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They were looking a little ragged. Had some vinyl I've been test printing that I'm pretty happy with, so I decided to wrap them. I'm pretty happy with how they came out! Now the question is, how do I log this?

MooneyMAX 2018 is in progress and it’s amazing. So many great vendors here and wonderful presentations. Check out a few pics and the schedule. Really looking forward to being at Don Maxwells shop with Don and his team for his 8:00 - 5:00 workshop tomorrow. Thanks to Don, Jan and Paul for all they do for the Mooney community. Sent from my iPhone using Tapatalk

No don't do it! Get a 252 instead. All joking aside, the 252 is easier to manage the engine, turbo, etc. than the 231.

Yes, the speakers and vendors were awesome. It was a wonderful day! I also look forward to tomorrow at the hangar and my sweetheart learning the right seat. My hat is off to Don, Jan and Paul for putting on this great event!

The GSXR economics curve...! (Nice work Paul!) A related rates challenge... Inflow over outflow comparison... A reminder that having too much plane compared to your wallet can be unfriendly to achieving your flying dreams... It takes a modicum of financial strength and/or @Raptor05121 inginuity to play this game well. You can do it. You need to want to do it... Expect it to take both more time and more money than you originally planned... sort of a chicken and egg challenge... Some people have gone straight to a greater Mooney... Others have made it a two step process... Starting with an M20C is a great way to get started... then move up as you will really know what you want in a few years... Of course, if your dad flys a Mooney... the decision of what Mooney to get becomes a whole lot easier... The youngest pilot to fly solo around the world, flew his Dad’s Ovation! Go Dad! I admire the dads that share their Mooney... or flight in general... Best regards, -a-

Very true... But the running costs/OpEx don't follow the same linear model. From my research there was actually a dip in the running costs from the 231 to the 252 in reduced maintenance, longer cylinder life, and a better chance the previous owner didn't thrash the engine. Then there was a pretty sizable jump going to Rocket, Bravo and beyond. Something like this...

I just got off the phone with Garmin. I was supposed to do my 6.50 software upgrade today and decided to entertain myself on the drive to the airport with Garmin’s hold music. 20 minutes later the guy tells me there is NO issue with the screen going black. He said “did you read about this online or something?” I said “Yes. It’s on Beechtalk and Mooneyspace.” He said, “hold on, let me check with some other people.” Comes back and says DO NOT UPGRADE. There is a known issue with the 6.50 software and the GTX-345/GDL 88. When the GTN receives the ADS-B information it can become “overloaded” and the screen goes black. They expect to release the 6.51 software in the next couple of weeks which should fix this bug. Glad I called because my avionics shop was unaware of this issue. Go Mooneyspace! (and Beechtalk).

I think you meant to say you left the elevator trim in full up position. My question is what check list are you using that doesn't have set the elevator trim to TO position prior to take off now? The POH has the checklist in it. Yes, I recommend a slight variation of the order of some of the items (IE switch to fullest tank), but not the exclusion of any of them. To rethink and to outguess the factory tests and pilots is a rather bold move I would caution against, but not saying you are considering this. Your transition training should have beat checking the trim settings into you prior to rolling onto the runway, checklist or not. Dont forget this check, just as dont forget to look to see if someone is on short final the tower forgot about. Im not trying to beat you up but want to point out simple stuff like this really goes back to primary training and is refined with your transition training to your specific Mooney. When someone has a new to him plane, a lot of the basics are easily skipped in the mass of new features functions gizmos and thingamajigs to check, along with the new performance curves to learn, but proper transition will keep you focused. I am not saying Mr. Cabe didn't cover these well, but am saying you need to stay vigilant while learning to become one with the fire breathing Bravo.

Amsafe estimates installs will be 4-6 hours. The price $2580 includes both front seat belts with shoulder belts. The sensor has a self test mode and does not need the amsafe test tool for install. The wires are one length only limiting where the sensor can be installed to under the left or right seat. I would suggest installing with nutplates in the floor for easy removal in the future. I asked the rep to join mooneyspace and introduce himself and he said he would. He did say they have a Facebook page and can also answer questions there.

Beautiful Job! 43(c) Preventive maintenance. Preventive maintenance is limited to the following work, provided it does not involve complex assembly operations: (9) Refinishing decorative coating of fuselage, balloon baskets, wings tail group surfaces (excluding balanced control surfaces), fairings, cowlings, landing gear, cabin, or cockpit interior when removal or disassembly of any primary structure or operating system is not required. 43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances, or component parts for return to service after maintenance, preventive maintenance, rebuilding, or alteration. (f) A person holding at least a private pilot certificate may approve an aircraft for return to service after performing preventive maintenance under the provisions of §43.3(g). Log it with your certificate number as refinishing of wing tip decorative surface. If the net weight addition was <1lb, log it as weight and balance negligible. If more than a lb. you need to have the weight and balance recalculated by an A&P.

see if the YouTube link is better...

That's some awesome marketing material for Boeing. "Skip it off the breakwater, bash a brick wall with it and it will still fly."

The thing about airplane costs, many of them are identical between a C model and a K model. Hanger, subscriptions, airframe maintenance, etc. All no difference. It costs just as much to put a new GTN 750 in a C model as a K model. Over just a few years, the purchase price of the aircraft is just a small portion of the total ownership cost. If your ultimate goal is to own a K model you will save money in the long run if you just by it now.

Agree the 252 is better/easier than the 231. Current market : 231 ~$90k, 252 ~$130k, 231 Rocket ~$150k, Bravo ~$190k, Acclaim ~$450k, Ovation Ultra ~$720k We should expect to get more and better a/c for more money! A reasonable C model can still be acquired for ~$50k Managing the 231 is not difficult, just takes a light touch and extra vigilance on the MP......good habits to develop regardless of a/c.

From our tech support team: "Anytime an AP flies an offset, it is either a faulty input signal (DG) or competing signals (DG / GPSS / VAV) vs. Turn Coordinator. If the offset was in all modes, I would suspect a TC “roll centering” procedure is needed. In the situation described, the DG input would be highly suspect. That said, the DG feeds the ST-901 GPSS converter. Before sending the DG out for overhaul, the DG output to the converter should be checked." In case you don't have a dealer that you normally use, you can find one here: http://genesys-aerosystems.com/dealer-locator

If you’re the kind of person who ‘act first, think later’, then no. If you’re the person who likes to read, think about what’s happening, and think about what you’re doing, you’ll do ok. Provided the plane is in good shape and you get a competent CFI.

Done.

I bought my 231 before I had even completed my private ticket (aprox 30 hrs into training) in 1992. I finished my instrument training in my 231 and still own the aircraft. The 231 does have some quirks but is a great instrument platform and inspires confidence in the way it flies. I would absolutely recommend it as your first aircraft...….just make sure you get extensive competent professional training. I am in the process of updating the avionics and passing it on to my 18yr old daughter …….. her first aircraft and instrument trainer.

You can buy a lot of patches for the cost and donwtime of a reseal.... a LOT of patches.

+1 for Bob Cabe. He ferried my Bravo to Texas and we did 2.5 days of transition training. I'm interested in a Bravo checklist as well, as Bob taught me his ways, and some were different than the POH checklist. Upon landing checklist, he told me not to turn fuel boost pump on yet I see it on the POH hand book. Also, when flying the pattern I keep cowl flaps open the entire time. Believe the POH said to open cowl flaps upon landing, but I normally do it on the downwind as part of the flaps checklist item. I need to get a new checklist as I almost stalled my Bravo on takeoff last night doing full stop landings/takeoffs. I left the rudder trim in an almost full up position (didn't put back on takeoff setting) upon landing and didn't realize it. Noticed it on a squirrely take off and a very high nose up attitude and fighting to keep the nose down, lower nose rudder trim, and build speed. Luckily I felt the turbo helped, but was definitely a scary moment and emphasized the need for checklist in all phases of flight and post landing.

unless things have regressed since two years ago when i was still following new developments in that field, most of these devices use their elevation at bootup as "ground". Fairly crude, but for the way the overwhelming majority of people are flying them, sufficient.

You had me until the last portion. If you want your backup to be fail safe, what exactly is the fail safe when the G5 acts as a primary? If the G5 is acceptable to put all your eggs in one basket, why would it not be acceptable to be a backup to someone else’s basket? Sent from my iPhone using Tapatalk Pro

Because it's not your own personal, single place, 4-engine B-17!!! I'm shocked that it should fit into a normal-sized T hangar . . . . But I think the price includes too much builder's passion and not enough owner's reality--it's a single place toy that will amaze the breakfast crowd, but also fly to airshows, not something you can use for a weekend away or to visit distant friends and family.

I guess the good news in a situation similar to this is that the Feds will have the serial number of the drone since it's implanted within the wing.

While that may be a grass stain, it is more likely that it is from the grass eating bugs that the bird had eaten.

$275,000 / 20yrs = $13,750/yr. Seems like low payout for all the work he's put into it.

I sure as heck didn't have my way with any members down at the Summit! Although I got the feeling that some may have enjoyed that.

That's how I figured. Thanks! My estimation is that it added 4oz.

While I pray for our Florida Mooneyspacers, it was beautiful around Texas today. The Corsair had to wait for me to land but I got a shot of his departure. Captured the old bomber taxing by me. Pic of my plane. Lots of warbirds about. Wings over Houston next weekend. Russ

You can get WAAS GLASNOS GPS with 3D fix for $11.00 Probably more accurate than the expensive panel mount GPS in your plane. https://www.amazon.com/Frontier-Compass-APM2-6-Pixhawk-Controller/dp/B01LYX5ZQB

Always the journey not the destination...20 years building and selling it after 55 hours

Whatever sins apple has committed, google has 100 times over..

I looked at my original post in 2014 and I'm not sure I posted the video of this that I shared with Garmin and Sporty's as I didn't see it. But here it is for anyone who is interested. The replacement antenna they sent did not have this problem. So just a note if you're having bizarre onboard GPS failures and have a stratus GPS antenna, you may want to look at this as a potential cause. IMG_1177.MOV

Well done Erik!! The aviation community is a special place. -Seth

Done.

As I look at the image right now, the eye of Hurricane Michael is smack dab over Tyndall AFB. So first off, I hope all our friends and brethren from all aspects of the aviation world are hunkered down. But once the dust settles (so to speak) that could be an interesting topic for Mooney Summit VII...how to secure an F22 for a category 4 hurricane! (Yes, I'm guessing they flew as much out as possible to safer environs, but still...)

Congratulations on a job well done! From one Mooney wife to another, tell her "Well done" as well. However, I did find it funny to "cross off" an off-field landing from a list of things to do - some sort of comic relief was necessary. If anything, I know we did it once and he could do it again if necessary. Enjoy the wedding festivities!

I'd suggest you get your Avioncs tech on the case - each antenna has its own location/seperation requirements, and some antennas have approved mounting positions on each airframe type. In most cases, these are "for best performance" but in others it is a mandatory requirement. In addition, each transmitter/receiver will likely have a list of approved antennas, and using something not on that list will involve extra pain. It will certainly help the tech if you can tell them what equipment you want to retain and what can be removed, and probably a good idea to discuss with them future plans for additional equipment

Based on a one direction descent not corrected for temperature or altitude, my C model does 232 knots with it.

That is great that they are finally admitting that the stratus antenna/cable can disable on board gps! Even after I showed them my video, they still discounted it being a significant problem and sent me a new antenna. Interesting, so it sounds like the insulation on the cable to the antenna if its damaged, it can disable your onboard GPS as with mine, the actual antenna was located in my back window. Interesting. Glad you liked my video. Thanks for the followup!

Had a nice flight to Salt Lake a couple weeks ago for my niece's wedding. This is part one (the flight there) and I will get the return flight written up in the next day or two. Nice winds going there with ground speeds of 170mph+ most of the way. https://intothesky.us/2018/09/28/morning-weather-delay-corona-ca-kajo-to-salt-lake-ut-skypark-kbtf/ Haze over Lake Matthews Fuel stop in Delta Tumbleweeds growing up through the cracks in the taxiways at Delta, there were bigger ones growing up through the cracks on the sides of the runway.

Way to go @aviatoreb You rock!!! Tom

https://www.thingiverse.com/thing:3134790 Sent from my iPhone using Tapatalk

Must have been a terrible impact to cause you to bank left 90°

Too bad it's not 2020 yet. That bird would have had adsb, and you would have seen it on your foreflight.

If I ever buy another Mooney it will be a super-improved C or E very like this one. The asking price should sound fine to anyone who’s priced upgrades of this scale.

Not baaaaaaad

Thanks for the information, answers, and feedback! I am new to Mooneyspace, and am in need of learning how to post, respond, etc., so please bare with me as I try to figure it all out. First - Thanks for the feedback that several of you have already provide. In answer to a few of the questions regarding the CFI as it relates to having or desiring right seat brakes, I am a commercial airline pilot, and also an active and certified general aviation instructor. I'm not planning on using the Mooney (once we have one selected and purchased one) for instructing other pilots. This would not be a leaseback airplane. The airplane would be my personal airplane, and I would normally fly it from the left seat. I do have 3-boys including a 20 year old son who currently holds a commercial pilot license with instrument ratings. He is the one who is working on his CFI certificate, and in hopes that we could add right seat brakes. If we could equip the airplane with right seat brakes, it would allow him to do some Solo Flying from the right seat while he is practicing for his CFI certificate. My Son, is the only one that I would consider instructing in this type of airplane. With him working on his CFI, I would be sitting in the left seat while he was in the right seat. There would be no issues or problems with this arrangement. The lack of right seat brakes limits his ability to fly Solo from the right seat. Neither he nor I, would be planning on using our airplane to train anyone else. This would be a primary airplane for our use and enjoyment. I'm not sure if the effort and expense is necessary or required, but it could be a more comfortable feeling for those few situations when I might find myself sitting in the right seat knowing that I'm ultimately the one responsible for the final outcome. The bottom line, is that in all of my experience with general aviation and airline flying there are very few airplanes that I've ever flown or operated that did not have brakes on the right side. I guess this is my inexperience, lack of knowledge and general comfort that causes me to ask the question. Once again, I appreciate the feedback from all of you.