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The problem with a low-side O, though, is that they aren’t really low side... after you budget for ADSB and the run out motor, it’s not quite as good a deal as it looks. I looked at some Bravo’s like that, too... they need love where a High end J or K would be turnkey

A few pictures from Mackinac Island. Absolutely a gorgeous day. Unfortunately another white and blue M20K 252 landed gear up on the 4th of July. It's sitting on the ramp on it's wheels with curled tips on the prop.

At least this one went better than the last time. (Emergency landing at Pt. Mugu NAS.) (Lost power at 3500' over the mountains east of the NAS; switched tanks, pump on, nada, pulled mixture back to ~50% and got partial power back, enough that we were able to slip down to drop onto 27 (even avoiding the arrestor gear) (didn't make any power setting changes until the field was well and truly made). Safe landing, plane should be reusable if we can get it off the military installation. Running very rough. A&P last checked everything out ~10 hours ago (oil change and full power static test); happened to have a 1000 hour CFII sitting right seat. 40 gallons on board, 7 quarts oil. No idea what went wrong, my passenger thinks we lost a cylinder or had a stuck valve? Had done a full runup moments before (we departed Camarillo after dropping off a rescue dog and having lunch at Waypoint). Purring like a sewing machine one minute and the next: No power. No damage, no injuries... As emergencies go, good outcome. Sent from my iPhone using Tapatalk

Update - I spoke with TruTrak on Friday and was told the design work for Mooney's will be done by Oshkosh and the paperwork submitted to the FAA shortly after. I will update as soon as I get any further info.

This time of year I'd take the northern route. If you go south you will get beat up in the summer bumps if below 10,000. I think the northern route is more scenic and the weather should be great. If you run into a thunder storm and can't fly around it, just wait a few hours and it will pass.

Anywhere from $4-6k depending on whether a new spinner is needed or not. The SabreCowl Gen2 is a complete new cowling. Will fit most models of vintage Mooney’s through the J model. Thanks, David

The "kid" flying is the youngest person to have ever circumnavigated the globe solo. Did it in that A36. His vids are usually quite good.

$23 at Spruce won't exclude you from the CB club though you may lose manpoints in the eyes of some. Get the tool, damn the torpedoes.

@Bob_Belville Bob, thanks. I had seen that video on YouTube sometime back and even rewatching it where she called out xponder off and gear down, the gear lowering was imperceptible (at least to me). Years of practice, I’m sure, but still very reassuring. @gsxrpilot Thanks Paul, ideally Im with you in option 1. While with a run out, I could ensure it got it rebuilt and broke in the way I wanted, it also means down time. Everything is a trade off. I went to see an E here locally a couple of weeks, with only a couple hundred hours SMOH. The problem was between the 2006 annual and June 2018, it had 78hrs on the engine and some years with no hours. While it’s always hangered, I wasn’t willing to roll the dice on something with that little use. To your point, higher hours, consistent use and purposeful maintenance offer a much lower risk profile.

well, I have to say I've been blessed, the guy who put the plane back together after it's last gear up, is absolutely exceptional. every mechanic I've taken the plane to comments on how absolutely clean it is. both annuals were no squawks. I Only changed the sparkplugs and had an oil change. seriously, if someone could convince the guy to become a general mooney mechanic, we'd all be better for it.

All these replies about "special" tools?? They'll never make into the upper ranks of the CB club. All the CBs know that the reason there are 6 corners on a hex nut is so that one can take that standard long Craftsman screwdriver and a small hammer, tap each corner until the nut is loose. Skinny fingers finish the job. Special tools! Sheesh.

Can't believe that I am already organizing and packing for my annual trip to OSH. I put together a schedule and thought it might be helpful to post. A couple of requests: 1) If you are going to be at OSH on Saturday morning and you would be willing to announce as the Mooney Caravan arrives [approx noon] please let me know. I can get you up on the announcer's stand and you will have a bird's eye view of the over 60 Mooneys landing in formation. 2) If you or your plus one, or your totally awesome teenagers are able to help in the Mooney Ambassadors/Girls booth in Hangar D please let me know. OTJ training provided and you will get some cool swag for the help. We will be in hangar D, which is the big hangar across from Mooney International.

Hello everyone, I am new to the aviation community, mooney space and recently purchased a 1975 Mooney M20F. I am in need of a new spinner and was wondering if anyone could help me with a part number or how to go about getting a used one. The plane has a Hartzell HC-C2YK-1BF 2-blade prop on it. My check ride for my PPL is next week and any help would be very appreciated.

I would say be flexible and let the route be dictated by the weather on the day of departure.

The engineers and test pilots also have provided power settings for running the TSIO-360 at Peak in the POH. As we all know running at peak is not good! In the 231, if the engine is run above 55-60% at peak, according to the recommended POH power settings, the CHT temps will go well above 400. So I would have to say that the 1980 POH recommends running it in a way that reduces longevity. Remember the POH also suggest running the engine with a maximum CHT of 450. The POH was influenced by marketing rather than longevity, in my opinion! Remember 231MPH is 201Kts, breaking the 200 barrier, under ideal conditions. If I was attempting to "reinvent the wheel", I would think, I may have done that in the first 7 years of ownership of my "K", rather than just after the engine was rebuilt and for the last 2 years. FYI Continental is teaching to run LOP thru their webinars and OSH seminars.

Aw, okay. Where is the fun in that? :-) It's only his money. Hehe

Here's a couple of recent pics of @Sabremech's SabreCowl on a '66E. The air filter and the oil cooler are relocated to approximately where they are in the M20J. The cost of this option is a fraction of the similar looking Lopresti.

I have one that I removed when I installed my 201 style spinner. Just sent you a PM with pics

So in a non FIKI 231 without O2 your flight plan would have been diferent?

YouTube offers some choices... i clicked the video, then an arrow that showed up, from the menu chose copy link... posted link here... MS gives another option that says something like ‘display as just the link instead’. (Don’t select that) See what I mean? Best regards, -a- https://youtu.be/O7n1MwoufPk or

Kristoffer, its because you fly a Beech, not a Mooney Hows this?

Good luck with it all Tom, however I’m sure you won’t need it as you are well prepared. We are here if you desire a second opinion or unsure about anything that your instructor may not be able to answer.

Might make that.

At Hicks field there are lots of large size hangars that have homes either upstairs, or in the back. From the outside it just looks like a hangar. But inside will be an entire living quarters with multiple bedrooms, kitchen, living room, bathrooms, etc. My wife hates the idea, but lots of people live there. AeroCountry on the North East side of the city has some beautiful town homes with huge hangars attached. They homes are beautiful three story brick about 2800 sq ft or so built around and over a 60 by 60 hangar. You might also look at Northwest Regional (52F). It's a very active field with lots of flight training, several shops, and avionics shops on the field. The best way to get a share in an airplane is to join the RFC Dallas club based in Addison, Metro Flyers based in Denton or Six for a Six based at Meacham. There are also other clubs around the area. I don't know that any have memberships available right now. But I was a member of the RFC club for a couple of years. If I was still there I probably wouldn't own a Mooney. It was just very cost effective flying. Best of luck.

Yep, correct. One way to do it with a GoPro is to put a Neutral Density Filter on the camera. They are easy to find on Amazon for a few bucks. It will take the prop out of the picture or solve the black bands on the screens.

Rapco wench from Spruce is the only way to get it out and to torque it down. To get the washer and nut back on is hard also. I used a magnet to get the washers on then use some wax on my finger to get the nut to stick to my finger to start the nut onto the threads.

I like the ad for the wrench. It says Rapco made it so you can properly torque the nuts, but there is no way to put a torque wrench on it. I guess they should have said properly tighten.

And, yes, you are correct,. I forgot for a moment that the airport is removed unless it is the current active waypoint. I guess the answer, especially with changes to basic operation being made, is to always check that the box is doing what you think you asked it to do. The Pilot Guide tell you to do that too. But my other comment stands - if you load VTF, you are specifically telling the system not to use an IAF so you can't really expect it to start using a PT you told it to disregard.

It depends on what version of the software you have. If you have an OLD version, I mean several versions old, it will leave your airport in the list. If you have any of the newer versions it will replace the airport with the approach... unless you are already direct to the airport.

See what Bob did to his E... over time.... cowl windscreen paint panel and other engine /prop details... Lots of planning prior to execution... The E makes a great retirement plane. —————————- Same details apply to the F... Best regards, -a-

FYI: The Aera 660s do not have the functionality of GP (with IFR option). It does not have glide ring, airway support, or full approach support. Better check 796 functionality before you plan to replace GP.

It's as simple as it was before the GTN upgrade and as it still is in other navigators. I said "an" appropriate IAF. Not "the" appropriate IAF. I've seen very, very few "ambiguous" IAF choices and none causing any significant operational issue (perhaps you can point one out). If I'm being vectored, I don't care too much about the CDI. In most any GPS navigator, it's going to send me somewhere I am not being vectored. I don't really follow your "beyond the point" comment. If I am on a downwind I don't know how far downwind ATC is going to take me. Especially on a busy IFR day, I've been taken pretty far out. Now, at some point, it becomes obvious that, unless ATC decides to have me make a 180 and go off into Neverland, there are no longer any waypoints to send me to. Plenty of time for three taps on large buttons to activate VTF. I've never seen a workload issue manually changing to VTF on a GNS. It's even less workload on the GTN since its VTF function permits the pilot to make that decision significantly earlier. Keep in mind that, like you, I am not saying your way is wrong. I wouldn't even consider trying to change someone who did it the your way* ; just that I have not seen a reason to treat this unit differently than others just because the GTN gives us waypoints on the extension of the FAC. Now, that could very well be because of my environment. I deal with pilots who fly multiple airplanes with multiple avionics. One day, it might be a GTN. Another say a 430; still another day a G1000. SOP consistency where it is reasonable is itself a value in that environment. Yes, one needs to understand each piece of equipment but there are far more important differences than this one. [* I firmly believe attempting to change a pilot's procedure which works just because the CFI likes another one better is a cardinal sin.]

I am not telling ANYONE the best place to retire. As soon as I do, a gazillion old people will move there and ruin the place!

This will be one of those "you snooze you lose" deals. As an example, the previous owner of my airplane never did the Bravo conversion to the engine even though it was extremely reasonable when Lycoming and Mooney announced it ($5500 including 6 new cylinders and a 40 hour labor allowance). Trying to put all the parts together to do it many years later was a challenge. I finally sourced all of the parts but it was at least 5 times more than if he had done it originally. With avionics I think it will be even more challenging.

The Instrument Procedures Handbook and Instrument Flying Handbook showed up on my coffee table a couple of weeks ago. The plan is to do some studying and save up some funds so that by the time I'm ready to pass the written I'll have the money to upgrade avionics and begin lessons. Then I can let the Mrs know another home upgrade is going into the plane... Not in a huge rush to do it but it's always nice to be learning something.

Yeah, they don't mess around. https://www.capjournal.com/news/south-dakota-tractor-taken-by-tornado-found-in-montana/article_85190646-7ee8-11e8-bfc0-1bf01ca31fe5.html

Pilots fly Mooneys because they want to go fast. One you're going fast you want to go faster. Its a disease.

I’ve had two Mooneys with two different seat backs. They were both a PITA to remove and install.

Thanks for the kind words. The more work will be over there... not easy to ensure the pizza, the drinks make their way to the Caravan tent in order. About putting names also on the tags... we will have some Sharpie markers for those who want to add their real name. Just having my hands full these days so we'll do this to accomodate Bob!. Yves

Very handy for VFR descent tthrough an opening w/o getting excessive speed

I agree with you; took up N9738M up with my son and my friend George (at 86 he is still flying his bird right seat) yesterday in 100F day and saw TAS of 160kts on 8.6gph at 11500. This is a naturally aspirated C model with the Johnson bar. Makes me wonder why I went for a Rocket when you consider this type of efficiency... Great airplanes!

Paul, In my professional life, if the temp is 5 C or less with visible moisture we turn on all anti/deice. In my Mooney I only have pitot heat, so I avoid the moisture at those temps if practical.

Another flight to Pasco, WA across the Cascade Mts. 85 degrees when I left Pasco to return home. 60 degrees at home. Nice tailwind on the way over. 35 kt. headwind on the way back. Between layers Olympic Mountains & Mt Rainier.

Time flies! Our youngest (of three) just graduated from college, got a job and moved 4 hrs away, luckily it's only an hour flight by Mooney which made my wife very happy. When we helped him look for places to live she urged him to live near the airport. Enjoy every minute while they are young because they will be flying from the nest before you know it.

I agree with Jeev. I have a 1982 M20J and never had turbo problems or expenses. An important consideration when traveling with family. José

It’s only 1,400 pounds.

The nice thing about Samsung, besides avoiding iOs peculiarities, is that they all have GPS built in. There is no "hardware premium" to get it, and they are less expensive than GPS-less apple products. And I loaded a 64GB memory card into mine (2 cards for $35, versus $100 per installed hardware memory unit from apple). And there is a "Delete" button on the keyboard, which shows the numbers plus period, comma, question mark and exclamation point without changing to the Numbers & Punctuation keyboard. And there are spelling suggestions for every word I type, starting on the first or second letter where apple would often save me all of one or two letters at the end of a long word. And there are generally nine suggestions to apple's two or three, even on my Galaxy 8 phone. Yeah, I guess I'm a Samsung fan . . . . .

I've read an article that showed numbers to that effect... but I can't seem to find it right now. I think if you push the turbo hard at 75% power or better, it will be faster. But if you pull it back LOP to get some range, the J is equal to the K up to about 12K. We all tend to keep the K's around 65% and LOP to get max hours out of the cylinders and turbo. At that power setting, the J is going to keep up with the K to about 12K.

The 252/Encore seems to be the best airplane for the job.... they just never come up for sale! Im not interested in FIKI, one the weight penalty and IFR over the rocks in a single is not my bag. I don’t want to finish a four day trip only to be terrified the whole way home. Tell me about this turbo option for the J....

Wow STEC, $20,000 for a new digital autopilot before installation?! Even by S-tec standards that sets a new low, or high actually. I think I'll go with the new Trutrak setup for $5,000 instead.