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Compared to some Mooneyspace claims each of my three Mooney airplanes was slow.

We at Mooney space should make this guy who pulled the pilot out of the plane a nice trophy and crown him the first Mooneyspace hero of the year!

At 10,000ft I’d say you're doing just fine. It’s an NA airplane. It’s going to be fastest at ~5000ft

I think he meant this one:

The beauty of it is typified by how I learned it. I was a wet behind the ears CFI doing a 172 checkout for a retired airline pilot with 20 gazillion hours. When I pulled the power he looked out the window, pitched for level flight visually, found a place and headed for it. Never even looked inside the cockpit - to troubleshoot - until after he was heading to his chosen landing area, already at best glide. No playing around. Heading to the landing area at best glide within about 6 seconds. Compare that to the too typical "hunting" for best glide while valuable seconds tick away. its become a staple. Both personally (and I have had a power loss in the clouds) and when teaching. (Don't worry. I managed to teach him something too :D, but the lesson I learned was better)

What Andy said. I had a custom interior put in my Bonanza when I was flying several days a week on business. Several thousand hours later, the front seats were worn out again. Had Airtex install an interior that looked just as good as the custom job. For thousands less. Some shops do beautiful work but I would not spend more than 10% of the aircraft value on an interior. Airtex is a great value for our older airplanes, that is why I am in the process of installing one in my new (to me) ride right now.

Different operators, different procedures. I just get the nod from the other guy that he’s ready to go, drop it in the second notch for flex power and start the timer. “Airspeed alive” is our first call. But yeah, one gets used to being insulted in the flare. Re:Engine Analyzers, @gsxrpilot, it’s got an EDM-700. For a 4-cylinder carbureted engine, that’s enough for now. Would love to upgrade to a primary setup to replace the old gauges, but that’s later. It could grenade next Tuesday over the hills of North Carolina, but I’m happy with 4cyl egt/cht/fuel flow and oil temp. It’s not the most intuitive, but I was sharp on that very box at age 23. Pretty sure that 15 years later I can figure it out again I have had one engine failure that put me off airport engine monitor wouldn’t have helped a bit with that one. First order of business is a little shakedown trip next week to NC. I’m gonna let the crew at AGL aviation put the travel boards to her and get everything rigged square. I’ll take a look at the Sensorcon CO detector. That’s money well spent right off the bat. I do appreciate the suggestions on how to spend the bucks! Some priorities came up that I hadn’t considered. Stay tuned. We’ll have some fun. For anyone who still reads those paper things, I sling some words at Plane and Pilot magazine. I mean, it’s no MAPA log - you’ll have to tolerate the presence of other sorts of planes- but I’m sure some Mooney tales will make it onto the pages here and there. BTW all my PDK folks, who’s got the most reasonable overnight fees? I need to stage out of there next week for a night.

http://www.airtexinteriors.com/ When all is said and done, you really can't beat Airtex for price and quality. By the time you buy fabric and give it to someone to sew your seats, you may as well just buy the Airtex and be done with it. I've used all 3 methods: my first Mooney (1967 M20C N2997L, BTW) I had a local mom-and-pop place do; the second, an Aztec, I bought beautiful materials, gave them to a custom shop, and got a custom interior; the third, my current Mooney, I installed an Airtex interior just one year ago. Unless it's a really expensive, really high end airplane, my next interior will also be an Airtex. And if you order it at OSH, you get a 5% discount (one more reason to attend in person).

You have an annunciator or flip flop button on your yoke to change between GPS and VLOC? It’s likely shorted to ground...

It sounded to me like the guy was using an air powered cut off wheel or something. Hit some steel or the pavement and poof

I've only used the in-ear Halo's. Nothing over the top. I do have a nearly new set of Zulu 2's that have been factory upgraded to Zulu 3's knocking around in the back seat. Both my wife and I much prefer the Halos.

https://www.carnegiehero.org/nominate/

WHAT?

I didn't look at the spreadsheet but you might as well key the formula into it. But here's a shortcut when flying - normal cruise pitch will produce best glide within about 5 KTS. So, in the clouds, just put the airplane on the AI horizon line. True in all 30+ single makes/models I have flown.

This... at least for starters. I would get a SensorCon CO detector before flying the plane. It's too important not to have. Shoulder harness is in the same category for me, but you've got those already. I'd immediately get on the schedule with your local/favorite shop to install a proper engine monitor. It will pay for it's self in reduced shop time, troubleshooting, fuel savings, etc. And it might give you the advance warning you need to be get on the ground under power, rather than a forced landing from a catastrophic failure. Next go put a 100 hours or so on it and get through another annual. If you're flying plenty, loving the plane, the annual is clean, and you're planning on keeping it, then start down the upgrade path... WAAS GPS Autopilot Solid state AI, HSI, TC, etc. (remove vacuum system) PS Engineering Audio Panel Sirius XM Music/Weather StormScope etc, etc, etc...

If you have handicapped credentials, there are many close-in handicapped spots. -dan

I guess something was lost in translation My original post was to the OP as to what equipment was to be added right away. :-)

It's a little south, but my family and I are planning to go to Dayton, OH to the Air Force Museum. Maybe you have already been there, but I can't wait to look at the XB-70 and the YF-12...

If anyone knows how to get in touch with Mr. Hunnicutt, please let me know.

The test show that the Alt was good, so next easiest to do is replace the reg. (lot easier that pulling the Alt. which is buried on the back of the case). Next you have to pull the Alt off to check the coupler. So if you are paying an I/A to pull it a $110 an hour and at least 4 hours to R&R, one starts the easy way. Fortunately the I/A know my capabilities and allows me to do most of the work under his watchful eye. Pritch

I am doing 100MPH and focusing on a landing area. Very sorry to hear of the loss of your friend and hoping your buddy feels well soon... Happy thoughts. Life can be a B..I itch sometimes.

Yeah, the weight thing is why I put together the quick "cheat sheet" for common configurations. It's never going to be exact, but it should be close enough in the proverbial pickle. I'm seriously pondering installing the AV-20-S. I have a spare 2" instrument hole in my panel, and as I'm still rocking the vacuum AI/DG, having an electronic backup attitude source would be nice to have. Not 100% sure about the "probeless" thing, but the FAA NORSEE'd it, so ...

PS: Jim, I would cease wearing ANR and go to a David Clark passive unit if you have ringing/tenitis after a GA flight. Sorry that you are having these issues. As a 49 year old you have a lot of years left. Being hard of hearing is no fun. We have all been around people so disabled and struggling to communicate. Protect what you have got. Once “it” quality hearing is gone...it is gone.

fyi garmin support is available during weekend...and the wait time is typically short

You’re within a knot of me. I appreciate that you did the 3 way speed test instead of just saying you get 175mph TAS based on your Aspen/G5/430W or whatever. Try same power settings at 6500’ (will be more fuel flow). Likely hit 150.

The Airbus tells you to "Retard, retard, retard" the thrust levers in the flare, since the autothrottles won't automatically go to idle and disengage. When I'm flying, I think it may be calling me one.

Valid, but I almost lost my 530W because of flying through heavy rain. It shorted and I had to get it overhauled by Garmin. Not fun and not cheap. However, you are totally right, the 201 mod is not avionics mx friendly. Sent from my SM-N950U using Tapatalk

This data sort of applies to most Mooneys... Each PIC would have to verify the numbers that work for their plane... But the strategy is the same. Note the glide speeds vary over the entire range of weight... From memory, my best glide speed changes 10kias from heaviest to lightest... 90 kias at max weight, 80 kias at the lightest... knowing your weight at the time would be nice... having an AOAi would be pretty cool... Keep in mind, finding this data in the electronic POH probably took longer than a glide from cruise altitude... PP thoughts only, not a CFI... Best regards, -a- A close-up that shows better detail of the three lines... For the O drivers that are error checking... the note reminds us to have closed cowl flaps... For the mathematicians... the three lines should converge at the origin... (why are there three lines?) For anyone familiar with converting miles to kms.... does the kms on the bottom of the chart match the miles on the bottom of the chart? (60 mi should be about 97 km) the scale seems a bit wonky?

Nothing is easier than spending someones else's money, Has your airplane EVER had an engine problem in its history? If its like most 180 HP Lycs it hasn't. Lycoming certified it with the gauges it has. Its flown for decades with no issues. What would make one feel that an issue is imminent without an engine analyzer? Ya, I know the slings and arrows are coming in sort order toward me for being a heretic but I've flown my C model for 20 years with the dials it came with. Enjoy the plane for a while and plan your perfect panel. No hurry. What I would put in would be something that called out "Retard" Retard" "Retard" and just make sure you call TOGA as you push the knobs forward! My shields are up for the rest of the forum posters on the analyzer issue :-) :-) JMO You wanna talk big 6 cyl engines (or 8) ? OK, should have one there but the 180 ? NA Nice but not required.

You might be a little slow. I have a 76F with only the lower cowl closure and get 142-143 TAS on 9gph. Flight control rigging is probably a good place to start.

I used to take my old M20F to 16000 quite a few times. I did an IFR flight over the Rockies once with 16000 MEAs. It does surprisingly well.

Yes it will climb 3000’ in less than 5 min and be below 27”. The engine at full throttle makes 5% more Hp. At every equivalent power setting it’s 5% more. So at the power settings we cruise at, it’s 7.5hp extra at 75%. And 6hp more at 60%.

140-145 down low and 160-170 up high. Around FL190 is the sweet spot.

@Pasturepilot, funny, my office is just down the road from the King and Queen. I'm waiving right now. Can you see me? My house is over by Mercer and PDK. Sounds like a meet up is easily in order. @GTPH you too. If it's ok to continue to hijack, I'm on the NE ramp at PDK. Btw, Jeremy, the plane looks sweet. William

Thought I’d throw these pics up- I found them while lazily pursuing landing gear pics... haven’t seen this approach to avoiding towing damage before. It definitely has its pluses and minuses!

Are you saying the best speed improvement for a J is ...... wait for it ........ is a K?

Excellent, more new neighbors (us included)! Might as well hijack your thread for a quick intro... My partners and I have an M20F over at PDK as well.

All evidence is anecdotal. When did the first Telex ANR come out? Early ‘90’s? Earlier? Anyway, I have been a constant ANR user since. Thousands of hours in pistons and Boeings. Lightweight Telex in the B744, a noisy cockpit. At age 74 my hearing is amazingly unaffected. I tried a Halo but couldn’t tolerate the alien in my ear. A20 and Lightspeed for me.

Also remember to check the quality of the tie-down threads back at the tail... some of the tale tie downs have had a tough life... My M20C’s eye bolt had a certain bend to it and its eye was ground thin on the bottom... PP thoughts only, -a-

Yea for Olivia! Going to KOSH with daddy will be a great memory.

Is that when all the retirees in Florida move to Jersey?

@carusoam, thanks for the tips. That's why this forum is so great. I've heard of some items you listed, but not the 2U TC'd plane...I'll look that up. I used to wrench on my E with A&P supervision, but my current job takes most of my time, so I'll be paying. The plane will be based at KSKF and Kerrville, TX is just down the road. Sent from my SM-N950U using Tapatalk

My bi-weekly commute is right on the ragged edge of non-stop flying carrying IFR reserves. 650NM. Can make it East-bound, but West will be wind-dependent. And yep, I'm used to long flights, piddle packs, and XM radio commutes. Oh, and a good Chipotle gut bomb mid-flight. Sent from my SM-N950U using Tapatalk

Bucket List Flight today Beautiful morning with maybe the best opportunity for flying while we're here in NC so we flew out to First Flight. Fairly smooth, hazy flight but the winds do swirl around a little coming in final over the beach to 21. Once you drop below the treeline it changes again, but wow, how cool to land there. I get emotional about some things but must say I was a little surprised at the level of emotion I felt being up there on top of the hill. There may or may not have been a few tears shed. We back taxied on 21 along with two other planes departing and my wife snapped a great picture as we lined on 21 and waited for the Cessna ahead of us to depart. If you look close you can see the monument in the background.

Pam come in different flavors for baking or frying... Something to consider when harvesting proteins from the leading edge... -a-

Oh no. Another fan favorite topic. Where is Jose?! There are threads here about various purported uses for Wd-40... I think one included its use for lubing a pee tube mod.

If it oscillated around the proper altitude like he described, it isn't an altitude sensing problem, it's a control loop problem. The loop damping went away for some reason and it started oscillating...it's a fundamental control loop issue. Since the loop filters in the GFC are all software, it may be a configuration problem, but it's curious that it works sometimes and not others. Maybe it's just not ready for prime time yet.

Consider the rounded corners at the same time... -a-