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Hello Everybody, I'm buying a Mooney!!!Not only my first Mooney, but my first airplane! Ive been lurking for many months and years and have spoken to a few of you off site during my search. Thanks for all of the expert advice on these pages and off. It is invaluable to say the least. I got my ppl/ir/comm ticket way back in the 90s with big plans, then plans changed. I havent really flown much since. Kids were young, I was young, life got in the way. I was ready to get back into it so many times over the years, but never did. I moved to a new neighborhood a few years ago and met one of my new neighbors who has an amazingly restored Cherokee and ive been flying with him every time I could for several years.One day I came to the realization, maybe owning my own airplane is the way to go, so I made the decision to buy. I want to be able to go for that Saturday morning breakfast run, but be able to fly to N Georgia or the Keys if I want from here in Clearwater, so I thought,what fits that mission? Back in about 96, I saw my first Mooney at SPG in St Petersburg FL. I knew when I saw it there was something about it. I couldnt keep my eyes off it, but didnt know exactly why. Weird feeling but as I have studied them over the years,I realized it isnt just one thing, its just the whole package. From the smooth wings, to that unique tail, I just kind of fell in love. I know, sounds weird to some,(maybe nobody here lol) but I never forgot that feeling. Then as I learned how fast and efficient they are, how reasonably priced they are and how far they can fly, I knew I had to have one, one day. So, as long as the pre-buy goes well, I hope to close sometime January on N6952V. The seller, Andy (great name, as its my name too, lol) is a very nice guy who has owned 52V for 3 years. I flew (commercial) last week from Florida to Peoria Ill to see and test fly her, and go over the logbooks and there were no surprises. She has an excellent maintenance history and has been flown 50hrs on the low end and over 100hrs on the high end per year smoh(900hrs since 2006 OH at Gann) with just shy of 2500TT. She has a gns530W, STEC60-2 AP, ST180HSI, EDM700,fuelscan450 and some other niceties like alt hold and GPSS. SB208 done in 2016 and no damage history. Pre-Buy is scheduled at Northwest Flyers second week of January. Fingers crossed, but I'm pretty confident all will be good. I am looking foreword to flying her to her new home in the Sunshine State!!! Andy

Between the teeth chattering I actually didnt get that many pics. I'm not used to the 20s and 30s anymore. I spent the entire day with her though. She has original paint and interior. She looks great from a few feet away, but definitely shows her age. But dont we all!! Sent from my SM-G935V using Tapatalk

Well, N1017L, my 1982 Mooney Rocket I’ve owned since 2001, flew for nearly 2,000 hours, was officially sold as of 6:00 PM yesterday. Both my wife and I have pretty ambivalent feelings, having flown our Rocket into probably 75% of the states in this country, and kids memories of a lot of those trips too. My first cross country airplane in 1996 was an F model, N929PG. We flew her for 5 years, accumulating 1300 hours with my now 26 year old being 4 years old when I bought it. He used to sleep on a bed made on top the luggage in the baggage compartment during many Michigan to Colorado trips in the early years. The buyer, a very quality guy out of Austin, TX, began the initial inquiry and commitment to purchase during the air show in Oshkosh of this year. He said once we talked extensively about the plane, he was buying from the owner more than just the plane. I was not bashful disclosing things that I would address if I continued ownership of the plane, and a good review of my logbooks made it pretty clear I did not hold back on any maintenance throughout my ownership of the plane. He came up and inspected during my annual, which began in August and was not finished until November (engine overhaul on another thread). He had say in every aspect of the overhaul and never got a final number from me until two weeks ago (I was waiting on all the OH bills to come in). We were $5k apart on his expected number and my final number, and he hadn’t accounted for the $5k prop OH. A tip to other purchasers, he’s getting a lot of items that don’t normally come with the sale. His only request to meet my number was getting a Flight Stream installed, which I provided for the sale. By not beating me up he got a lot of stuff from me I would not have been compelled to provide otherwise. I’ve really enjoyed my participation on this forum over the years. I joined Beach Talk about a year ago, participated for maybe 4-6 months and although most were pretty decent people , I found some so caustic I’ve not been back in 4-6 months. On the other hand, this forum is the BEST ONE I’ve ever been privileged to belong to. I will stay for a while, believing 22 years of Mooney ownership and owner supervised maintenance might be of value to a few of you here. Many of you have followed my Lancair project through the later build years and the two years I’ve flown it. It’s done, reliable, and a great cross country machine. I hope as old age creeps up on me, and I no longer feel competent in the prop jet, to return to the Mooney fold for my last years flying. You guys will never lose this pilot as a huge advocate of the Mooney airplane! Thanks a ton fellow Mooniacs!! Tom

I’m in the other camp. I always do a run up prior to any takeoff after a shutdown. Why? I always looked at it as my last chance to catch a problem. And in the 28 years I’ve owned my plane and doing these extra run ups, I’ve had a part of the exhaust blow off, had a few fouled plugs and found a failed prop control. Could I have discovered these during the takeoff, sure. But is that the time and place to find it? Sent from my iPad using Tapatalk Pro

Huge thanks to MS ers for the help especially StevenL757 who flew in to personally help me. Didn’t sync but will do at next annual. AC/Nav brackets holes did not line up with existing nut plates so needed a little fab work to complete. Used existing power and ground from old power supplies which were all removed. Saved about 6lbs but need a more accurate scale for exact #. Unbelievable difference in brightness intensity.

I have owned and flown an M10 for several years now. They are two place with a Continental C90-16F at 90 hp. Gross is 1450 pounds with an empty weight of ~1000 lbs. Mine, in summer in Florida with me (215lbs) and full fuel (24 gallons), will climb at 500-650 fpm. In the winter it's 850-900 fpm. At full gross, I can get 450 fpm even in the summer. I cruise at 2300 rpm, ~100 mph, at 6.1 gph. I have no issues whatsoever with the seats being uncomfortable and the seats go back far enough for pretty much even the tallest pilots legs but there is not much canopy clearance over my head. I have climbed to 12000ft and the logs show a climb to 15000. At 10000, at 2300, I am burning 4.1gph with a 71/53 cruise prop. Best climb vx is 73mph with max vertical vy at 64 mph. Stall is around 50, I say around because the high angles of attack required to stall makes the ASI goofy. Approach speeds are 75mph with speed bleeding off pretty quickly in flare. Engine off glide ratio is 6:1. If the motor quits, look down as that's where you are going to land. You can fly with the canopy open but cruise speed drops 5-7 mph. I have updated mine. I have a lightweight Skytech starter, a 40 amp alternator, removed the vacuum pump and installed two Garmin G5s, EI engine analyzer, EI fuel flow meter, Garmin 796, Appareo Stratus EG ADS-B out, King kx-125 nav/com with Ki 214 VOR loc/gs., Stratus 2 ADS-B in with ipad Pro running Foreflight, Whelen nav/strobes on wings and rudder, new Millenium cylinders, spin on oil filter, and . It is a good instrument trainer but I would really not be interested in flying in any serious IMC conditions. I have taken 500-600 mile trips in it and it works perfectly unless you are in a real hurry. Mine is serial # 690001, the very first M10.

This is the kind of thing a manufacturer should cover 100%. I understand ADs for parts that wear or weird stuff discovered 30 years later, but this is literally a factory screw up that flight time or extended use did not cause.

He was great. I used to fly him a lot in the 90's to his events in Lear jets. Always sent the limo back to the airport for us to attend the show and then arranged for us to get back early enough to get the plane ready to head out....

I do it for this reason:

Maybe an internal detail cleaning of the wings and fuselage?

Before taking a runway, I will do a full power runup to make sure all plugs are firing and the engine is developing TO power. 1st or 15th flight of the day. You dont want to not have full power on takeoff, i know.

Thanks for all your help guys! We pulled the brushes today and they were worn down to nothing. I have decided the easy and cheap fix is to replace the brushes. They are ordered and should be here soon. Thanks again.

It's been a little bit since I have provided a panel update, so here we go. I honestly thought I had this all figured out when I delivered my J to Ron Collins Avionics in Henderson, KY in mid November but how little did I know. First of all I want to thank all the folks on MS for providing input on how best to spend my money :-) and thank goodness there were no shortage of passion and opinion...loved it!! So at this phase of the process all decisions have been made and here are some photos of how things are shaping up. Beyond the obvious in these pictures, I am installing GTX345, GMA345, Stratus USB ports and Flightstream 210 I considered the EDM900 but just ran out of money...so that upgrade will be next on the list and probably at the time the Aspens are upgraded to Max.

Newest firmware sponsored by the American beef counsil. Sam: “Gear... it’s what’s down and locked. Beef... it’s whats for dinner” Problem is when he remembers to remind you about the beef but forgets to remind you about the gear.

I much prefer my aero comfort leather wrapped yokes. Sent from my iPhone using Tapatalk

That's an easy one. Just tell her "Looks like about a 2:50 flight time." If she's like my wife she'll sleep for at least half the trip and won't know the difference in an extra 15 minutes of flight. If she does just say "The winds were a little different than forecast."

I should hope that the operation of those instruments is verified long before the run up. Manifold pressure - An easy way to check manifold pressure without abusing your prop is to listen to the AWOS/ASOS before start up ( if neither is available set altimeter to field elevation and use the number in the kollsman window). Look at your MP gauge and compare that to the altimeter setting. That will tell you far more about the accuracy of the instrument than the slight bump in manifold pressure caused by an RPM reduction. If it registers near ambient and then falls to normal idle levels after the engine is started, you’ve learned about all you can about the health of the instrument from the cockpit. Tachometer - If you’ve managed to taxi to the run up area and you’re still not sure that your tachometer is working...You may have bigger problems. Oil pressure - See tachometer explanation. I’m sorry to have hijacked Richard’s thread. This will be my last post on the hijack topic. I really don’t care how anybody runs up or doesn’t run up their airplane. It’s my hope that people are thoughtful in their approach to preflight and safety. I don’t think rote procedure based on what your great granddaddy did in 1952 is always the best approach. I didn’t pop out of the womb with the notion that a 1700 RPM run up was sub optimal. I was taught to do so just like the rest of you and I did it for years, just like the rest of you. As I learned more about engines and how to read engine monitors, I decided to stop doing something that provided me no utility. Those of you who wish to continue doing so, or who don’t feel an engine monitor is necessary, have at it. I’ve been around airplanes my whole life. I can remember the 70s (barely) and 80s, when every recip pilot that I saw would turn the prop through three or four times by hand just to “distribute the oil prior to start up”. If we had had internet forums back then, I’m sure that anybody advocating starting an engine without “turning it through” would’ve been labeled a heretic by a certain subset. Hell, I bet there would’ve been those that would’ve staked their engine’s life on a four blade turn through (just to make sure that all the valves get actuated) or some other nonsense. I think pilots are interesting case study. They are methodical, logical and superstitious. It makes for some fascinating conversations. Be careful out there folks!

Maybe they have reason to believe that this must be done now, today, yesterday but the government is closed so rather than wait through Christmas, New years Govt closure, this is what they could release on the same day lest one incident occur while waiting for the stronger release. Maybe that AD will come soon? This is kind of scary - first thought is to ask myself if my recently repainted airplane was balanced properly. Yeah I know it was balanced, and by the book...but...

Yep, I've had the door handle break at the roll pin. After landing with a total electrical failure, so I couldn't call for help. Fortunately the only other person at the airport noticed me waving my hat out the storm window and opened the door to let my CFII and I out.

It was in Yountville which seems to have a French theme. I hear they even have a famous French themed laundermat there.

I'll be a dissenting voice. I do a walk around after a fueling up, I am especially aware of the engine compartment. I almost never do full 1700 rpm run ups. I think they do little more then suck crap into the prop. I do a continuity check on ignition, throttle and prop all of which can be completed during taxi. The only time I'm on throttle and brakes at the same time is while going to full throttle prior to brake release when departing a short field. My plane has had three ignition related failures over the last decade, one mag related and two plug related...all of them passed the standard run-up, all of them were caught with the either engine monitor (plug) or by the seat of my pants (mag) and verified with the engine monitor. If you don't have one, get an engine monitor and include it in your scan during all phases of flight. Whether the first or fifth flight of the day, it will tell you far more than sand blasting your prop in the run up area.

For 50% of the price of a J, you can have a C. The C will be 10% slower and burn 10% less fuel. The O-360 in the C is bullet-proof. If your mission is for a pilot and a passenger the C offers some significant advantages.

I feel the same way Tom. My Mooney will be going to its new owner on the 3rd of January. I love the connections and the community here. Lots of great people on this forum! Sent from my Pixel 2 XL using Tapatalk

Even though it might be in pieces, Hector at Aero Comfort can repair it and cover it in ultraleather, It will look much better than new.

1 hour of preheat. Oil was 70, cylinders 110. Fired on the first blade!

Hi all - I have molds for aft gear fairings and I made a set of replacement aft landing gear fairings for @kaufmath. I also made some brackets for G5 installations for me and for Ron in Sonoma. I am about to run some gear fairings for another mooneyspacer. I’m deciding how much carbon fabric and epoxy to purchase for the run. The rules for owner produced parts are pretty straightforward. You can either provide me with the data to make them (i.e. send me your old beat up one, send me the part number, or send me a picture of your beat up one with measurements), or be involved / direct the quality assurance (i.e. tell me how to make the part - for example provide me with the part number and tell me to make them with 5 layers of 2k carbon plain weave with a single layer of 4oz fiberglass to meet or exceed the structural integrity of the previous part). Tell me how I should test for quality assurance (ie brad please jump up and down on the part ten times, visually inspect for resin voids or bridging). If parts from mooney are too expensive or not readily available, that suffices as justification for using the owner produced part route. I'll provide the part without the holes so you can match them up to your particular plane’s hole pattern, and drill them out. I can either give you the part plain carbon micro beaded and sanded or primed. Then you show your part to your A&P to make sure it conforms and he should install it. He should swing the gear to make sure there is no binding / scuffing of the new part. I don’t want carbon on bare aluminum- so please makes sure that issues of dissimilar metal / dielectric corrosion are addressed appropriately (EDIT- I should clarify that these have an extra layer of glass to abut the skin to avoid carbon on metal). The need for a gear swing I want to be pretty clear about - I don’t want anyone’s gear binding because of fitment issues. I'm not planning to charge anything beyond the direct cost of the materials to make the parts and whatever it costs to ship them to you. In the world of fast cheap and good, these are good and cheap but not fast. I have a full time 60hr week gig and small kids at home so this parts making happens when I get an hour here and there. Each set of fairings takes about 15-20 hours of love to produce. If anyone wants non-structural composite parts (other fairings or interior parts), just let me know and I should be able to make a mold and run a part. As of now this is just a hobby but I might make it into a little cottage industry (It will remain under the owner-produced rules for now)... trying to support our fleet. I’m not interested in producing critical or structural parts as of now (so please ask @Sabremech if you need a beautiful prop spinner or replacement cowl). PM me to let me know if you’re interested. Brad

What are your aviation goals for 2019? What did you accomplish in 2018? 2018: -Earned Commercial (finally!) -Got hired by a local air charter firm and flew a Part 135 paying customer!! 2019: -I plan to attain 1500 hours (closing in) -I plan to earn a new rating, maybe two . . . multi rating (multi commercial at the same time if possible), tailwheel, maybe take CFI written -Seth

Ok - so I’m getting the plane stripped and painted - I’ve gone back and forth over this, but am leaning towards trying to get as close to factory original as I can. I’ve done some searching In here, and realize it will be hard to find out the exact paint color scheme based of serial number or tail number. I did, however, find a few pictures and color codes in the back of the spare parts catalogue. The top plane represents the color scheme for the B and C model Mooney - year’s 61 - 64. The second page shows towards the bottom, the different color codes associated with that year range of Mooney’s. The third page is a continuation of different colors for the bottom section - trim - and so on. Being armed with this information, is there somewhere I can go to get samples of these colors (are they common enough that any paint shop will have them?). I’m not sure I like the choices of the 64 model, the 63 paint colors give more options - would it be futile to do all this work trying to get close to original - but end up using 63 color combinations because I don’t like the 64 combinations? Sorry - these are questions I Would just as soon as the wife, but “she doesn’t care” - just looking for input. Thanks yall!

Same thing today I want a new dishwasher what’s the matter with the old one - the heater element went bad. New heater element on the way. The dishwasher will live to see another day.

Here is a picture of the 1965 scheme. Interesting the slight changes from 1964.

You'd be surprised how good the paint can look if you hit it with a buffer and some wax. Congrats. they are wonderful planes.

I have had only great experiences in 2018 at FBOs. Wilson Air Center - MEM; Sheltair - OCA; RaleighExec Jetport-TTA; Mckinley Air-CAK; Virginia Aviation-PVG; Lumberton Airport-LBT; Million Air-HPN; Punta Gorda-PGD; Columbia Air-RUT; Morse State Airport-DDH; Signature-BDL. All treated me like I was their only customer, which at two I was, and provided exceptional service. I would recommend all of them. Brian

I would think the E/F/J will do 10% faster on less gas than the C. As they can fly LOP reliably.

This is what I use....

The hub holds about a pint of oil at most. Inside the prop hub there is a hydraulic piston. There is no oil return by which to circulate oil through. It’s not a loop. The governor is fed by engine oil, which it pressurized to a much greater degree (3 to 4 times engine oil pressure). That pressurized oil is then sent to the hub to actuate a counter sprung piston. Oil going to the prop hub travels back-and-forth through the same passage, it doesn’t really circulate. I think it’s a good idea to verify that your prop works. I do that on every flight. I just do it at a tame 1,000 RPM during taxi. I honestly think the multiple pull run up came from old warbirds with huge props that held a considerable amount of what was then likely straight weight oil. Under those circumstances, it makes more sense. Leave it to Yeti to make a post that tempted me to break my no more hijack post promise...

Andy, Welcome. I own N6949V which came off the assembly line in Kerville 3 planes in front of the one you are buying. If you haven't figured it out already it is actually a 1976 M20F by serial number even though the FAA calls it a 1975 because it was finished in December of that year. I just found it on Controller, Yep 76 with the 1 piece rear windows. It has a couple more "speed" mods than mine, I only have the cowl enclosure, I flight plan for 140kts but usually see 143ktas. I did notice that it has bladders, which can cause arguments here on MS if you haven't witnessed it yet. But, I see it only have the 54 gal capacity...I would add the extra bags in each wing to get you back to stock capacity. @Bob_Belville added them to his E recently if you have any questions about them.

BS

Ok, so what does any of that tell you about the condition of the ignition system and fuel delivery? Or the general engine health.

I agree. Aerocomfort does a very good job. Get it done right the first time. Hector at Aerocomfort covered my yellowed and cracked and gummy-looking plastic K-model interior with ultra leather, and did a gorgeous job. He also offered a nice fabric option. He was great to work with. Maybe you could do the interior in stages?

Good suggestion, I suppose the time to do a full run up does not take that much longer. I do think it would have saved me here, when I would have tried to set the parking brake I would have seen that the cable was froze up. I wonder how many how many do a full run up when just making a fuel stop. So far so good, haven't had any pressure lost, but I think it is too soon to know? Previously I would add maybe a pound of pressure every 3-4 months. It's very easy to get a gauge on to check the pressure. My previous tubes were 90 degree stems so I have nothing to compare it to. A little more follow up. I got one of those cable lube attachments that someone linked earlier in the thread. I was able to get some up in the cable from the end by the value. After letting that sit for a while, with the cable unhooked from the valve I was then able to pull the cable out quite a bit, it was bone dry. Lube was sprayed into the cable housing from the knob size and then the cable worked back and forth. After a few applications the cable operates very smoothly. After finding out how it should feel the heater and vent cables have been lubed as well.

Paul, next time, if the forecast has this in store for you, you can wrap the prop, wings, and tail in pallet shrink wrap. Something like this: https://www.uline.com/Cls_03/Stretch-Wrap easy peasy to peel it off before departure. -dan

I am looking forward to getting our GEM up and running properly so that I can to a proper lean check. I'm guessing either an injector swap or GAMI's will be in order, but once done, I look forward to running LOP. We also have a T210 that we run exclusively LOP without issue. Typical cruise power setting on that bird is 30" 2450RPM and 15.7GPH with TIT at about 1590F. It's probably about 10+KTS slower than running ROP but we love the economy. For the Mooney, it's about gaining payload as much as about lower cost per mile.

The biggest thing is to clean it off every day if you can. The worst thing is when the snow melts and refreezes into ice. Pay particular attention to your spinner. It can get full of refrozen snow and severely unbalance your prop. Always park with one blade down so the water will run out when the snow melts. I always kept a windshield brush and squeegee in the plane for sweeping the snow and squeegeeing the water off. It never hurt the paint. A good gentle but firm whack with the side of your fist will crack the ice and allow you to sweep it off. A preheater will melt off a stubern frost layer, but you have to dry it immediately with a towel or it will refreeze. Preheat your panel, your gyros will love you for it. Check your controls just before take off to make sure the hinges didn’t freeze. The FAA says there can be no contamination anywhere on your airplane these days. When I was a kid, I flew 2500 hours out of Denver with an M20F that was parked outside. I flew it almost everyday for work. I was at a private airport and the manager went on vacation. I had to hire a snow plow to plow the runway and a path from my plane to the runway.

Getting my flying in this week. Warm front ahead of a cold front and unseasonably warm / wet / tropical system. What the weather guys refer to as “unsettled weather”. I needed some approaches to log and the plane needed a wash. Lots of rain bands. Some thunder off the coast. Convective wind shear with at least 45- 50kts at 2000ft. Good times. I figured out how to get audio so recorded my last approach on the iPhone. This wasn't exactly gentleman’s IFR - it was hard flying with a lot of bumps and wind shear in the mixing layer. Above the mixing bowl it smoothed out nicely. It was not dangerous but was challenging. It was dynamic with rain bands moving in reducing visibility and then clearing out. There was a twin Cessna flying from TN to ILM that kept going missed. First time he couldn’t get his GPS setup properly for the RNAV to 17. Then he went missed a second time on the ILS to 24 ahead of me. Then he goes temporarily lost coms for a min (my pulse rate went up and all I could think was this guy is a NTSB report). Then he comes back up, but his transponders falls off and approach asks him if everything is ok. He says yes asks for the RNAV to 24. Approach offers him a vector 40 nm to Cumberland county which is reporting VFR weather. My half hearted comment about the twin Cessna no harm no foul to go VFR was just me expressing my concern that this guy was having a bad day and sometimes the best plan of action is plan B - cut your losses and re-evaluate. -B

@Oldguy thanks for the photos. Pardon my French, but that interior is GORGEOUS!!! Sadly, the $30k remains hypothetical.

That's very evident around here, where we have a large number of large flying schools, filling our airspace with school planes and students. I spend my days in close proximity to one of those large schools and have some friends who've been through them. The process, as one might expect, is that as the students move up and accumulate ratings, a CFI and CFII are among the ratings that they can get. They're motivated to get those ratings, because the moment they do they'll start instructing at that school, in that system. This meets the school's needs for CFI/CFIIs, but it also means that a lot of the CFI/CFIIs out there have the bare minimum training and experience to have those ratings. One of my friends that had been through this particular program flew with me in my airplane with another pilot friend of ours on a lunch trip to celebrate his completing the program and getting hired in Alaska to start his professional flying career. He pointed out on climbout that I needed to be careful to not run the engine oversquare. When I told him that's not really a thing he initially got a bit indignant about it, but let it go. He's since sorted out that it's not really a thing. He also flew with me a bit when I was time-crunched during my IR training since he's a CFII, and he was actually one of the better instructors I've ever flown with. I'd have loved to finish my training with him but was just on a break from his pro gig in Alaska and had to go back. So, there are a ton of CFI/CFIIs out there with really minimal experience, because the big schools are cranking them out to meet their own needs. As soon as those guys finish the program they head off to their next jobs and then the school backfills with the next crop of fresh CFI/CFIIs. As might be expected, this means that there a ton of CFI/CFIIs out there with a lot of misconceptions about things for no reason other than they're inexperienced. As also might be expected, some of them might still be decent at what they do. I've also run across the old, highly experienced, gold-seal, grumpy instructors that I wouldn't trust to teach somebody how to open a door. It's definitely an odd time in the industry.

Gents, Lucas is ‘just’ stirring the pot... He has been doing it for quite some time already... it started before he blamed everybody else for raising his insurance cost... It started before he ignored people dying in airplanes is more expensive than gear ups... A real god complex ends miserably. Fortunately, real MSers haven’t bowed low enough to just wish him well... There is a potential gear up in every Mooney’s future accept about three... all M20Ds in their original configuration. Fortunately Lucas will be with us here for much longer than that. I am looking forward to Lucas enjoying years of normal landings just like all the other extraordinary Mooney pilots that we have at MS.... His method of getting everybody to pay attention one more time is interesting, but a tad negative... maybe it inspires one more pilot. Way to go, @m20kmooney, you made my day! Best regards, -a-

Nope. There are too many members who won't participate because of privacy concerns and so I only send the link to those who do participate. And I ask that the link not be shared or posted anywhere. I make my living in Data Privacy (www.integris.io) and don't see any problem with including a city in one's public profile. I'm not asking for an address, nor am I running any verification against FAA records or anything. And flying Mooneys, +/- 100 miles is probably close enough. For example, you list Santa Monica, CA as your location. If you were concerned about privacy, you could have listed Los Angeles, CA and been just fine. Anyway, I hope the map has encouraged some to come out and list their location. But for those who choose not to, that's fine as well. They just don't get the map. If you're on the map and I've sent you the link. Please bookmark it so you can get to it easily. I won't ever change the link... unless someone posts it, then I have to start over.

2017 - Mooney owner! And IFR ticket 2018 - Commercial 2019 - Multi add-on, tailwheel, CFI written

2018 - Commercial written done. 2019 - Commercial check ride. CFI written.