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The LAST "Doolittle Raider" has gone west, last night Lt Col, Richard "Dick" Cole passed away at his home in San Antonio TX at age 103. Lt Col Cole flew as co pilot with mission Commander Jimmy Doolittle on April 18, 1942, this first strike at the Japan after the attack on Pearl Harbor. All of the Raiders volunteered for the "suicide mission", they trained extensively to fly the North American B-25 bombers off the pitching deck of the USS Hornet (roughly a 400 ft take off run). An amazing accomplishment by exceptionally brave and skilled aviators, the world owes the "greatest generation" a debt that can never be re paid. God Speed Col Cole, tail winds and smooth skies, thank you.

Late yesterday afternoon I experienced what I would suggest is an example of "hard" IFR. In a turbulent, warm, humid atmosphere, under a clamp-on hood because I misplaced the overcasters, AND with the assistance of vector-happy BHM approach controllers- I passed the IFR practical test!

Order the kit for Mooney Service Instruction M20-325 & M20-88A, it was introduced in 1990 I believe and fixes this issue permanently . One K model was recently totalled because of this issue. But the SI is not terribly expensive, nor hard to install and totally eliminates the chance of this happening again. You obviously needed it yesterday! You can download the SI on https://www.mooney.com/service and scroll down to support.

Funny thing re: speed is that when you are already going 150-160kts, gaining even 20kts doesn't really change flight times dramatically for me--my average trip is 350nm or less. This is why it's hard for me to pull the trigger on a faster Mooney or a twin. Now if you are doing 50kts faster that's a different story, especially into a headwind. I don't have any data points on J vs E, but I can tell you I took off behind my nephew in a similarly loaded C and ran him down very quickly in the climb just a few minutes after departure, plus the 3rd passenger in my J was much happier. Now arrival times at the destination?...he was only about 10 minutes behind me. I'm probably the only one who loves electric gear and wouldn't want the Johnson bar. After almost 10 years of ownership I don't get all of the "difficulty" and "expense" of owning electric gear-equipped Mooney. I for one (and I'm obviously the minority here lol) love my electric gear and flaps. Fire away! KA

Not an A&P, but I like sheet metal work, my IA gives me little side jobs he doesn’t want to fool withd

Yep! I had a MS member try and rope me into a political "discussion" at the MS meet-up at KOSH a couple years ago. Was pretty hostile about it. I just told him I was there to talk airplanes, not politics. We went our separate ways. Politics ruins enough stuff, let's not let it ruin aviation. We have the FAA for that. Sent from my Pixel 2 XL using Tapatalk

Frankly, neither side of the topic should be brought up such as politics, religion or sexual orientation. Keep it all out. Both parties should be banned!

When I owned a flew a Twin Comanche I found them useless. The absolute best owner group by far is BeechTalk. MooneySpace is good. I truly believe that requiring real names leads to increased civility.

Bottom line is that after 3 hours, everyone wishes their airplane was faster. It doesn't matter if it's 600 knots in an airliner or 100 knots in a C-152, you just want to get to where you're going.

Holy crap, I think Jim and I agree on something.

Here is the drawing should you want to roll your own Drawing 720115 Pedal Extentions.pdf

I’ll translate it differently. If I didn’t own my planes for the 28 years I have owned her, I would have been able to retire 3 years ago. Instead, I get to hang out with you fine folks. Which has been priceless. [emoji16] Sent from my iPad using Tapatalk Pro

It started with the autopilot failing in flight at random intervals. It would annunciate a TRIM failure and kick off. Sometimes, it would also trip the TRIM breaker/switch. Then eventually, it would intermittently fail TEST. I sent the KC 191 computer to Autopilots Central and they eventually sent it to Mid-Continent. The problem turned out to be a cold solder joint on the connector for the internal cable that connects the two circuit boards together. When I got it back, the autopilot worked except HDG and NAV moves were inop. I checked some voltages on the KC 191 tray connector and determined that the outputs from the Aspen ACU were bad. I swapped the ACU for one I bought on eBay and now all is good. Skip

I agree that it is reasonable to keep politics out of MS, but I always hope things like MS could be a way for people with political differences to come together as people with a common interest, as opposed to most things on the internet that drive them apart. It would be ideal if the thing that makes us a community would also allow us to bring our disparate beliefs together and figure out how to still be a community. I'm not sure if avoiding those topics is really the answer either, especially with everything else in the world going on. I'm not saying that we should be bringing our beliefs with us, but using our love of Mooney's to hold hands and sing "Kum Ba Ya", but... well, okay, so maybe that is pretty close to what I'm saying. If that makes me sound like an idealist, color me guilty, but in this day and age where every "conversation" on the internet is intended to drive us apart, we have to find some ways to bring people together because of their differences, not despite their differences...

Maybe we need a poll of MS pilots heights. Tom

Regarding speed comparisons, I haven't been able to figure out how "fast" my J is, let alone compare it to something else. Different conditions, even cowl flap settings, trim, temperature, etc., etc., all seem to matter. I've had a few times where I managed 160ktas cruise, but the conditions weren't general and it certainly won't do it every day. A couple of times it was from making a fast descent from a higher altitude and when I leveled off it just never slowed down. It's pretty cool when it'll do it, but I've never been able to reliably predict when I can reproduce that. This makes me take many of the speed comparisons with small quantities of sodium chloride.

The thing you need to be careful with is if you had SB 208 done that making sure the back of the jacks don’t contact the silver covering of the new insulation. My jacks were installed as part of the Spatial Designs interior but they ended up making contact with the insulation. Had to insulate them. You can see them here: Sent from my iPad using Tapatalk Pro

Time for me and you to run out and buy lottery tickets! Sent from my iPad using Tapatalk Pro

I went to the folks at Livingston Aviation livingstonaviation.com at Waterloo IA KALO for an accelerated Commercial course and was very pleased. Waterloo is less than 300 miles from you and worth a day trip to go talk to them and see if you like them. Chad Lee and Erik Mondt are the instructors that I worked with - both were very good and worked to my needs. Look at their web page for their course offerings and prices. Definitely not for CBs, but they will get it done for you and make sure you are competent when you leave. As for the benefits of accelerated training - preparation for each and every day is key, and you need to have the mindset that you will continue flying regularly after you get your rating. Immersion training is extremely effective for a lot of people. I personally prefer it. Its what the military and the airlines use for a reason. Full disclosure - I'm going back there for two weeks in June to knock out my CFI/CFII. I've been an instructor of another kind for over 30 years so this option works really well for me. And I'm fortunate to have more money than time (this year...) so I can make sense of the economic end. Cheers, Rick

you nailed it for me. Now, the ride and scenery are indeed nice, but an extra 25-50 knots on the ASI would be nice, too.

Too much is made of the 5" difference in floor length which is shared between front and rear seats. I'm confident that there's as much or more rear seat leg room behind me in my E than behind @Marauderin his F. (He's about 7" taller and no doubt sets his seat at least 5" further back.) Of course if there's no one behind me I can move the seat way back in cruise. So can an F driver but I doubt he wants to get further back that I am.

I got with a local CFII and he had another student that had just started on his IR. We flew on Mon, Wed and Fri some with the CFII and mostly as each other's Safety Pilot (weather permitting) and it worked out well for us

I used the course years ago referenced above by Marauder. I had a great experience with it. My instructor was a Vietnam forward air control pilot who was an Air Force Academy grad. I learned long after the training that he had a very impressive record in the service, was awarded two distinguished flying Crosses amoung other things. A serious taskmaster, and learned a lot from him. Got it knocked out in 10 days, and that is kind of the way I like to do things. Would highly recommend.

It gets old scrubbing flights that would likely be 90% VFR. I frequently use the Mooney to travel for 2-3hr trips across multiple states so weather considerations becomes more important. Since I'm often heading either North or South, there's usually weather to be considered. I'm fairly conservative so I don't really participate in scud running while hunting for a sucker hole to get on top. I like to keep as many options as possible open so I don't have to demonstrate some great piloting abilities that I may... or may-not have. I have enough X-Country time and can check off most of the boxes in 61.65. I'll need to get the written passed prior to beginning... but don't see that as a major hurdle. Finding a CFII experienced with getting people through a grinding training schedule seems like the major hurdle. Finding a local CFII and safety pilot isn't a bad idea either. However, scheduling can become more involved.

Yeap, I will try to post some more detailed pics of the install when I get home. Washing the belly I found all the rivet marks that are in permanent marker. After I received my box of parts I was wondering why no vacuum pumps? I had hoped they just didn't bother to return them to me. Then I noticed my standby vacuum switch was still in the new panel. After an oil change, my suspicion was confirmed. Garmin ordered a new panel cut and got rid of switches I didn't need except for the standby vacuum pump. They left both the standby vacuum pump and the engine driven vacuum pump on the plane. For what, I have no idea. Firewall aft everything is removed but they didn't bother to remove the vacuum system firewall forward. They did weigh my plane after and I actually gained weight which isn't a surprise because I have a light Bravo that hadn't been weight in 10 years. My local mechanic is going to remove the vacuum pumps and redo the weight and balance at the end of the month. I still feel I got a great deal because now I have all the wiring to upgrade to the G3X with minimal work. They took a couple of months longer than they said it would take. They put in a second G5 that was not required for the autopilot stc, a new cut panel and didn't bill me for that. The 50 hours that they used my plane I was responsible for maintenance. No problems came up except for 2 oil changes and a faulty CHT probe which they replaced free of charge. Overall I feel I gave them a good squawk free plane and they gave it back to me the same way. I am glad I did it because I would have never replaced my working KFC 150. Replacing a working autopilot was low on my list of improvements. Now that I have flown behind the GFC 500 I am glad I did it. Huge improvement. One thing a shouldn't have to worry about for a long time.

Glad you had another soul aboard to help muscle the trim free and you both survived! Your scenario sounds eerily similar to one that @Amelia experienced. Hopefully she can chime in. Also the search feature can be your friend. "Amelia", "runaway trim", "trim failure", "trim", etc... Following the search result strings are each an opportunity for high velocity learning.

I guess I should provide some closure to this thread. As I mentioned, my mechanic said nothing was wrong with the initial install, but since he looked it over, I haven't had any real issues starting the plane at all. Either the guy working for him fixed it and didn't own up to the mistake, or it was all in my head or some other unknown quirk. Anyhow, I'm completely happy with the way it is starting now... and I learned a lot about the plane in the process.

a silly suggestion, but you can learn a lot with self study and even using a simulator on a computer. I used to practice a lot of IFR on X plane. If you go into it knowing what you are doing, it goes by a lot faster.

Built into the RMS (Remote Sensor Unit) is the GPS antenna.

Well that certainly puts a damper on all the fun

more likely these

I’ve always thought of “hard ifr” as “I’m IMC from 200’ on climb to 200’ on descent, and all of my divert fields and territory between is likely to be at alternate minimums or lower.” Basically, like you’re crossing a hard line in the sand into imc... and know you won’t be exiting to VMC until shortly before touchdown. Hard as in- Not so much as difficulty- but as in unrelenting. I think it’s interesting that a pilot would alter their training to accommodate a “relaxed ifr standard.” I had never even contemplated that as a possibility... probably because I’m flying IFR every day, and IMC for extended periods during my day job. I certainly don’t agree with that mentality, by the way (that one would only want to train to some watered down standard), because we all know that 800-2 can quickly become 300-1... and having an Instrument rating means in part being ready for that scenario. As does partial panel work. I take all the proficiency tasks and training as a “given”- to published minimums. Now when it comes to actually flying the mooney, though- while I train for the worst- I don’t necessarily have to put myself, or my passengers, in those situations. And a long trip that is solid IMC, with 100’s if miles of imc or fog or mountains within 200-300’ of the cloud bases.. while achievable in a mooney, may not be the most prudent flight planning- as it accepts a new level of risk, should a mechanical issue arise, or should un-forecast (or heavier than forecast) icing occur, or should the weather become convective. I guess what I’m getting at, and I think the point you’re making as well, is- that one’s training should never be sacrificed or watered down- the standard should be to train like it’s the worst case scenario. That way, when a flight goes smoothly- you can be pleasantly surprised. but just because one trains for the worst case scenario, doesn’t mean an instrument rated pilot , in a mooney, should head out and seek those conditions “in real life.” Maybe that’s where this nebulous term “hard ifr” comes from? I don’t know. I agree though: there’s nothing inherently “hard” about ifr flight so long as one is trained. It’s just a different skill set than vfr flight.

No way you'll be dinged for asking a question. This is a Mooney forum dedicated to Mooney flyers and fans. To be fair to the collective membership (and the Supporters), the Admin's need a method to maintain order. Contact Mooniac58 if you have any questions. They have a Bug Reports & Suggestions section too. At the end of the day, the right of Free Speech doesn't apply at a public internet forum run by a private entity. It exists purely for entertainment purposes only. Note the terms and conditions: We have the ability to remove objectionable messages and we will make every effort to do so, within a reasonable time frame, if we determine that removal is necessary. You agree, through your use of this service, that you will not use this bulletin board to post any material which is knowingly false and/or defamatory, inaccurate, abusive, vulgar, hateful, harassing, obscene, profane, sexually oriented, threatening, invasive of a person's privacy, or otherwise violative of any law. **edit** Note that I was "dinged" for violating the above yet my specific comment did not contain any of the above. I do agree, though, that it had nothing to do with the topic as I vented without biting my tongue.

I believe in second chances and think he should be allowed to return from exile.

Andrew, it is a good idea. We are looking into it. For any suggestions from any one, send to me in private email so we don't clutter up here. jmaxwell@donmaxwell.com Maybe we should make a trip over the pond and do one. Just a thought.

I guess I have such an E, including SabreCowl, PFS, 1-piece belly, Scimitar prop, 201 mods including w'shield. I agree it ought to be a 160 ktas (@ 75% best power) but at the moment it's about 5 knots short of that. The airframe under the pretty paint is 54 years old with some twists and sags that are probably a factor (Lynn wants to replace the right flap that has a 2 degree twist). J's do have inner gear doors... I don't know what that's worth speed-wise. EI is in the near terms plans when SureFly is approved for variable timing. Of course this is all Mooney speed disease... I fly 65% or less, full throttle, 2350 rpm, 8.5 gph at about 145 ktas.

First, to make it clear, I don't log aircraft expenses in any one place but to compare my experience over 7 years to Marauder's summary on the back of an envelope: Hangar $3000 Fuel $3400 (75 hours @ 9 gph @ $5.04) Garmin $1000 Insurance $1100 Annual $500 Maintenance $500 Sub total - "operating cost" $9500 ~$125/hour. Engine depreciation $1125 (using Chris' number, same engine $30k/2000 hours) New avionics, paint, bladders, PFS, SabreCowl... $10,000 average annually and no sign of changing Mooney activities this year - PPP, Sun 'n Fun, MooneyMax, Caravan/AirVenture, Mooney Summit, AOPA fly in... $10,000 for registrations, motels, cars,...?

Just spoke to Jose on the phone about my fuel tank issues for a bit. He was really helpful in explaining how the system works. Also asked him how come he's not coming on Mooneyspace lately. He said that he got in trouble and is still banned. He told me to pass along the following: "If you can talk to them, I promise I will not touch the subject of the gay people any more. I didn't know there was so many gays in the Mooneyspace or so."

Just think of all the hot chicks you have met because of the Mooney....

Oh the retirement thingy, once retired or semiretired like me, I’m retired from May to December now which equates to my flying season. If I didn’t fly or not play golf for broken body reasons, I could camp out in Pike Creek counting my money or keep flying on multiple vacations or outings yearly, just like my buddy Bobby with his bad ass super 21. Like Anthony stated it’s just a stroke of a pen. Just keeping fit medically is the main goal. I have about 125-150 hours planned for the approaching flying season

I think I found him! Sent from my Pixel 2 XL using Tapatalk

Here are the new cams installed on my seats, courtesy of David's @Sabremech machining skills.

The strobe can be toggled on or off in the sky beacon app. The skybeacon wifi/app only works on the ground but this allows you to turn the strobe off while taxiing around other aircraft at night. I had the skybeacon installed at Sun N Fun. They were running a $100 installation at Sun N Fun. So far, all seems good.

Like they say, if the weather's bad to IFR, but if it's really bad go VFR. I never noticed a difference between foggles and actual IMC. But that might have been testament to my instructor. One tip I've learned as I've worked towards having my personal minimums equal what's printed on the chart, is when on the autopilot, don't disconnect immediately on breaking out. Let the autopilot keep flying while you adjust from IMC to VMC. For example, breaking out right at minimums on the ILS at 200 ft. I'll let the autopilot take me down another 100 ft while I get a good look around. Then disconnect and land the plane. I've seen someone I was riding with, hit the autopilot disconnect immediately on breaking out of the clouds. But the action of pushing the red button, evidently included a slight tug on the yoke and back into the clouds we went. Now we're going missed. So go ahead and wait a couple of extra seconds after breaking out and get your bearings.

86° in Austin today and 90° tomorrow. We're loading the truck on Wed and will be in Denver by the weekend.

Yeah, the Vintage (pre-J) Mooneys are downright ugly.

Maya Angelou finished a poem with: “We are more alike, my friends,than we are unalike” Theres a lot of truth there, especially on a Mooney forum.

I'm also a fan of the electric gear and flaps. No regrets there at all. Service instruction only, not a requirement for typical GA. If we want to compare applicable SIs, ADs, etc., it's going to get pretty complicated and/or ugly pretty quickly.

I have anecdotal experience with to Comanches, a 250 and a 180. The 180 was beautifully restored example that was a reasonable XC machine. Years ago we flew on station during July 4th fireworks and I could have lapped him with my F. That 180 was a 130kt+ airplane. It could have been mis-rigged after paint but the engine was not tired and the airframe was super clean. My friend and hangar neighb as a 250. Cruise speed is near as identical to my F as makes no difference. We'd have to race them side by side to see who would be a smidge faster. The math would suggest his 250 should best my F in a race though it would take 25 to 30% more fuel to do it.

It's been a while since I bumped this thread. We now have 24 pilots (including at least 7 first timers) plus 14 guests signed up for the June 14-16 KHKY clinic. Look for links to registration and hotel here: http://www.mooneycaravan.com/training/mid-atlantic And for first timers I'll point out that registration for Caravan (MSN-OSH) and hotel in Madison WI can be done here: http://www.mooneycaravan.com/registration (I'll be sending an email to the MAG roster in a few days which will show the info I have so you can advise on any corrections.)