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Tonight marks the 2nd anniversary from my little run in with Carbon Monoxide. Right now I would be getting loaded into the medevac helicopter. Despite having a bad cold right now I can say I'm enjoying the evening much, much more than two years ago. I'm very happy with the response from pilots over the past 2 years. A lot more airplanes have CO detectors now. But we did lose 4 people to Carbon Monoxide in a Cherokee in Iowa a few months ago. I would bet 95% of everyone who reads this post already has a CO monitor, but I ask that you all pester your pilot friends and hanger neighbors to get one. The discounts are still in effect. 20% www.sensorcon.com code: aircraft2017 20% www.guardian.com code: coaware Cheers, Dan

I don't charge for flight instruction . . . exactly. I ask the pilot to make a donation to the Flying Samaritans, a 501(c3) so the pilot gets a tax write off and the Flying Samaritans gets a bit of money. http://www.flyingsamaritansaz.org/Tucson/index.html

Congrats on the anniversary and thanks a ton for the work you've done with the vendors and promoting awareness. Can't help but think of the whole story every time I turn the sensorcon on or off in my airplane.

There's nothing quite as expensive as a cheap airplane. Since you're new around here, let me just mention that I've got a list. It goes back only five years. In that time, 10 different people have come to this forum and told us how they found just a steal of a deal on a Mooney. The story is always the same. In each case it's been sitting a while, but it's such a good deal. In ten of these cases, by the time the plane was airworthy, they'd spent more than 50% over the cost of what they could have bought the best/most expensive of that model for sale. The buyer thought they were getting a good deal and in each case it ended up costing way more then if they'd just bought a good, top of the line example of the Mooney. Granted there are two examples out of the last five years that have worked out ok. But in one of those two instances, it took over a year and a half of work by the owner before it was ready to fly. It was painful to follow along. Don't do it, walk away, find a good one.

I fly IFR in most weather...including rain. As far as the paint goes, if you fly in the rain enough it will not only take paint off the leading edge of the prop but also the wing and tail surfaces. Unlike a lot of people, I didn’t buy my airplane to be a beauty queen. I bought it to get me places without worrying about the weather. I can touch up the paint routinely to keep her a thirty footer!!

And there it is!

You might want to consider a Garmin GDL-82 instead. Fewer negatives versus trying to cut up the navy light cover. Plus, you could probably resell it once you switch to a new transponder.

I think it would be fun to have a Merlin on a trailer just to fire it up and hear it run.

MAPA Foundation PPP. 2 days of ground school plus at least 4 hours flight time with some of the most experienced Mooney specific CFIIs assembled. Night currency as well as FR and IPC. The flying is customized to what you'd like to work on. Several of the "students" were retired military/ retired major airline captains who attend a clinic every year. One commented that he had received regular training in his professional flying life and even though he might have 10,000 or more hours he needs to continue that best practices routine. http://www.mooneypilots.com/services.htm

Interesting how increased capability and safety is a no-go for some. I can tell you that in the Beech 400 I fly, coupled, the A/P will fly a LNAV/VNAV(plane is not LPV certified) like it is on rails. Coupling the ILS/LOC all depends on the airfield and the conditions of flight. Sometimes it is spot on, others especially with wind/turbulence it is OK. I would never couple a VOR or TAC, the A/P hunts and over corrects. I can out fly the A/P on every approach accept on the RNAV. So with the GFC500, I CAN fly any approach in the book and I MAY have to hand fly, but only if GPS is down. Oh the horrors.

LOL, No @Bob_Belville attended one of MAPAs Pilot Proficiency Programs (PPP). I am assuming that cost included: Registration, Hotel, Food and Fuel for the weekend. Not a bad price for Mooney specific ground and flight training.

Dan, thanks again for calibrating the Sensorcon at OSHKOSH last summer.

Congrats on the second anniversary, Dan! As long as there are new pilots and new owners, your mission never ends... or is it a calling? in the last two years... Many Mooney owners have purchased good quality CO detectors... A few MSers have reported back finding exhaust system cracks and other things causing elevated CO in the cabin because they had a CO detector... Dan has taught us the importance of having a CO monitor... how to buy a good one... and how to maintain it over time, by getting it calibrated... not only that he got us a great discount too! Nothing like having solid first hand experience when delivering a presentation on the subject... Keep up the good work, Dan! Keep celebrating the units sold, units calibrated, and CO events discovered before they became accidents! Best regards, -a-

I don’t know how much I pay, but after spending a long time finding good Mooney instructors I have to say that I don’t mind writing the check for quality instruction. I consider it cheap life insurance. If you’re really getting good instruction it’s worth way more than the $50-100/hr the instructor is charging you. If you’re worried about what your paying, you may want to find an instructor that is worth your time and money. Saving money by getting a cheap instructor seems like it would end up costing more in the long run.

Rain will kick the paint off the leading edges of a prop if the blue knob is forward When I get into some rain I have had good luck keeping my paint if I twist it down to around 2300 RPMs

Hey All, It would be so cool to have a ton of Mooneys come for Feb 21st seminar in San Luis Obispo, CA. King Schools is sending a crew to film me and we might make this into an online course. I need a great audience. Plus someone is going home with some pretty awesome door prizes. Please register today so we have enough chairs. Thank you for the support. Details below. Exiting the Hold: Reaching your Life Goals Thursday, February 21st 6:00-9:00 p.m. ACI Jet Center, KSBP, San Luis Obispo, CA, 
Free Admission with RSVP: ExitingtheHold.EventBrite.Com Much like flying an actual hold, there comes a time in every pilot’s career where an honest assessment of skill, safety, performance, desire, and goals needs to be made. Are you one of the many pilots that are stuck in the hold, unable to complete your aviation goals? Psychotherapist, educator, writer, and instrument pilot, Jolie Lucas, discusses the six keys to exiting the holding pattern and reaching your goals. This fast paced, multi-media presentation explores human factors, brain science, and personality in decision-making, motivation, and follow-through. The seminar is sure to inspire you to exit the holding pattern and move forward in your aviation goals. Refreshments. WINGS credit. Fly-In Fuel discount. Door prizes generously donated by: ACI Jet: Tarmac Teddy and ACI Fuel gift card [$100] King Schools: Gift Certificate for any King Schools Course [$600 value] Lightspeed: Lightspeed Zulu 3 Aviation Headset [$1300 value]

Well I finally made it to the party. I missed one Mooney as they were leaving. But I got to chat with a few. Glad you guys came out and hope to see you all again soon!!!! Sent from my iPhone using Tapatalk

I'll agree with you 100%. But the blame isn't with buyers who won't over pay for these airplanes, it's with the owners who fail to maintain the airplane, and then refuse to sell until it's too late. Maintain your Mooney and fly your Mooney. And when you can't, sell/give it to someone who will. And by "you" I mean all of us who care about the breed.

I think for our uses calibration is not that critical. Nevertheless, sensorcon has some text on it in their faq: https://sensorcon.com/pages/faq

Don’t know why that would be the case. Some smoke detectors do I believe because they use radioactive substance, which decays over time. Tom

Modern electronic regulators don’t have this problem, and modern avionics have built in voltage regulator circuits to handle 14-28 volt systems seamlessly. Unless you get struck with lightning you should be good. Tom

I do not think they will certify their G3X anytime soon. Their new TXi is basically that system for certified aircraft with included engine monitor. I have had an 830 with steam gauges today and looked hard at their EIS offerings but ultimately decided against in favor for a JPI 930 for my panel re-do. I would have gone with the 900 but my panel layout is going to better align with the 930 sized display. All equipment has been ordered.

yeah, mine looked like crap, too. I ordered new black ones from tedds.com . I went with black. I tried to find some that matched and of similar size. https://www.tedss.com/2051000153 https://www.tedss.com/2051000125 The larger knob has an indention, but my son has a 3d printer and made a washer to fill the void. You could probably do the same with some type of nylon washer. I also had new placards made for the lights and trim indicator. They're plastic, but are holding up well. Much better looking than the originals. I don't have good pics of the knobs unfortunately.

Its a Mooney part #, but notice there are 4 different part numbers listed with different effectivities depending on your year. Some, like the last one, also list the part source. As @carusoam Anthony said, calling Lasar or your favorite MSC with your year/serial number will get you what you need. Or if you expand on what year/serial number perhaps Clarence will narrow it down for you.

Rain does beat up my leading edge paint for sure but also washes off the plane nicely. I generally have carb heat partly on if my carb temp gauge warrants in the rain- i figure there’s definitely enough moisture in the air in that circumstance to have a problem at a freezing carb temp. I read somewhere about an engine ingesting enough water in a downpour to quit. It eventually restarted on the glide while exiting the shower. So that might be an example of too much rain to fly through. https://www.airspacemag.com/daily-planet/it-was-a-dark-and-stormy-night-1-66741228/

We have a lot of similar systems fitted to airframes over here. Most of the time they are fitted for noise reduction, which in many places allows either cheaper landing fees, or less restrictions (eg some airports are "no circuits on Sundays unless noise reduction installed") Normally they're not too heavy, some are worse than others, most have an inspection requirement though. Check out Liese and Gomolzig As that looks like a camera ship, I guess they are trying to avoid upsetting those they are filming/photographing(/spying on)

You do PPI for an expensive asset because you are trying to protect your asset. A PPI cost the same for a cheap asset as for an expensive asset so the value is not as good for a cheap asset. The part out value for this one is probably about $12-15K. I would check for corrosion on the spar and cage and then fly it till it dies. You can make your money back parting it out.

Chris- I have an STEC 50. My first M20C had an STEC30, my Piper Aztec also had an STEC 50. They were all very comparable to my current one, which was just at the factory for overhaul about a year ago. The 30 and the 50 are really less expensive versions of the 60-2 and have no vertical modes other than altitude hold. In perfect conditions with no wind and a strong localizer signal it does really well. Anything other than that and it hunts 5° left and right, even in APPR mode. Of course it's worse tracking a VOR signal far from the station.

Is anybody still going?

My last FR cost a bag of vegetables from the garden. I highly recommend simulated engine failure in take off configuration up high. You really need to be conditioned to push down without delay and forcefully.

I vary a bit, but it's generally $40-50 per hour with a 2 hour minimum based on Hobbs rounded up to the next half hour. Hobbs because it's easy. My rate accounts for the fact there will be pre and post-flight briefings. Extended sessions with lots of ground are subject to specific negotiation. Type-specific instructors are a special breed. I did a few IPCs with a Cirrus pilot. He'd rotate instructors to get different perspectives, and of course at least one was a CSIP. He would complain I wasn't charging enough

Consider this one only... 1 - if you are also an A&P looking for a project 2 - if your budget is multiples of the asking price Which really only makes number 1 a factor. If the budget is multiples of the asking price there are better offerings available. If your budget is 20k I'd save awhile or perhaps consider a less costly solution in which to train. just free thoughts, Patrick

$50-$60 an hour generally. Varies widely.

Well my mechanic started the install but got called away so I will help him finish it on mon and report then

I don't pay my brother for FR's or IPC's... I do let him fly my Mooney ;-)

Good point. I was thinking to file IFR and activate it in flight if necessary...or just fly IFR from the TO.

Not concerned at all, if it’s a stable front/mass. If it’s not stable- turbulence, thunder storms, icing probable... then I’m concerned. But rain itself is not a big deal. I have seen rain and ice damage paint and canopies... but not at speeds less than 200 knots.

I got both a FR and an IPC this weekend. Fixed rate, cost ~ $1600 including gas and hotel.

Not just GA

That's not what he said. To me it sounded like he said that without GPS smoothing, the autopilot would be yanking and banking to follow a less than perfect ILS. He also said they do build two that don't need the GPS (600 and 700) but they won't do as well as the 500 with GPS aiding. He then went on to say that they calculated the risks and determined that most of us CSOB's would rather get a great autopilot for half the cost and live with the limitations. I agree. I wish people would stop bad-mouthing the GFC500. IF YOU DON'T LIKE IT DON'T BUY IT. Of the new autopilots (TT, Trio, Garmin): Garmin is the ONLY one that can fly the ILS. Garmin is the ONLY one that is certified to fly a coupled approach. Dynon says you can fly an ILS, but who knows when that will be available and it costs just as much or more than the Garmin. If you prefer an old STEC or King, then by all means get one. As for me, for half the cost, I'll take the Garmin. And for what it's worth, our KFC200 would frequently S turn down final so it wasn't exactly perfect either.

NOPE..... Not for this S Texas boy, we only got into the 40's for a low. Not cold enough to freeze the balls off a pool table, but cold enough for me

Yeah it’s been up and down. Probably a Sunday morning decision. If we watch the Super Bowl start arriving about 1:30, if just lunch about 11:30. Sent from my iPhone using Tapatalk

I like the idea of zipping along tearing up $1500.00 bills. My membership in the CB club would never allow it.

I like the photo. Mine is camouflaged as a snowbank.

Thanks for all the great ideas! After seeing what people were doing, I realized it was beyond my technical abilities. Fortunately, I knew a professional builder with several years experience so I gave him my specification and he built a stand for me to place under the gascolstor drain. Tried it out today and didn’t spill a drop! In the end it was pretty expensive, but apparently he just started taking flying lessons and that’s expensive too, so at least it’s for a good cause.

And to answer the original poster. The answer is simple: $$$$$$$$$$$$$$ this makes them faster. Sent from my iPad using Tapatalk Pro

I’ve had a 1977 J then. 1988 J, purchased new, I purchased 2005 BravoGX in 2006. The two J’s basically the same except the 88 was 5-7 knots faster, assumption is they cleaned up the frame a little over the years. The Bravo being heavier and larger depends on brute power to mover it along obviously the higher the faster. Keeping these things in rig and mechanically perfect provides for the best speed over efficiency, of which the Bravo is limited by higher fuel usage. I assume the Bravo, eagle and Ovation have similar speeds below 10,000 feet then the changes in atmospheric conditions kick in. The speed we gain are through a multitude of items, airframe, power and more important the atmosphere. The great thing about our Mooneys is the wide range of utility, from awesome C model providing 140-150 knots on well less than 10gph through the mighty U models providing up to 242 knots on 20 GPH There have been a lot of discussion on this site, I thought it was a Mooney site discussing the attributes of Beech models, that’s another topic I’d like to stay away from. Look at our vintage birds through our latest models, there’s quite a difference in there utility,speed efficiency and useful load. Not much of a reason to stray away. GO MOONEY

Good grief, @gsxrpilot posts some very cool pictures and this devolves into a debate about climate change? What would have made this thread a lot more enjoyable is if it was followed up by people's experience actually flying approaches like that (something I have never done but always love reading more about), or something semi-related to aviation.

About four months ago I bought a Sensorcon and mounted below my throttle quadrant. It’s easy to see and still out of the way. Then I had the opportunity to beta test a new product from Aithre. It is an Carbon Monoxide tester that mounts right to your headset and has a speaker that is right in the ear cup. I’ve flown three times with it over the last two weeks and is reading pretty consistent with the Sensorcon. If anyone has any questions about the Aithre you can contact them or myself. I’ll be testing it and their upgrades till they are set on a production product. https://m.facebook.com/aithreaviation/?tsid=0.24166148119411346&source=result Sent from my iPhone using Tapatalk