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It is painful, like getting dental work, but for once I agree with this guy.

Jim, Thank you for starting this thread. As with all contentious threads, I learned quite a bit about the nuanced details of flying my Mooney and what other pilots are thinking while flying, but my biggest takeaway was "expect the unexpected" while continuing to 'see and avoid'. Now @gsxrpilot, about that beer.....

I don't take at as criticism. We all make decisions about risk and return. I respect the line of thinking that says the ragged edge is over there and I am staying as far away as possible. Being close to the airport in the unlikely event of a power failure is a small comfort. The reason I that I fly the patterns I do (big or small is subjective when it comes to patterns) has to do with the same risks that drive you towards larger patterns with gentle bank angles. Low energy, low level maneuvers can be dangerous. I hope that I never have to execute maximum performance maneuvers at low altitude in an emergency but I want to be familiar, practiced and as comfortable as possible in the unlikely event that it is needed. That doesn't mean that I am going for max performance descending turns in the pattern, it means that I try to use the remaining energy as efficiently as possible. If I don't have pax on board, I try to be power off from abeam the numbers until adding power to taxi.

If so, time to find another maintainer that has your best interest in mind. Mike has done a great webinar on this very topic available. Google "Deciding when to overhaul" by Mike - available on the EAA videos site. Sent from my iPhone using Tapatalk

Instrument arrival does zip-po for separation when you arrive at an untowered field. I'm busy moving to my 5th base, all untowered, and did my Instrument training at one that didn't even have an approach. On VFR days, even on an Instrument Approach, the PIC is responsible for separation, and for making position calls on CTAF that even student pilots can understand.

Maybe it's time to overhaul or maybe it's not. But I surely wouldn't overhaul just because of a couple bad cylinders. If everything else is fine, I.e. it's not making metal, Pull the cylinders for repair or replacement first and get a good view of the bottom end, cam, lifters etc. Without more than cylinder issues there shouldn't be a pressing need to overhaul. Sent from my iPhone using Tapatalk

Christmas 2008 I took my girlfriend up for a flight to look at the Christmas lights from the air. The end of the tour was over a friends 10 acres with almost 100 strands of lights laid out to spell out the question. We got married the next year and she's had a soft spot for our airplanes ever since.

I found a website that sells T-shirts. I've got a few for my wife and I to wear at Oshkosh, they seem to be pretty nice quality. He says he can add N#s and customize them if desired. Prior to this order, I had him make some decals for my airplane which came out great (picture below.) http://www.aircrafttshirts.com/Allaviation.htm (BTW, this is not my website nor my business. He says the reason he has so much Mooney stuff is that he owns an old M20C, so at least he's one of us.)

I see this as a failure to employ and respect Murphy’s law. Some student pilot in a pattern - a guy on the radio who sounds like the should have hung up the spurs 29.5 years ago - someone in a non-standard aircraft like a gyrocopter - all these and many more are red flags for something that may increase my risk exposure. Remember anything that can be screwed up will be. Assume the other guy will f up, have your contingency plan ready to execute, and that will keep you safer. The other thing I see as a learning opportunity is to use the radio to not just announce position, but deconflict or raise awareness. It’s right there and if both aircraft have them they should use them to coordinate. “Mooney is 45 entry to right downwind 36 at KXYZ, I heard a warrior but negative visual contact” ”warrior 1FU turning downwind 36” ”Warrior negative contact..where are you? ” ”midfield downwind” ”OK making a left 360 to rejoin the pattern on a 45, will sequence behind”. That takes 5 seconds or radio time and can avoid a lot of grief

^This. I've always assumed that the other pilots that are flying around me have absolutely no situational awareness. That keeps me vigilant.

Replaced my baffle seals with a set from Guy Gimbee. I didn’t think the old ones were that bad, but results are in. Now maintaining same temps 330-360 on same power setting (ROP) burning one gph less Not sure where the added speed came from. Expect it’s more air going through intercooler and cowl flap from 1/2 open to closed. Great fun. Thanks Guy.

I've had to divert several times. Depending on several issues, Northwest/Delta used to give us anywhere from 20 to 120 minutes of extra fuel over and above what was required. However, there were times when ATC would use up that fuel (ground delays, route changes, vectors, altitude restrictions..) followed by holding for various reasons (weather, traffic, runway changes, runway closures...) as we got close to the destination. When I got down to zero extra fuel, unless ATC would let me continue to the destination with a realistic expectation of landing without further delays, I would divert. Once I started a divert I would not turn back. If I did so, and ATC lied to me (they would never do that would they?) I would be between a rock and a hard place. Going to either airport would require using some of my reserve fuel. I considered that fuel to be used in an emergency, not due to poor decision making. I was not willing to risk running out of gas with 100+ people behind me. I even had one time when my dispatcher let me know that I was not authorized to divert. I let him know I'd call him after I landed at Rochester.

Well, to assuage all of you who fear that things may 'not have been right', please attend: Following the install, I had my A&P/IA run a W&B. He had no issues with anything that had been done. Bruce was extremely careful about fire retardant materials meeting the letter of the law. With the Spatial Interior, he uses the same plastics that are used in commercial jets. Lastly, because of the modular design of the Spatial Interior, and the fact that it easily snaps in and out, future inspections of what is really important; i.e., structural elements, are much simplified. QED

What bank angle is not prudent? It’s ok to bank the airplane! In fact being afraid to bank and instead rudder the nose around trying to hold level flight is what kills pilots in the infamous base to final turn. It’s about time we put away these myths and teach pilots how to fly. Bank the airplane all you want and unload the wings with your elevator into a descending turn. Stall speed will not increase. It will only increase if trying to hold level flight.

My shop uses Jewell and has for years and says they deliver as good a product as anyone in the industry. My engine has 2,000 hours on a 1,700 TBO but it is running perfectly. When it is time, Jewell will overhaul my engine. http://www.jewellaviation.com/overhauls.htm

Sorry, but... Assuming everyone else is going to fly to our interpretation of the FAR/AIM is naive. Entering the traffic pattern without a visual on other planes in the pattern is presumptuous. Descending into the pattern in a low wing is visually problematic. I would have apologized to the student for flying into his pattern without seeing him first. I like to approach the pattern at pattern altitude. It's just much less likely I'm hiding someone with my wing. And I'd never assume anyone else should be looking for me, will be where they say they are, or doing what I think they should be doing. This also comes from a lot of years on motorcycles. The safest way to ride is to assume I am invisible. Others on the road can't see you. If I ride that way, then it's 100% on me not to get hit.

I can relate to this. And once becoming affluent enough to own a Mooney, it also means I can generally afford to sleep indoors as well. But the one time a year, we sleep in the tent outdoors, is at Oshkosh. There's just so much going on early in the morning around a fresh pot of coffee, and late at night around a cup of something that hasn't been fresh in at least 25 years. If we were going alone to Oshkosh just for the airplanes, we'd get a room. But going with the Caravan and all our friends, is a great experience that can really only be fully experienced by sleeping in a tent by your airplane. PS - being awakened at 6:10am by the roar of three 12 cylinder Merlins in formation rolling on the runway a mere yards from your tent, is worth the experience.

I had planned to ask my wife to marry me during the Mooney Caravan, but as things worked out, she married me in the pulmonary unit of a Level 1 trauma center while I was on a ventilator. I love you Alice.

I have need to put the Mooney on jacks. I have the jacks on the way, so now I need to lag an anchor point to the hangar floor. My thinking is to over engineer it by about five to one, but that is a side comment. Show me what you used in your hangar floor. I would like to find some standard hardware piece of some sort. I will use flush mount lag nuts, so I can remove it when no in use to eliminate a trip hazard. Thanks!

I'm headed to Montana in July for TAC (Total Archery Challenge). A few of the "group" (about 30 of us), decided we needed to do a meet and greet. Since the acreage we were setting the archery course up at was a 3 hour drive, I chose to fly two buddies instead. 35 Minute trip one way. Here's the interesting part. Vince is 6'5" 320 lbs. Jason is 5'11" 226 lbs. Watching these two (no offense to any other Mooniacs on here of this stature) fat bastards get into my F was almost comical. Really wish I had a camera rolling. Just got me to thinking, what's the largest person any of you have put in your plane, and do you have any other suggestions to make this easier? Good news is, the three guys I"m taking with me in July are typically mistaken for fenceposts. All under 170, and lanky. My takeaways from my first transport flight experience: 1- Ask for weights of passengers WELL before flying. I ended up draining 22 Gallons of fuel out, into J-Cans on Friday night just to get within limits of UL. 2- Hand out headsets AFTER passengers have boarded / settled in. Vince managed to sit on my set of Bose QC25 / uFlyMike set in the back seat. Ripped the mic off, and one of the ear cushions. I"ll PIREP the uFlyMike and headset and tell you that they're durable, but a little tedious in getting the foam back into place. 3- As seen by the photo, I chose to bring "Light beer" for the passengers. You can never be too safe when it comes to weight. 4- As I've typically done solo flights, and maybe with an instructor/ one passenger, I learned that you need to watch what you say. The Phrases of "oh $hit!", or "F%%K!", were quickly responded by "OMG WHAT???" from partially inexperienced Mooney individuals. In reality, it was me not setting a timer, or plugging in my ipad, and that was my way AHA! moment, and my response. (Note: In Jason's defense, he did survive a float plane flipping over on its' wings last fall, while on a sheep hunt in Northern BC, so I have to understand a slight bit of "long tail cat in a rocking chair store" mentality).

This is not accurate. Stall speeds increase when bank angle increases at a higher rate than normal backstick pressure alone (all lift vector against weight+G). A pilot attempting to increase their turn rate by using elevator thus is increasing angle of attack quicker to a stalling AoA, hence “higher speed.” This effect doesn’t require level flight, just an angle of bank and an attempt to increase turn rate using elevator. Climbing, or descending... your stall “speed” increases with angle of bank (your wings stalling AoA, however, remains constant. ”holding level flight” is not a prerequisite for this condition.

I'm not sure but I think you really misunderstood my point in agreement with what you were saying about basic airmanship or perhaps I was mistaken as to which statement you were referring to

When I re-did my interior I installed rivnuts instead, so now I use 6-32 stainless screws instead. Much nicer installation, IMHO. I kept all the old parts. I will give them away to whoever wants them, but it'll be later this week before I can get to it.

Lots of options in this kit from amazon- https://www.amazon.com/Retainer-Plastic-Fasteners-Tailgate-Fastener/dp/B07GRJ8QSY/ref=sr_1_15?gclid=Cj0KCQjwrpLoBRD_ARIsAJd0BIVzy-FQ-IfABzjXi5XcQioeGRY89K5Ue-qfOq4kbQOazK_jcGO4gJIaAguREALw_wcB&hvadid=295470991826&hvdev=c&hvlocphy=1026438&hvnetw=g&hvpos=1t2&hvqmt=e&hvrand=12770002325052590671&hvtargid=kwd-311714384155&hydadcr=5734_9183525&keywords=car+upholstery+clips&qid=1560614357&s=gateway&sr=8-15 This from Summit_ https://www.summitracing.com/parts/hag-dopcf?seid=srese1&gclid=Cj0KCQjwrpLoBRD_ARIsAJd0BIU0yDunJLJM5OPHWcwycg-7AE4pxtpzOgWmHTuXmY4p9PuzslyBCMsaAjBVEALw_wcB

I’m doing the same thing, I was thinking of switching to Velcro. Those things seem to be called trim panel spring clips. Most were made to hold Masonite door panels on old cars. I don’t have the parts manual with me, it might say who the OEM is. Good luck,

I have had great luck with this through the years but it is really only if you can get ice at the destination. Coleman Collapsible Chest Cooler... https://www.amazon.com/dp/B0032MSCSU?ref=ppx_pop_mob_ap_share

Thank you to everyone else who answered. I’m going to give the NL a try and see what happens.

I've said this will make a funny story someday. It's looking more like a story involving lawyers and annoyance.

Unique only for a Mooney, but it’s virtually a Cirrus SR-20 engine - thus very common these days. Sent from my iPhone using Tapatalk

I just charge my devices at the MooneyCaravan tent. There are plenty of power strips and a generator powering them.

The paperwork for the Mooney’s is very close to being ready to submit, so still hopeful for an Oshkosh release.

Yep, did the same thing here, and couldn’t be happier. Excellent product...I would install them again in a heartbeat.

My favorite new phrase instead of "PPI"- prenup. Short, to the point, and descriptive!

Yuup! I called LASAR and they wouldn't do an annual as my engine is past TBO. So, Top Gun got my business

I agree with what Paul has to say. 2 cylinders are off so take a good look at what you got first. If you decide to overhaul I would recommend Tim’s aircraft engines in Long Beach CA. The shop is clean and organized, he invites you in anytime to inspect the process and runs the engine at least an hour on the test stand before he sends it back to you. Price was very fair for my engine. Since your close I would take a look.

I stayed there three years ago when I bought my plane and it was going through a prenup at DUGOSH. Sent from my iPhone using Tapatalk

Yes it is a drop replacement on a J and it's good for both 14-28v. You might need to loosen up the FCU in order to get the old starter out. It takes about 5 hours to get it done. It sounds very different - and , in my opinion, more "modern" sound if there is such a thing - when you crank. Weigh much less. Works well.

Want to focus on what isn’t working? What is keeping the existing starter from engaging? Or, you have already made the call to abandon ship, no going back... The Bendix drive is the primary culprit of starters not engaging... The BD is so mechanically simple a good clean and lube gets them working again. My O360 used to suffer between annuals... So a quick clean and lube would usually work for a few more months... The sign of need... whirring of the starter, no engagement... PP thoughts only, not a mechanic. Best regards, -a-

I have a skytec 149-12NL on my IO-360-A3B6D and it fits perfectly installation is straightforward although it takes some time to remove the old starter and install the new I replaced a Prestolite that was still working to: loose a few pounds (i think about 10 lbs) faster spinning I kept my prestolite as a spare

Stephen- Byron has created a DIY dehumidifier he uses with his and his wife Becca's M20J. Byron or Becca, either of you two around? -Seth

What brings you to dig into polymer behavior modeling? We have a few plastics guys around here. Injection molding, extrusion, 3D printing. We had one guy that was thermoforming acrylic canopies... and a bunch more wanting newly designed rubber donuts... lower cost, longer lasting, and something to improve poor landing technique... Best regards, -a-

I never seen M22 in person but looking at IPC it didn't have a space frame construction as M20 does. It looked like conventional monocoque, albeit not round. I am sure a lot of sealant was used... never hear of sealant being referred as "dope", though.

1) Compression ratios and TCM.... go through the effort to follow the procedure exactly... it is possible that compression numbers aren’t that low. 2) Deciding to OH the engine based on CR of two cylinders... not very well correlated... 3) Deciding to OH the engine based on engine hours... Some PPs OH based on other signs of measurable wear... 4) 2100 hrs... you have done well. 5) What do you want next? - brand new - factory reman - factory OH - big shop OH - small shop OH 6) I wanted to run way past TBO, LOP.... a ground strike got in the way of that plan... so I went with the reman. Unless you want the OH, find out what is causing the low CRs... Unqualified, PP thoughts only, not a mechanic... Best regards, -a-

I thought it was a Piper Warrior? That was @jcovington 's belief, that the Warrior did see him based on his radio call

What a great act of selflessness risking your life to help another human he doesn’t even know, this is an act of true an real heroism. After seeing the interview I felt overcome with emotion. What a man and hero.

Perhaps I am naive but then why do we have recommendations published for our use? When I am mixing with other traffic in the pattern I try to be both polite and safe. Sometimes I need to speed up and sometimes I need to slow down. I expected the speed to give me separation and to not interfere with the Warrior pattern. I was wrong in this case. I don't see how to have a visual on traffic at all times in the pattern. You have to depend somewhat on situational awareness of what the traffic is doing. I was definitely looking for him just apparently not in the right place. When I was established on downwind the Warrior was low and to my right. Very much a blind spot for me. Keep in mind that the conflict occurred about mid-field downwind. I had been established for a while and was in clear sight of the Warrior. I did not descend into the pattern. I was at pattern altitude on the 45 entry. I was slowing to put the gear out on the 45 so it was fairly quick. The Warrior was climbing on crosswind so he was below and to the right. The Warrior continued to climb after turning downwind. I could tell since I had a front row seat :). I never spoke to the student. My conversation was with the CFI. I was not inclined to apologize since the turn from crosswind to downwind was too close to another aircraft and should not have been performed. That turn is my biggest problem with the encounter. Jim

Nice video. I am surprised the controller did not repeat the runway change instruction until there was a reply. He made two mistakes, first the incorrect call sign and second not confirming the instructions were received. You made none as the last transmission directed correctly at you was “Mooney 968M 16R cleared to land”. Had he persisted with the the runway change instruction in the absence of a reply, it’s likely you would have realized his mistake and replied. I hope he didn’t bark at you for landing the wrong runway as the recording would have been embarrassing for him had he done so.

Wow, I do not know you but your post makes me wonder if you and I would get along. I hope my first impression is wrong and that moreover your assessment is as incorrect as it is in poor taste. Interestingly, this was your first post on this forum. How about an introduction before you pontificate?

We've got friends fighting for life in the hospital and you come on and your first ever comment is this garbage? You're seriously concerned about your insurance premium going up? This is the last post I'll ever read of yours and hope to never see you or your Mooney on a ramp anywhere I fly.

Unless the difference is huge it could simply be just the difference in the amount of magnetic variation the GPS is using versus the VOR. The latter is much further out of date but the supplement will be able to tell you precisely what your local VOR is using. Sent from my iPhone using Tapatalk