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I have now taken off and landed an airplane in all 50 states (and Puerto Rico). I'm sure I'm not the first on Mooneyspace to do that, but it was a goal and it was fun to accomplish. Number 50, Hawaii, was the only one where I wasn't flying N315L, my 1993 MSE. It felt odd flying a Cessna 172 again, but for now it was my best option. Kahului (PHOG)-Kalaupapa (PHLU)-Kahului (PHOG), after a checkout flight from PHOG. Ovick from MauiSkyHi Aviation rents his 172 with a mini iPad with Foreflight, for $160/hour wet, which is the best rate going on Maui, where nothing is cheap but everything is beautiful. Ovick is a great guy, too, and will share all the advice you could ask for. (I chose the checkout and the rental, but I probably would have saved a bit having him take the whole trip with me.) Kalaupapa is on Molokai, on a peninsula blocked off from the rest of the island by some sheer cliffs. That geographic isolation was combined with social isolation; Hawaii established a leper colony there. It is now a national historical park, but it's an unusual one, in that you can't visit it (other than walking around the airport), without a visitor permit, which is an invitation from a resident, or you're subject to arrest under Hawaii law. You can buy such an invitation from a tour company. Lest it trouble you that you have to pay to visit a national historical park, remember how the people who got to Kalaupapa got there, and that although they can leave nowadays (a treatment for leprosy was developed in the mid-20th century) and only a small number remain, they were exiled to this place from their homes merely because they had the misfortune to have a disease. From Kalaupapa, I flew across Molokai over to Lanai, where I viewed the remains of a couple of sailing vessels that met their fate on the northern shore. There were a bunch of clouds shrouding the top of Haleakala, the 10,000-foot dormant volcano on Maui, so though I climbed up to take a look there wasn't much to see. My focus on my iPhone 5s while flying also is not very good, partly because I am busy flying, partly because it's an iPhone 5s, but there were some terrific views beneath the 2,500-foot scattered layer along the Maui shoreline. Some of the best views were of the coast near the Hana airport, where I had hiked the day before.

Well, my eyes, at least, are now younger! Some years ago, one a dark and stormy night, I got out a stack of logbooks stretching back to the mid70s, and began ticking off States. The Midwest and New England were easy, back in C172 days. We stopped often for fuel and toddler potty stops.. And Our Hero had Continuing Education requirements before the days of Internet seminars, so we went places.(Guess who picked the courses he attended?) A couple of trips to California, Colorado, and Vancouver, BC, meant, landing every couple of leisurely hours. Frequent trips from Ohio to see my family in Alabama and Florida added more gas stop states. Pretty soon, I lacked only Oklahoma and Arkansas in the Lower 48, plus Hawaii and Alaska. My MIL lived on Waikiki Beach, so I arranged to rent a 172 at HNL with a delightful CFI who moonlighted as an anesthesiologist. After 25 years in a Mooney, I wondered if I could still fly a Skyhawk. So easy and comfortable! It was a wonderful circumavigation of Oahu, with the instructor in charge of the radio, and tour-guiding. MIL swore it was much better than the helo tours. I so highly recommend that experience. OK and AR were on purpose, just to say we did. (Air Race stops didn’t count, because I was not PIC.) so now, I lack only Saskatchewan in Lower Canada, and Alaska. Maybe next summer!

Congratulations, that's a bucket list item for me. I'm just getting started but checked off Hawaii last week. Flew a 172 from Maui Aviators around about the same path. Took a CFI with us the whole way for a couple reasons. Biggest reason, I have almost 300 hours in the last two years but have never flown a Cessna. Even if I was proficient in the Cessna having the CFI make the position calls and point out interesting things "tour guide style" allowed me to just fly and enjoy the ride. I need to get the pictures off my camera and upload them.

My wife and I made our first trip with her in the right seat. M72 to 1J0, 281 miles in 1.5 hours.riding the tail wind of a cold front between wide layers. Of corse today we have a direct headwind to make up for the ground speed we saw yesterda. 1J0 is in the panhandle of Florida. I didn’t get a picture of it but the wind sock is hanging in threads.

Thanks, Marauder. I do have a few stories, some of which are true. I've been flying for more than 25 years, bought my Mooney in 1999, flew it to Europe in 2003, have also flown it to Belize, multiple hops in the Caribbean, French Guyana and Suriname, multiple adventures in Canada, a couple of journeys to Mexico. I'd love to be an earthrounder someday.

As all the experts have spoken , Lasar makes a shim that goes on top of the truss over the tube under the collar , it is 45 dollars , and will stop all shimmying.....But by all means spend 2000 dollars trying to do what everybody says ,

My dukes failed during yesterday's prime for an early morning flight. the pump started to prime in the usual manner and then the made a quick pitch change and was running what sounded like a higher RPM. I surmise that the impeller failed and the now unloaded motor is turning faster. This pump was IRAN'd just under 8 years ago. The plane has accumulated approximately 475hr since it was in service. A generous account of its actual cumulative run time in service is likely about an hour (I do not use it for anything other than priming). This is its 4th failure in the 3200hours on the airframe. I do not understand how an "aircraft grade" components can be so fragile and unreliable. The regulatory environment should be ensuring the best and most reliable. I'm trying to contrast this pumps reliability with that of my autos. I can't compare service intervals because I have never had an automotive fuel pump fail. I recently unearthed a 1971 Jag E-type. This car was last started by yours truly in 1995 and has been stored indoors but without climate control since then. I put a battery and fuel in the car and turned on the ignition. Sure enough, after 23 years dormant the pump came on and delivered gas to the carburettors. I think it's appalling that 47 year old system comprised of Lucas and British Leyland components is more robust than what I am compelled to install on my aircraft.

Sounds like a high work load environment was getting the better of the C182 pilot... The conflict was happening inside C182 cabin... I think the words helmet fire have been used to describe that... The C182 was trying to follow along... he just was unable... Glad you were able to make contact with the errant pilot... and follow up on MS afterwards... Thanks for sharing... Best regards, -a-

Funny you should say that... I once picked up my F at the FBO after they finished my ADSB upgrade and drug it over to the fuel pump to top off. While getting gas noticed a family looking through the fence with young kids. Asked if they’d like to check out the airplane. Showed them in /out. Said goodbye, hopped in and cranked for taxi to hangar. Saw the bright red Bruces plugs with flags and strap go flying across the ramp. Shut down, picked up plugs and pride off ramp, waved to kids still watching, got back in, crawled into my hole to hide.

a few more.... When the lighting is a bit better, I'll find a nicer camera and try to take some more detailed shots....

Not bad but commercial office / warehouse space can do you much better if you were looking at strictly the financial aspect. We put 20% down on our buildings, have them on 15 year schedules, and roughly 1/3 of our gross rental income is free cash flow. Quick math on our most recent purchase has us at 22% ROE. Sent from my SM-G930V using Tapatalk

I am considering that option. There are a great many differences in aircraft and automobiles. Sending pressurized fuel to the injection system or carburettor is an area of over lap. I am confident that there is a reliable auto pump out there that would work very well and allow aircraft owner't the rare benefit of economy of scale. Perhaps I'll find a suitable pump and start STC process!

I know when my Duke’s failed it was the plastic impeller that did it in. I went with the Weldon and haven’t looked back. Sent from my iPhone using Tapatalk Pro

That's what happens when you do math on Saturday!

Congratulations! I’ve made that drive before. They are all awful. I always feel better physically after flying a trip instead of driving.

Au contraire mon frère, I said you were hoping/expecting(?) to be younger...

I would say the custom plugs are not expensive at all relative to the quality of the product. They are basically made to fit your plane, have N-number attached and are very durable. It takes nearly 2 months from the time you order them til delivery. They will also ask for pictures after your order to verify the pattern they need to make.

I’m still amazed that one of the only times pilots are in a rush to land is if they think they can win a race to the airport! It must be an innate behavior we all have (and I include myself in “we”).

I think that got replaced at my last annual. Cole ordered a bushing from LASAR because it was worn.

You should also look at the pivot bushing on the trunion. Check it for play while up on jacks. If it is worn you can replace the bolt and bushing. If it warn between the bushing and trunion, Laser has oversized bushings. The nose gear steering should be stable irregardless of how much slop is in the steering horn. A tight steering horn can keep a sloppy steering pivot from shimmying, which is just masking the real problem.

Excellent points here. Yes, come to think of it flying around in a gas filled cockpit does't sound good at all. Adding tanks to the wings sounds like a very expensive proposition. Better to live with what I have.

When you do this, place something under the pressure relief valve to catch the parts. As you unscrew it, the spring will pop out the innards. If you have trouble replacing the valve, let me know and I can tell you how to build a jig to reinstall it.

Hmm... Alaska destination with a fuel stop in Utah sounds like the perfect mission for a 252.

Harald, touch MooneyBob's avatar and select Private Message. This will send a message to him only, and give him an alert and email. It is a quick way to make privare contact with another member.

It will be a fantastic learning event for me and the wonderful people of AMPA. Patrick, thanks for your valuable contribution to 'better the breed' Mike Sent from my Pixel 2 XL using Tapatalk

That's quite an accomplishment, @Flash. So far I've only been to 47, and hqve flown / landed in just 19 of those.

Rich, I highly recommend Alaska. It's the best flying state in the country, IMHO.

The Lycoming TIO-540-AE2A on the Malibu Mirage uses two turbo chargers, so twice the fun (expense) !

#winning

Further reading suggests there is an engine page on the MFD of 1060 that fulfills all my issues. I’m yet to be convinced Sent from my iPhone using Tapatalk

I once had a gear shaft in the assossary case come loose. It gave similar oil pressure readings to yours. The loose shaft would have caused a catastrophic engine stoppage soon. The loose shaft was allowing oil to flow out the gap between the shaft mounting boss and the crankcase. This was on a Lycoming, but could happen to a Continental. I hope it is a gauge problem.

The oil pressure transducer on the 231 is notorious for providing erroneous readings. If your AP used the ships transducer for his gauges that may be the problem. I once had my ships oil pressure gauge do the exact same thing as yours. Replaced the transducer and everything was fine for years. A second time the ships oil pressure gauge varied over the full range while my JPI read a constant 49 pounds, which is typical. Replaced the transducer a second time and it’s been fine since.

Bruce's plugs are connected by a nylon strap, which you can run over the pilot-side prop blade. That way, if you forget, the prop will pull the plugs out in a flurry of red which will be hard not to notice.

Bruce's makes good plugs that aren't overly expensive, and have the flags so that you can see when they're installed from the cockpit. https://www.aircraftcovers.com/ Click on Engine Inlet Plugs. I got a set for my J and they're quite nice and fit well.

Mooney's marketing is much to blame for top end overhauls. Everyone wants to go fast but if they would balance fast with being reasonable about power settings and engine management owners would be happier in the long run. Getting there 10-15 minutes sooner is fun, buying six new cylinders not nearly as fun.

Nice work! Somewhere around here is another MSer with pictures of his kids visiting state capitols... Step1. Build a great sense of adventure! Step2. Get started! Thanks for sharing the success story and pics, Flash. Best regards, -a-

I think that's a great idea.

I don't believe the Aspen Max Pro is available, yet. If it is, I haven't seen one installed in any of my student's airplanes, so can't comment on it, yet. I can comment that the older Aspen's flight path marker cannot keep up with rates of turn much greater than about 20°. You are absolutely right, though. Comparing the Garmin G500 TXi to the original Aspens is like comparing a Rolls Royce to a VW Bug.

It took over an hour to upload that three minute video clip on my awful home internet connection, so I figured I'd limit it to the bits that leave a good impression

My GoPro Hero 7 arrived this week, so I took it for a test run on my flight back to Lakeport this evening. I was very impressed with the built-in stabilization. Here's a clip of my transition through Oakland's class C airspace.

I have the G500 TXi, and vouch for its worth. There is absolutely no comparison between it and a couple of Aspens. If you're NOT going to get the GFC 500 when it becomes available late this year or early next year for the Mooney, then I recommend that you get the GCU 485, unless you like the PFD on the right side and the MFD on the left. Reaching over with your right hand to set GPSS, ALT, and V/S is clumsy. I've changed my screen to right PFD and left MFD but didn't like it, so reversed it again. I wish I had purchased the GCU 485, and would change my panel once again to add it were I not considering adding the GFC 500 next year which essentially would take the place of the GCU 485. If you add the GCU 485, place it in a comfortable position for control with your right hand.

Thanks for all of the good advice. I am not a litigious person by nature so I am going to try to work out a fair compromise with the MSC. I am also now committed to being intimately involved with every aspect of my aircraft's maintenance. I went to the shop last night to have a look at the progress on the install of the turbo and exhaust system discuss the V-band AD with my mechanic. To his credit, before I could mention the V-bands, he showed me which ones he was replacing and explained why, exactly in line with the AD. I hope that my negative posts have not given you a false impression of my personality. This was a tough lesson.

Last Friday, I flew across the affected portions of South AL & GA affected by Michael. Poor folks. Could see from 7500 ft. that the trees down there were missing their leaves. Lot's of fires from what I assumed were folks burning broken branches and woody debris. Next morning went fishing with a buddy about 15 miles off Palm Beach. Saw the beautiful remnants of shallow tropical CB that fizzled at sunrise. That afternoon back at his house with the catch. It was a good trip. I left the bird behind to get her tanks resealed.

A great view while on my way down to Palo Alto start my work week. Looking towards downtown San Francisco from the coastline Bravo transition at 3,500ft.

Autumn flying with my little girl Strava - I’m not sure she’s enjoying the view.

Everytime I see that picture I flash back to a WWII movie and think I am looking at a poor fighter pilot who just had his panel shot up.

huh. the language they use on the 8130 says Overhauled In Accordance With Procedure: AS28-031R14.

On TCM engines there is actually a fuel return line that returns unused warm fuel to the tank. It has kind of a radiator effect. I’ve found it lets me cool my CHTs by 10-20F when I have that extra couple PSI.

Thanks Gents! 1. Oil consumption has been 1 quart every 12-13 hours since 2016. 2. Oil stays more golden than dark through oil change, when it is a dark golden brown (not black). 3. Religious oil changes at 25 hours or less. 4. TIT at cruise is 1600-1625 running LOP at 13.8gph; 1530-1560 running ROP at 18gph . 5. Performance has been consistent since 2016, with MP at the top of the band on takeoff and stable in cruise. I haven't borescoped the tailpipe/turbine, will do that next trip to the hangar to have an uneducated look. I don't know that the cold side of the turbo has been opened during our ownership for inspection of the compressor, so will put that on the list for the annual in August. Based on engine performance, I really don't expect to see anything bad. Not broke = don't fix. Got it. With regular attention and TLC toward ROC, I think the airplane likes this, too. Almost as much as my wallet does. Cheers, Rick