prob at all even with high density altitudes. I love my J and after new paint, interior, engine, prop ADSB it’s time for something bigger with two engines. It always happens right when you get an aircraft dialed in. Anyway i am based at VGT and if I can make a deal work on a 310R it may be for sale in a month or so. PM me your info if you are interested and we can chat. I have had very little surprises over the years and all the big ticket items were expected. The J is a great aircraft with good all around performance that is easy on the wallet.

It’s an impressive box. Has the ability to display all of the TIS-B and FIS-B features along with my WX-500 StormScope’s output and terrain warnings. My favorite features are TAS and ATAS (voice warning for traffic). ATAS has been 100% accurate on calling out traffic. Sent from my iPhone using Tapatalk Pro

Hah, just watched the video; there is a lot packed inro that little box. Seems to be transponder + adsb in/out + a lot of WX functions from a foreflight /iPAD/stratus setup.

Hi, not an electic gear, and YES will have a few pics in a few days when the guy downloads them for me. Mike in montreal. AND a question for you guys, the lower cowl had a part added to it to make the opening smaller, looks professional part, should I put this part on my m20a with the guppy mouth, what does it do? speed? cooling?

Actually not. I hear the smoke in CA has just about cleared all the bugs out of the Golden State, but here we use our guns to control skeeters and other varmits.

I won't ever list another one here unless the rules are changed. Other forums strictly forbid coming into a sales thread and making posts other than asking pertinent questions related to the sale.