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...Passed. Took the written last November, started flight training this July. ‘Bout time.

Took what I could, but there was a lot. It was quite warm this weekend. Busy, busy at RDU, too--#12 to land, #7 to depart . . . .

Finally got out to the hangar only to find the heat gun had given up the ghost, it was under water a few months back and pushing 30yrs old so it was time. New heat gun has some serious horse power even on low, which is good ‘cause smoothing out the bull nose is a lot more work than the little test piece I did. Working the bull nose also affected the horizontal (flat) as well, so it was work a small area let it cool while working another area on the other end then flatten it all back out and repeat. After a couple of hours it was finally starting to smooth out some but what a PITA. After lunch a started trimming a little to see how it fit in the aircraft. So far so good, need to trim so it fits at the windscreen better, and a little more work on the bull nose. Looking back if I had to do it again I would leave out the offset in the middle as this is where most of the trouble starts and just make it straight across following the curve of the panel, but oh well if I cant get it smooth out to my liking I can always cover it foam and leather. I did go ahead and order the LEDs, Mini-Switch and Dimmer so I guess I’m thinking it’s going to work…lol. Money wise just north of a hundred, time wise I’m not sure but guessing around 15hrs actual (its been hot and working with a heat gun makes it worse so I take a lot of breaks).

The Objective of Operation Airdrop is to provide the "last mile" of logistics until normal supply chain logistics can get back online. In reality my wife stated that with "how humiliating for the older people to need a clean diaper" She bought every box of adult diapers in the section at walmart. Several nights ago a restaurant donated 1000 hot meals. The logistics team had no planes at the end of the day so they jumped in their planes and delivered them. in 2017 during Harvey myself and one other flew 100 or so pizzas from San Antonio to Bay City Texas. The Airport manager at Bay City as he was loading up his truck said "This will be the first hot meal the people in the shelter have had in a week" I pretty much was in tears the whole way back to my home base.

mines' about 10 percent of the cost 1100 miles on 64 gallons. Mooney F for the win

Most are staying at the Hampton, Dan. A few of the presidents club members are staying at Ron's beach houses and Origin condos, but the majority are booking at the Hampton Beachfront to minimize the need to bum rides, uber etc. Next year, the plan is to have an even larger venue so the 70+ on the waiting list will not be an issue!

Not if the roads are flooded deep. I think this is a great thing to do for a lot of good reasons.

Well, considering I generally have a $1000.00 solution to a $200.00 problem I'm not sure. Vacuum forming would be the way to go.... with a proto-type already made a mold could be made, might have to look into that

I think the TT is great how it is. However, the aspen might be able to input multiple sources/capabilities into the unit. Here is a small piece of the new aspen software for the stec unit. The pfd might allow updated software to work with the TT in a similar way.

https://www.aglaviation.com/agl-home Located @ KMRN, Foothills Regional Airport in Morgantown, NC, near Charlotte. They are a Mooney Service Center.

When I bought my m20k 2.5 years ago, she came with Aerosheep seat covers. They are very comfortable. Decided to have them cleaned and while they were out I kept flying, holey carp I could not wait to get them back in. I highly recommend them. Pritch

Yeah and just when I thought I had the only panel I'd ever need... Upgrade the PFD - $3 AMU Add the MFD - $9 AMU Stec 3100 - $20 AMU Then get it all installed.

Just updated my website to include the general install manual with the wiring diagram and the install manuals for the approved kits for Cessna & Piper so you all can get an idea of the install. I will update this page with the Mooney manual when I get it. https://wolfaviationsales.com/trutrak-autopilots

So, 10 months later, she’s back in the air. New: cylinders, camshaft, oil pump, fuel pump, oil cooler, prop hub (with no AD), jpi edm-900, engine controls. overhauled: prop governor, mags, prop blades, crankshaft, case, conn rods, carb. Im getting at least 10 mph more than before. Got 176 TAS at 80% power on the last flight. So happy i did I myself. Took a lot longer, but I know every nut and bolt of the power plant now. Literally.

No prizes awarded for low level aero.... -a-

Well, as luck would have it, while at the air show in Oshkosh I met a very serious buyer for my Rocket. He stopped by while I was repainting my prop on the Lancair (on the flight line, at the show......a whole other story). Anyway, he was SO interested he offered to come up to IMT while I was doing my annual in August and do a pre-buy inspection on it while it was opened up. He's a member of this forum but rare contributor from what I've gathered. Anyway, the day before his flight I advise him we found a couple cylinders low on compression but apparently, between several conversations to this point, and a good review of my logbooks by his IA, he was still interested in the plane. I had given him a "ball park" number (a high to low I would likely be asking for the plane) based on a run out engine. After his review/inspection of the plane, logs, and long conversations with my FBO, he was still interested. A couple days after he left, once the cylinders were off, we discovered the cam had some early stages of wear on one of the lobes; wearing off the hardness on the edge which, based on our local Mooney/ Continental guru John Miller, means I likely had no more than another 100 hours of life. I talked with my prospective buyer and indicated I really didn't see any sense in investing serious money into the engine at this point without doing an OH. He agreed and said he expected no more than another 100 hours after buying it, so as long as he had say in the OH decisions, he was still interested. In fact, the delay was giving him more time to get things settled on his end for the purchase. We got several quotes from the more "known" engine builders but the frustration was none of them were interested in using some of the very new components recently replaced on the plane, like a brand new (not OH'ed) turbo, new alternator (case was cracked, so I bought new outright), and very low time mags. In addition, my engine was a first run since new, so the case was in great shape and all but one cylinder were within specs for OH (and Jewell had good spares to replace that one). So......after reading all the positive comments on Jewell, and the estimate coming back WAY under the big boys, both my prospective buyer and I agreed Jewell looked like the best option. I ran the engine down there (800 mile drive) immediately after it was pulled. The prop was sent out for OH as well. Now waiting for the call it's done so I can drive back down and pick it up. Tom

50 inches!!! I’m never going to get my instrument ticket.

Accelerated. Ha, you’re probably right I passed my Commercial written last week and will probably be taking that practical mid-October. DPE’s are really getting booked far out. Just need the night VFR 2-hour, 100nm with Instructor flight to complete requirements. Oh, and something about mastering manuevers. We all know how to do that with our Mooneys already, yes? VOR/LOC/ILS/RNAV. No NDB. I have 430W, 6-pack, and Stec-30 w/ Alt Hold. So, tested to ACS for that equip. although all was hand flown. I trained using AP after manual was good but we didn’t use it on the test. Could have but didn’t come up. Did the AP ground check during run-up so it could have been fair game. Wouldn’t have been an issue. No surprises. Just planned a x-country, explained as part of oral, departed, intercepted first airway, then unusual attitudes, then ILS to missed to VOR hold to VOR partial panel approach with DG and AI both covered. Missed again, to RNAV ending in Circling approach. All approches were to 3 different runways at non-towered airport. DPE acted as ATC which was a little less easy (different) because I was used to training with ATC. Only hit the mic button once, late on the last approach, to respond to a heading vector assignment. I laughed, he smiled. I wasn’t the first. Anyway, that’s all I remember at the moment. Long morning...

That's worse than dirty pool. Your rate is based on the agreed stated value. If they agree to a higher value and charge you the higher rate for it; its very slimy to then value the plane less if its totaled. I'm surprised that's even legal. -Robert

Or flown! Statistically greater chance of fuel exhaustion or starvation - given so little is known yet. Sent from my iPhone using Tapatalk

Many roads in SE NC are still flooded. At least one dam broke this week, near Pembroke. In two trips, i carried about a pickup load. They were very excited about the 32 lb box of batteries (a medium box cut down to about 6" tall)--said the Fire Dept. really needed them. It just fit standing on end, up against the wall in the baggage area.

I must have watched this two dozen times and still can't believe it. No brakes? No chocks? Just stupidity?

I think that information may already be in the ARINC messages the TruTrack is receiving. My Avidyne 550, which has a heading display, shows the position of the heading bug from the G5.

I can't imagine spending the kind of money it takes to go glass... and then not flush mounting? An extra grand seems like not much since you're already $40K into it.

I have enjoyed about 1200 hours since 2007 of trouble free service from my PF. Apply Antiseize to the slip joints at annual and I'm good.

I recall duting flight training two decades ago my instructor showing me how to open the doors of a Cessna 150 to control yaw if the rudder cables would break. Yves

You can see the cut out here. This panel was custom cut for the flush mount aspen kit. It's never had a round instrument in this position. It's how the aspen is removed.

Oh yeah, that's really atrocious looking. I guess I'll have to keep looking for a better option than 3 Aspens in my panel.

Remember there are four senders: two per tank. It seems they average the level sent to the gauges. I have just installed bladders and one of the recommendations was to overhaul senders and gauge bank. So I did and all the sudden it makes sense. At least the 0, 1/4, 1/2. 3/4 and full are now kind of accurate. I also have a JPI830, not fancy has Paul's but I feel way more comfortable.

And one for the FO Sent from my SM-G930V using Tapatalk

Just updated my website to include the general install manual with the wiring diagram and the install manuals for the approved kits for Cessna & Piper so you all can get an idea of the install. I will update this page with the Mooney manual when I get it. https://wolfaviationsales.com/trutrak-autopilots

Only the manufacturer can approve installation of a particular piece of equipment in a particular model of aircraft, and surprisingly this permission is given on a per-airplane basis. There is no such thing as a blanket STC approval. That is how manufacturers can control who does installations. Garmin is very good at insisting that only authorized dealers install their equipment or you won't get the STC. Cecilia wrote me an STC for the installation of the B11 in my a/c that is in my files and will be important to show up at the next PPI. Glad to hear that Cecilia is still willing to provide approvals for new installations. Man, what customer service! IMHO the price that is being requested on Ebay is really high given that the future of the manufacturer is really uncertain, plus- low cost MEMS based autopilots are coming (maybe).

Yikees! I'd be happy to get 30% of that price when I dump my system for the TT in a few months.

I’ve bought and sold a few helicopters, a few jets, and a few pistons all with out brokers. I’ve enjoyed getting to meet aviation people. That said, it’s a dance that most don’t like. As I’ve become more busy I’ve mentioned we’ll be using brokers in the future for work times. I’ve learned enough on my own that now I can say no to things I don’t have time for. On my own stuff, dealing with what I know now, I’d handle everything myself. Especially, if I had the time to deal with calls. Just create a nice PDF sheet and ping it to the folks that call. Most people respond well to emails and texts that take less time. With the market the way it is now, the aircraft speak for themselves. You shouldn’t need to do much work. Now days there are too many attorneys that bill for everything. I would have a nice PA written up already to avoid delays and BS. I haven’t seen too many brokers that earn what they keep. For example, The sellers broker on the last large aircraft purchase was on vacation during the closing call!! Really? They had the jet listed for less than a week days before I showed up, I was the first person to show up in person with an offer letter. The broker didn’t need to do much! Hope that helps, -Matt

I feel kind of bad now, I had looked at a Mooney owned by a very kind gentleman, but when my wife and I looked at the pictures, both of us were aghast at the faux wood trim on the instrument panel. When I talked to the owner the first time, I unwisely joked that if I bought the plane, that would probably be the first thing that would need to go. The owner paused for a moment, and said that he had put it in himself and was very proud of the faux wood trim. If he is on MS, I officially apologize now...

Oh no, the cheap bastards might look down on me. I’m running to my phone to cancel my order! It’s all about priorities, interior is/was at the bottom of my list.

So the answer to my (admittedly leading) question that led me to start this thread is "Yes - definitely spend more money" I was a little naive in my hope that folks would tell me "meh the Aspen MFD is not that great - save 90% and maybe just upgrade your ipad." Where are all the so-called CBs on this website?

Dev - I’ve been flying behind an Aspen MFD for the past 6 years. I found I use it a lot more than I thought I would. Everything from displaying weather: To picking up a convective SIGMET: To watching for traffic: And as a Nav HSI backup to the PFD’s HSI: I use my iPad exclusively for charts now and to upload the databases to the GTN. I have the Aspen charts on the MFD and will use them when the weather isn’t too low (sounds like an argument to buy a third Aspen). Not to forget the full backup to the PFD if it is ever needed. Sent from my iPhone using Tapatalk Pro

Been there, done that, had no fun . . . . . Just quit paying attention in the flare, happy to be home as a barely-100-hour pilot coming back from Thanksgiving and finding a surprise college football TFR. Tower guided me around it, bring me across the 3000' runway at midfield, circled around to downwind and went to land. So happy to be home and see the runway lights all working. Funny landing, hey I'm in the air again! Thunk, bounce, what's happening? Full throttle, it's dark, I can't see the trees at the end . . . Concentrated all the way around, thinking "figure it out later, make a normal landing. figure it out later, make a normal landing" over and over and over. Made a normal landing, pushed into the hangar, unloaded the plane, drove home and went to bed, still thinking about it. Finally figured out much later that I just didn't pay attention in the flare and was either too high or too fast. either or which will cause a nose-low landing and bounce. Yes, the second bounce was higher than the first. No, there was no problem climbing out. No, I could not see the trees in my landing light, because the nose was pointing above them. No, I didn't dig any small branches out of the gear. No idea how close it was, and don't really want to know. So be on speed when you come in to land. If you are too fast, just hold it off and float a few hundred feet or more [I've since learned that the rule is 100' of extra float for every 1 mph too fast; note that the proper speed is lower for lower landing weights--solo vs. two people, 15 gal vs. full tanks, etc.]. Pay attention and bring the nose up as the plane inches towards the runway, and listen for the stall buzzer at less than 12" agl. It works the same way at night as it does during the day, you just have to pay more attention to judging height above pavement. Ya'll be careful out there!!

Very true statement. Be very careful as you cannot see what a weather radar can see such as dangerous hooks and fingers. WX radar enables you to traverse around the cells at a good distance and don't forget to consider the possibility of an overhead anvil. I have had a WX500 for many years and if I'm in IMC with a bunch of strikes ahead across the top of the screen, I'll turn away 90 degrees and fly until they are gone. If they don't, I'll land at the nearest suitable airport. For me, if it's forecast to be that bad then I will just not go and leave it for another day. A stormscope is a great safety addition, but it does have it's limitations.

UPDATE: A few breakfast and lunch runs, a trip to Myrtle Beach and Florida and finally had accumulated 30 hours on the oil. I nervously sent in the first oil sample to Blackstone Labs. (awesome company) The report came back as a few areas were slightly higher than average but as expected from the cylinder #2 overhaul! Engine from 1977 and she still purrs happy and strong. Developed a small weep in the left wing that my IA and I will tackle this fall with a patch. No other squawks to speak of. What a blast a Mooney is to fly. #Mooneyspeed Thanks to everyone on Mooneyspace for all the threads and knowledge to help with this resurrection.

I suspect that the biggest difference between your C landings and your F bouncing is the flaps, not the extra leg room in the rear seats. IOW, using full flaps in the short body would have given you similar issues. It's all about speed. With full flaps you simple have to get rid of the excess speed before touch down or our stiff legged gear will bounce you up. Under no circumstances should you push the nose down to "plant it on the runway". That's a recipe for a prop strike. FWIW, with full flaps in my E the nose trim is full up when landing unless I have rear seat passengers and a more rearward CG.

The secret to a good landing is to LET it float... as long as it wants to float. If it want's another 100', try to get it to float 200. The time to shorten the floating distance is before you get over the runway. Once crossing the numbers, the best option is to keep it floating as long as you can. You'll have the smoothest landings ever.

You want to hold the nose wheel off. It will set down and stay. When it bounces, it is usually too much speed and the pilot wanting to put the nose down. Sent from my iPhone using Tapatalk Pro

Awesome, congratulations!

ASEL IFR add on complete!

Baa baa baa https://www.aerosheep.com/?gclid=EAIaIQobChMIhJX7suip3QIVQmSGCh1irQ2oEAAYASAAEgJ2RfD_BwE Sent from my iPad using Tapatalk Pro

There were many mitigating factors that the landing “technique” didn’t cover. My personal take for me (my introspective evaluation on my exposures and how I attempt to mitigate) I maintain my airplane. If something is wrong or I suspect something is wrong mechanically I get it fixed/looked at. I preflight checking oil/visual inspection of fuel (looking in tanks) and I test fuel for water. I do a mag test if a mag doesn’t pass (over 100rpm drop for me) I don’t go until it’s less. I am at a towered long (over 5000’ runways) with options to reduce wind impact. I see this as a positive NOT an opportunity to get lazy. I have in plane ADSB weather on three devices. I check the weather and as a VFR pilot if MVFR I have OUTS if weather deteriorates. I will NOT land on a runway less than 3000’ unless I practice alone and am “current” for this task. I do not overload my airplane. I always take off with full fuel. I have a fuel computer. I have a pre-stall audible alarm in my headset that also alerts for gear. I use a checklist on my knee. I read the checklist out loud or my wife/son does and I respond “Check” for phases of flight. I go two three four weeks without flying. I understand that I am NOT 100% because of this. I don’t fly for “fun”/“sightseeing”. I fly to get from point A to B faster. If there is a question on weather: I/we don’t go. I take off and land by the numbers as a reference. I fly pattern at 100 and I don’t overbank down low. I fly final at 80MPH and I land full flaps. I am power off with runway made and after round out I hold it off. I am so conservative it makes my wife angry on weather. She knows that what I say goes. I welcome her input, but I decide. Read the articles on why people fly and die. There are usually many “chain” reasons for the result. New information on the Palo Alto Angel Flight continue to come in. Since my gear up (while under instruction) I have added to airplane is trying to kill me the two following contributors: My CFI/Mechanic/Wife are trying to kill me. I love ‘em all, but I trust ‘em about as far as I can throw ‘em. ME? I trust me even less. Verify. Trust, but verify. All that and weird weather, the plane breaking, another knucklehead pilot, a deer, a bird, a health issue etc. etc. might try and kill you. Flying is dangerous JUST like riding a motorcycle. I quit riding a motorized bike. Too many people trying to kill me...Flying? Not yet.

I think the Mooney Service Center has been doing his work. Hopefully they covered it. Sent from my iPhone using Tapatalk Pro