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Some good news, Mooney will cover my "out-of-warranty" aircraft at the earliest convenience at the factory in Kerrville, TX. Thank you Mooney for stepping up to the plate.

Thanks for the tag, Scott. We are up and running at Airspeed Insurance Agency. We should be licensed in all 50 states and DC by the end of the month (currently fully functional in about 30 as of 1/9/2019). Kmac - most every company using automated raters has different hour amounts where their rates step down. 46.9 may be no different than 50 at many carriers. There are a few where that might hit a step in the automated rating systems at 50 make/model. An agent that properly markets your risk to the carriers it represents would really like to have updates 30 days or more before renewal so that each company can respond. At the last minute you may not have as many answers, especially for a lower-time pilot where the risks are underwritten manually as opposed to coming from an automated rater.

I was in La Paz a year ago at Thanksgiving. It was work, not vacation. I had a meeting with the Ministry of Finance CISO in La Paz. The local guy said it was only a "few" blocks away. It was six blocks and in La Paz, the blocks are vertical. Of course I'm wearing a suit and tie. We get to the office building. The CISO's office is on the 7th floor and the elevator is out of service. I almost turned around and went back to the hotel. I'm pretty sure we won the business just because I climbed 7 flights of stairs to his office.

I agree, this site is for aviation topics, more specific Mooney related topics and we should not dilute or pollute it. Brian

There are many other online groups for non-aviation related discussions. They don't belong here.

Taken from a Hero7 Black, which is far superior as compared to the same shots taken with the Session 5. The quality of the video and picture is much better than what is depicted here. I have and will continue to use my Hero 3 Silver, Session 5, and new 7 Black to document my flights. It's enjoyable to put the videos together and bolt on music for later viewing. I also find editing and splicing post flight videos a great debriefing tool. I recently hooked up cockpit audio to the Hero3 and now can overlay audio to my videos. The process is enjoyable and definitely helpful in identifying and correcting mistakes in my flying.

I stagger my mag service every 500. I get 1000hrs between IRANs but always have one mag with <500 hrs since IRAN. Depending on the kind of pump you have, most are warrantied to 500 or 1000hrs.

Steve here, signing in... Cody, I'm the guy from Texas with a big grin on his face. Tom and I met at Oshgosh as he mentioned. He was sanding the white stripes off of the propeller on his beautiful new lancair, i was wearing a mooney cap... When we shook hands the next month in yooperland, i knew that i was about to purchase the best kept mooney from a top-shelf owner. After spending a day getting to know Tom, i was certain i'd found the mooney deal of a lifetime. I lifted off the runway Saturday afternoon Jan 5 and tipped a wing to the Rocketman... it felt a bit like i was leaving with his mistress. Its been a couple of days now, and I'm still wearing an ear-to-ear grin. To all of you out there in mooneyspace who may be eye-ing Tom's turbo-prop; i plan to take good care and trade his mistress back to him when he is ready to slow back down to 230kts! To anyone who has not yet seen the best m20k rocket in North America, i am considering placing a velvet rope between shiny brass posts in front of the hangar and charging a buck a visit. ...wonder if i can cover the monthly hangar dues ;-) Relatively new to most things air borne. A 300hr rocket flyer, with 600 hrs since PP in 2015. I've learned a lot from all of you on mooneyspace in the past two or three years. If i'm still around in 40 or 50 years, i may have contributed a bit as well, all in an attempt to live in the shadow cast by N1017L's Rocketman. Meanwhile, Tom's number is on my speed dial in case the mistress gets fussy.

Guys and Girls, Apologies in advance for the blasphemy... I just took a nice Bonanza A-36 with a Turbo Normalizer on it on trade for a later model Mooney. My preference would now be to turn it back into a Mooney for inventory. If anyone is looking for a bump to six seats / large cabin door and wants to talk Mooney trade or if you know a Mooney owner that may want to make the move, can you send them my way? Thanks, Jimmy jimmy@allamericanaircraft.com

So, on an IFR training flight last week my instructor noted a large (~30-deg.) discrepancy between the two VOR receivers in my aircraft. The next flight we went to KMEI where there is a VOR test point on the field, and saw that the NAV receiver in the GNS430W is about 30-degrees off. The other NAV rcvr in the KX-155 is within two degrees (yeah!). Yesterday I called a nearby avionics shop and discussed with a technician I know, who told me that the GNS430W probably required calibration of the CDI it is attached to, and told me something to try. I went to the hangar, followed his instructions, which took about 5 minutes, and then went for a test flight. Both NAV receivers now agree within 1 degree of each other! Solution: press and hold "Enter" while powering up the GNS 430W. That boots it into calibration mode. About 8 or 10 pages into the calibration mode is an option to "Calibrate 150 degrees CDI". Set the CDI to 150 degrees "TO", highlight the box that says "Calibrate 150 degrees CDI" and press enter. That's it. Not sure why it was off, but it is fine now. It should all be that easy!

I only visit here and BT for my aviation fix, and don't want to ruin the great signal to noise ratio we have presently. Sent from my LG-US996 using Tapatalk

I did the adsb thing a little over a year ago before the rush got into full retard mode... it’s going to be insanity for a while... I’m glad my ship is done... except I would like to have a digital autopilot... hopefully a pro pilot!

I’ve got the voice command with my Garmin 650. It lessens the work load considerably. Sent from my iPhone using Tapatalk

Don't forget a good wax job is worth @10kts :-)

At least we are not talking about the Bonalization technique anymore! Sent from my iPad using Tapatalk Pro

UPDATE: Sorry I've been inactive on here the last few months! I still do check up every now and then to read through the latest posts but WingSwap has been keeping me very busy! Managing the social media accounts (main traffic funnel), getting new users, working with the developer, talking with advertisers, etc... Last I update you guys we had about 90k pageviews a month, and now we are up to 250k pageviews a month! It has been hard getting people to list their planes with the Premium and Featured listings, even though they were just $10 and $20 respectively. SO what I've done is changed things up a bit. Going forward, listing will be free, with 10 pictures and 1000 characters allotted, and your listing will be live for 60 days. I've found higher traffic and advertising revenue is far more worthwhile than $10 dollars here and there, and most people being frustrated when listers just had one picture up in their free listings. So I'm giving the people what they want. All the pictures and information you could want, for free. You can still purchase a featured spot on the website or our instagram (over 12k pilot followers now btw) but now going forward both listers, and browsers should be totally happy. And btw a sweet mooney M20E with 201 speed mods and a crazy Garmin panel and recently overhauled engine was listed an hour ago I thought you all might like. $77k asking. (seller approved me sharing here) So yeah thats where things are currently with WingSwap! The busy-ness just doesn't end! But thats good right? Must mean I'm doing something right! I've heard some great stories from owners who found their plane on wingswap which really makes me feel good when they send pictures of them and their new plane! Jesse

Call Neal Schwartz- he frequently is working with buyers looking for TN aircraft. Market on them has been very strong lately. 9I4 - six two five- 5776

XM is only worth the money if you fly on less than CAVU days and really understand how to interpret presented data. The XM combination of echo tops, cells, lightning, and reflectivity provide an excellent view of storm structure. ADS-B is completely inadequate for any serious weather flying. Like any aircraft system, you must study and understand XM and NEXRAD to take proper advantage. Cheers, David

In these divided times, I too think that I'd like to think of ya'll as friends who love aviation as much as I do and that is what we have in common. To see non-aviation subjects lines in the "Recent Posts" section when I log into MS would be counter to one of the things that I like about hanging out here! I suspect many others would feel the same way.

Only a single data point, but possibly worth mentioning. My son and I climbed one of Colorado's 14k ft. peaks the summer after he finished kindergarten. We acclimated a few days at 6-8k and spent the night before at 10k. Upon reaching the summit, he couldn't remember his age, his birthday, or how to spell his name. I realized it was time to quickly get down the mountain. He's a teenager now and I swear the brain damage from that trip is starting to show!

Steve. The Forum is in full agreement. You will need the 900 if you desire a healthy engine. You will add the intercooler and waste gate if you desire optimum engine performance for the model. Speed brakes are secondary to all others. If the plane is down for an engine now, keep it down to add the engine goodies!! Money well spent.

Me.

This post stuck with me a couple years ago: https://www.beechtalk.com/forums/viewtopic.php?p=1081720#p1081720 Written in response to a similar question on Beechtalk about flying a 4 year old at 14-15k feet for 30 min. to an hour. You won't damage her permanently. Would you worry about driving up to Pike's Peak with her? She might get a little goofy, might have a headache, but not gonna hurt her. And note that FAR's require pax be PROVIDED oxygen not that they use it. Regards, [removed] Board Certified Pediatric Anesthesiologist

. (See EDIT below - this is an '03 Ovation DX with the lowered panel) Previous models could have three rows of instruments, after this change only two rows of instruments fit. This is an '89 TLS with the tall panel. EDIT: this is a 2000 Ovation with a re-done tall panel The G1000 Mooneys (GX) stayed with the lower instrument panel EDIT 12/19/2021: Correction - the panels were not lowered two inches until 2003. There's an AOPA article on the Ovation DX that explains this. (https://www.aopa.org/news-and-media/all-news/2003/june/pilot/mooney-m20r-ovation2-dx So although the DX Bravos and Ovations had the Moritz gauges from late '99 on, just late '03 and all '04 Bravos and Ovations would have the lowered panel.

If all we did was financially responsible stuff we'd all be rich and very bored.

I just did the same Whelen 650 Upgrade. I also need to to run the wire to sync the strobes but it’s not that noticeable until you get close to the clouds. Very bright. 68F50956-9846-4C67-8A75-6BF9E4DD4EAA.MOV

I may as well stir the hornet's nest a little. In my opinion, I would never want an annual in lieu of a pre-purchase inspection. Having a pre-purchase that can be rolled over to an annual once the decision is made to definitely buy, is a different story. But I would not blindly accept an annual done on the existing owner's dime (unless it had been done by one of the 4 or 5 top Mooney gurus), and the present owner would be foolish to allow an annual to be started unless he was in control of it. My preference, if I were buying, would be to have carefully crafted, "done in steps" pre-purchase inspection. That is, prioritize the things to look at, and cancel the remainder if a deal breaker is discovered. I would want a complete corrosion inspection, and if nothing found, inspect the engine; borescope etc., then on down through the most expensive items to repair. Once all the deal breaking matters are OK, then finalize the sale and flip it to an annual if desired.

If the mags were properly rebuilt 320 hours ago I would not touch them I fly my vac pumps till they break. I normally get 1200hrs out of them.

Mooney 3JJ you have slow moving traffic at your 9 o’clock, opposite direction In sight, no factor.

New photos shared online appear to show an unreleased version of Apple’s iPad mini tablet with design characteristics not seen on hardware that Apple has sold to date. The images appear amid rumors that Apple is planning to release a fifth-generation iPad mini sometime over the next few months. https://9to5mac.com/2019/01/08/possible-ipad-mini-5-leak/

Hi Alex, nice avatar, I'm on Pelican also and replied to your get together. Good luck with the new bird.

There was an airplane locally that landed gear up about a dozen years ago that really proves a point. It was a small twin with a CFI and a CFI-DPE (with 14,000 hrs) on in the front seats - is the take away that those guys were dummies? No the take away is not that they are dummies and I am not a dummy so I am safe from such stupidity. No - the take away is if they could do it then anyone can do it - including me - so it is surely a lot of work every time to make sure I don't do it. Knock on wood and stay vigilant.

One of my favorite airports to fly into for breakfast when I used to fly my father's Cessna 150 TD was Butter Valley. Since purchasing my Mooney at the end of March 2018 I didn't make it back until now. This is my first landing at Butter Valley since purchasing the Mooney. Runway is 1535'x24' with 900' of grass overrun. My dad and brother flew over first in his brand "C" and shot the video. You can hear my father in the background urging me to add power.

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

We'll, that was easy spending someone else's money.

My 430W is synced with the 530W and in turn pushes via hardwire the flight plan down to my 496. My normal setup is Nav1 map screen on the 530 (arc view map) and Nav1 on the 430 (data fields only), and 4 additional data fields in the corner of the 496 along with XM WX. This predates my iPad use, and works well giving me all I need and more. Nowadays, I think the iPad proliferation makes the second GPS panel mount unnecessary, unless you want extreme redundancy to shoot a GPS approach instead of an ILS or VOR. The iPad or other portable can give you all the data you need, especially with connectivity thru Flightstream or Avidyne native wireless tech. So, is the extra IFD worth the premium over a NAV/COM? I can't say for sure! I waffle back and forth and want the same answer as Paul... Maybe I'll swap both GNS boxes for IFD down the road, or just the 530/540 and sell my 430 and install a NAV/COM. Sent from my LG-US996 using Tapatalk

Hi DVA, Thank you so much for the detailed explanation of your process. I am following your lead and I'll report back when done. This forum is so helpful....so many smart minds! Alex

I've had 4 adults in my C with room for 34 gals of fuel, or 3 hours plus IFR reserves. Nobody was small, so we didn't fly that long at a stretch. Oh, my C is a short body . . . . . We left from a [dry] grass strip, then fueled to 34 gals, went to KFFA, hopped into the sound for fuel to 34 gal at MQI, then followed clearing weather back to the grass strip at the beach [no fuel, no services, only a runway and 6 tie downs with ropes]. This summer, in late July, I left that same grass strip at the beach after walking it to find the driest location [wet spots had >1" standing water] and went to KOAJ overnight for fuel, and to load up and depart from a hard runway the next morning. Landing at the beach, I almost stopped dead while turning around, but full throttle kept me moving at less than walking speed. Not somewhere I would want to try departing when heavy. Note for newbies: A-E are short bodies; the fuselage was extended 10" to make the mid-bodies [F-K] by adding 5" back seat legroom and 5" baggage space--up front, they are the same. Long bodies began with L, then there are the fantastic new models, U & V.

Jeez Erik, I just turn the hangar heat up from 50 to 68. No where near as much work for this Yooper. We even heat our outhouses now. Might even look at indoor plumbing next year. Tom

Dan - your Bravo will have the calipers flipped and it should be pretty easy to see your pad conditions. Here is what you are looking for. You’re looking for the thickness of the things with red dots on them (I put red dots on my photo). I hope this brake thing isn’t spreading like the measles. I am close to calling my brakes back to normal. Still had to do some more bleeding to stiffen them up some. Sent from my iPad using Tapatalk Pro

Get a flashlight and camera phone. The pads are easier to see from the rear. Easy to replace with 3 tools and 30 minutes. The better question is how old is your brake fluid?

In the vacuum hose between the AI and the vacuum pump. When you shut the engine down the instrument cases contain vacuum and the pump has none and the carbon dust migrates up into the gyros into the grease thats in the bearings and then causes failure

Then no big deal. The traffic on my iPad is always more complete than on the 430

TUC at 18,000’ for an average 35 yo male acclimatized to sea level is only about 30 minutes. that drops to below 5 minutes at 22K. obviously Sherpa’s at Everest have proven a human can stay awake indefinitely at higher altitudes, if properly acclimated.... however the regulations are VERY clear on this matter- (non-pressurized)- above 12.5 (>30m) and above 14. Above 15 for passengers.

The book speeds are based on ideal conditions: Clean aircraft, rigged correctly, engine making rated power and no antennas. Many modern aircraft have: vor, elt, marker beacon, gps, adf, lightning, transponder, ADSB antennas plus OAT probe and who knows what else. And the numbers associated with speed mods are greatly exaggerated. Tom

I loved all of my training for my PPL, and was glad I was doing it in something slower than a Mooney, and something that didn't belong to me. The brain only works so fast and it takes time and repetition for it to become acclimated to new tasks so that it can then take on additional and more complex tasks. Learning things at 110 mph in a Cherokee is easier than at 150+ in a Mooney.

Lynn (@AGL Aviation) installed the larger (~6") inlets from David (@Sabremech) on my E today. I took her up for a test flight - with cowl flaps closed CHTs are marvelous 335-345-345-315. OilT 197. (I've not normally been able to run 75% power with CF closed due to temps) OAT at 7500' was 7C and I was running at 75% - 23.5/2550. KTAS was "only" 151 which is disappointing. We still have rigging issues going back to painting or before.

I am sure that the snap rings are replaced as part of an overhaul. I wouldn't be surprised that a snap ring is a one time use part. In my case, at least one snap ring is somewhere on or near 26L in El Paso so I know it will be replaced :). Jim

Actually, this is what I am planning to do as Hector has been very responsive and we are working out a game plan to do things in stages. Thanks for the suggestion! BTW, here is the damage my head caused to the ceiling panel with that "jolt"...