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Showing content with the highest reputation on 07/27/2019 in all areas

  1. Took my longest flight yet in the Mooney - FXE to BLM 5:01. Pretty good flight and landed with 35 gallons to spare. What the Bravo was meant to do (Besides climb over peaks in the west).
    5 points
  2. Get there any way you can... I have three fisks, one caravan, and a couple of SnFs... inconveniently rejected on two of those... Winterhaven and Appleton make nice stop-overs... when too late to arrive. To improve one’s comfort level... 1) Bring a set of trained eyes to help look for other planes... 2) Bring your memory, full of way points, that are clearly depicted in the procedures... 3) Select the best times for a lower level of traffic... 4) Doing this solo, on your first time, would be a real challenge... 5) Is that the upside down wedding cake... where
    5 points
  3. I frequently remind myself what a privilege it is to fly my own plane about the country. We’re our own 0.1% of the population: Whether we fly a Mooney C model or Citation X it is a rare gift available to a very, very few.
    4 points
  4. Well actually it was Wednesdays flight, but G-OBAL is HOME, YAY YAY YAY YAY . It has been a long hard slog to get her better, most of it with absolutely NOTHING happening to the aircraft, but she is now home, i can fly her again, and generally drawl. The only bad point is that the airfield said i had lost my parking space so she now parks on the grass, this is petty airfield politics but the new spot is not too bad and I can make it safe for her with some Parfo (if the manager allows me). The videos don't seem to want to upload so I've linked Andrews Facebook post, hope you can all se
    4 points
  5. More than likely BK now controls all outside communications
    3 points
  6. New cylinders, overhauled fuel system, new or reman mags, overhauled exhaust, overhauled turbo/wg, new hoses, engine mounts, baffles, etc. I’d budget at least 40-45 and be prepared to reach deeper into the pockets while you’re in there. The engine overhaul process is no different from maintenance in general. Many decisions to make along the way. Make sure as you’re looking at used planes that the previous overhaul replaced/overhauled the required systems to even be considered one. (a number of them don’t...).
    3 points
  7. Hey, it's a heck of a lot better to just get the rating than being caught in the clouds and when ATC asks "are you instrument rated and equipped" answering, "I've got some instrument training so I think I can do this." It's better to spend some time flying IFR in the clear blue to get used to the system and punching through non-confining IMC like 3000 scattered/broken with tops at 4000 till you really get the hang of it. Nobody says that you can or should go flying in low IFR to minimums on every flight once you get your rating. But if you do take the crash course, you have to be extra aw
    3 points
  8. Just think about this for a second.... the USB plug + install costs the same amount as an iPad. The “aviation panel mount” USB plug in... the thing that they give away with an iPad... COSTS THE SAME AS AN IPAD! if that’s not an aviation mark up... I don’t know what is. ....and people in the other thread are wondering why a new mooney costs 800K and you can’t build a J for 200K anymore. This is why.
    2 points
  9. Although IA's may use whatever list they like, part 43.D specifies the minimum an annual checklist should contain: D)... (3) Internal engine—for cylinder compression and for metal particles or foreign matter on screens and sump drain plugs. If there is weak cylinder compression, for improper internal condition and improper internal tolerances. I believe Mooney's 100 hr/annual checklist also includes it. Sent from my iPhone using Tapatalk
    2 points
  10. Great article! Thanks! I think that being told not to slip at the time I was told that, was a good thing. It forced me not to rely on that slip card that was up my sleeve and forced me to fly it more like a high performance airplane should be flown. As it all turned out, my C served as a great plane to transition me into the Mooney world. I not only slipped it a lot, but also landed it with no flaps. I basically flew it like my Cessna and kicked the full flap landing can down the road. When I got the F I landed it with full flaps and it was quite a surprise. An old pilot on the
    2 points
  11. Too many CSOB Mooney owners. At least for upselling to newer planes. Nothing wrong with being frugal, but it does make it harder to sell newer/better planes to that market. Some of the Acclaim or Ovation owners might move up though. Cirrus has marketed towards the "buy now and trade-in later for a newer/better model" crowd. No, not everyone does that, but many do. I seriously doubt there are many C/E/F/J owners that are planning on buying a new Mooney. Yes, it's more expensive, but a new Mooney offers a lot more capability. Unfortunately it's a lot more expensive than a 50 year old
    2 points
  12. No one said sell legacy upgrades under cost. If their product is only new planes then yes this might not be the audience. If the want to expand the product line to upgrades like pull an F up to the factory that leaves with 300 hp and a new cowl for say 100K then people could get interested. The factory has the power of the certificates.
    2 points
  13. Over a 20+ year period I owned 3 different Mooney airplanes, each registered in my legal name. I was not hard to find, and clearly I liked the planes. However, the Mooney company never contacted me, not even once, to see if I’d like a new Mooney. Cirrus, by contrast, worked long and hard to sell me a new plane.
    2 points
  14. Let's see. So far there is a Non Mooney International person hosting the conversation. There are people providing feedback. Software companies hold user conferences that people go to. Software companies have Customer Advisor Boards. The users provide feedback into what the product should have. The Software companies find their niche and then market sell the heck out of it. Mooney's Niche is an up and coming company that is regionally based and the managers need to zip around to the field offices. Not many people are going to buy a $700K airplane to fly on the weekends
    2 points
  15. FWIW I had my TSIO 360 LB overhauled at Jewel about 100 hours ago and have been very pleased. Sent from my iPhone using Tapatalk
    2 points
  16. $350 for a usb outlet! Hah! Plus install cost! “a fool and his money are soon to be parted” comes to mind.... just buy a PS engineering PMA450... that’s like getting a cutting edge audio panel for 500 bucks to go along with your usb plug!
    2 points
  17. I am not doing anything with the wiring just wanting a good wiring diagram for my records by consolidating a number of scraps of paper containing wiring hook up drawings. I wonder how much time is wasted by avionics techs trying to figure out how things are wired together in the absence of good documentation?
    2 points
  18. The Mooney paperwork has not been submitted yet. It is yet to be seen how things will all look once the dust settles, but hopefully there will be some added engineering manpower from BK to help get TT through the development process for new models. As has been said, the TT is an excellent product. I just flew from Florida to Oshkosh and most of the way back without hardly even touching the controls, with the TT handling everything. Flying cross country has become the good kind of boring in my 182. It will be the same way for your Mooney’s soon. We don’t know how soon, but I believe it will be
    2 points
  19. My theory is, that the ideal way to fly IFR after you get the rating is to start off flying when the ceilings are above 1000 feet at your departure, and 2000 at your destination. Then as you get more comfortable, accept 1000 feet at the destination. From there, slowly decrease that down to where your comfort level ends. It is A LOT DIFFERENT the first time your CFII is not with you. I always contend that flying on instruments while in clouds is easy. But there is a brief worry (panic?) when you first enter them after take-off. That quickly subsides. But then the real worry starts as the a
    2 points
  20. Switch to Phillips 100AW. It has the Lycoming anti-scuff additive that the Shell 100w doesn't, and is usually $55 for a real case of 12 quarts.
    2 points
  21. I suspect the change to 6 quart cases is due to UPS and other carriers. 12 is too heavy. A bag of mortar mix is now half the old bag weight. Suits me fine. 35 pounds feels like 70 did a few decades ago. Sent from my XT1710-02 using Tapatalk
    2 points
  22. Love the daily updates - reminds me to stop - pray for these folk - sustenance and renewal - Peace only the Lord God - can provide - in Jesus name - amen Sent from my iPhone using Tapatalk
    2 points
  23. Let’s focus on this sentence for a minute.... At one time this was possible... People got confused when the panel cost more than the plane... You could sell the panel, and it came with an attached plane... The disappointing part is even modern panels age poorly... 20year old digital boxes aren’t as well liked as new GTNs... Lets look briefly at a great retirement plane... An M20E... The Pilot flys IFR and has 50amu of electronics installed in his panel... I expect he will be flying it for two decades or more... especially if his grandson starts fl
    2 points
  24. I’ve had three Mooney’s two new. My issue is not with the product offered but with the performance or non-performance of the company post purchase. The issues with us G1000 drivers literally begging the company for the better part of a decade for necessary upgrades some required to keep our planes flying, I’m referring to those of us that pushed the company to have an answer for ADSB, then came the debacle with WAAS for those of us that wanted to have current avionics, currently we can’t get imo upgraded software to render our planes at the forefront of the avionics world, where is connec
    2 points
  25. I think the point that you missed and more so Mooney International is missing is that this whole "attitude" stems not from jealousy or lack of money but from Mooney failing to produce innovation that appeals to the Mooney community. Granted, if they are trying to market outside of the Mooney community, go for it. However, the failure to get many oos and aahs from the legacy community is on them. Let me explain. If I won the lottery, stock market, whatever and had the money to be in the market for a million dollar airplane, I would not be choosing the new Mooneys! There are other brands th
    2 points
  26. When we had the big fly-in at Paso Robles last year Richard Simile flew in N242KT for everyone to gawk over and sit in. He also spoke to the group for a bit and walked around handing out pens, and other stuff. I was impressed by him and the plane, and while I LOVE my plane, if I had the money I would own a M20V right alongside @mike_elliott.
    2 points
  27. Any fly ins planned for the fall. I’ll be retired by October hope to travel more.
    1 point
  28. Pilatus has close to 100 firm orders for the PC24 at about $10M each. None yet delivered. If you want one, you’ll have to wait even to get on the list. Is a PC24 “99 times more capable than a used Mooney J?” Beats me how to quantify that capability gap. Piper is doing well with $3M M600 planes. Cirrus seems to be doing ok in the piston $800K region. Some folks are grabbing up new airplanes. Just not new Mooney airplanes.
    1 point
  29. Jeebuz, forgot I did this: http://ericjacobsen.org/Files/USB_Power_Supply_RF_analysis_2.pdf From the thread below a couple of years ago. FWIW, a two-year old analysis on stuff like this is essentially obsolete, because the implementations change so frequently. An adapter bought today will likely have significantly different guts than the ones I tested. I think the conclusion is still valid, though, that there's going to be a lot of variation in units, and if you get a noisy one just take it out and replace it with something else. Even another one from the same multi-blister-pack
    1 point
  30. Sounds like it was a blessing in disguise to have the insurance company’s help bring your bird back to tip top shape. This is why I actually find it beneficial to look for recent damage history planes (especially prop strikes) fixed by a good shop. Someone you know wouldn’t put trash back into the engine.
    1 point
  31. Not looking for a fight and perceptions are reality, but maybe lighten up on the “3-blade is nose heavy in landing”? Trim is your friend and the weight of a 3-blade does not make the short body “Nose heavy” in landing...The 3-blade does shorten ground run and climb better than a 3-blade with a speed and weight penalty. More $ to overhaul. Nice to have options...Speed or ground run and climb. Choose your “winner”.
    1 point
  32. The Tower does NOT close the field to have a buffer before and after the mass arrivals. 9/27 is open and landing aircraft the entire time the mass arrival is using 36 L/R. In addition, airplanes were landing on 36 as the Mooney Caravan rolled out on Final. And if you look at the video from last year you'll see the B-29 landing on 36L while Mooney tail was still rolling out on the same runway. There is no question at all, and verified with Oshkosh Tower, that the mass arrivals reduce the wait time for those on the Fisk.
    1 point
  33. The problem mostly is the price, more specifically the number of people who can afford it, and (as stipulated upthread) the competing purchase options (including in the used turbine arena) for people who can afford the new price. I'm not saying that the price is too much, but rather it is what it is, and the economy simply can't support it. My apologies if the graph below raises hackles but the decline in household wealth shares starting in the 70s coincides with the evaporation of high-end discretionary spending on things like brand new personal planes. Sure, the population overall
    1 point
  34. New items: pistons, gaskets, all hoses FWF, gaskets, etc Overhauled items: crank, case, turbo, Merlin controller, exhaust, fuel system, mags Reused items: alternator, vacuum pump, other small accessories Don Maxwell did the R&R. All of the above plus shipping and taxes ~$60K
    1 point
  35. The first part is correct, a windmilling engine is doing work, it's just not burning fuel--the driving energy is airflow through the propellor. There is drag associated with this, just like when you stick your hand out your car window. Frictional losses from the crankshaft rotating, pistons going up and down and valves opening and closing should be minor, and is often ignored in calculations. The drag varies A LOT with propellor angle (flat angle [hjgh RPM] is high drag), easily verified and felt during simulated engine out work, but I've never shut down my engine in flight (on purpose!) to te
    1 point
  36. Clearly the Cherokees were late and the Mooneys were early because Cherokees are quite slow and Mooneys are quite fast. Firsthand experience- former Cherokee and current Mooney owner. Also something to ponder is whether or not the mass arrivals help or hurt the Fisk landing process at OSH. On one hand, you’re definitely landing more aircraft at a time with the mass arrivals- 60+ in 9 minutes is impressive and was just plain cool to watch. The question is whether or not the buffer time before and after these mass arrivals which closes the mass arrivals runway negates this be
    1 point
  37. I've done CAD drawings for a few people, and the few things I've added/change on my stuff I've created a wiring schematic before starting..... It does make it easier when you have to go back a few years later
    1 point
  38. I may have a bias Opinion when it comes to this Topic. An that Comes from my experiences, weather flying behind certain props, or all the Dynamic balances I have performed. The 3 Blade Hartzell is just rougher than a 2 blade or a C424 McCauley 3 way prop. Why? Hell I don’t know. Could be airframe related, or just the fact that a 4 Cylinder Non-Counterweight Engine doesn’t like them. But with that being said I can balance one to where is a smooth at a Turbo-Prop on the ground, But when it’s in the air is when I sometimes get some Lack Luster Pireps. I spent many hours flying a 67F for
    1 point
  39. Make sure the MT 3 blade is truly smaller diameter if that’s what you’re buying it for... although 3 blade props are smaller in some applications, the Mooney 3 blades I know of are same diameter as the 2 blade props they replaced.
    1 point
  40. It took me a whole day to install an antenna in the roof of my tow truck. My wife still laughs at me about that! I could only imagine cutting into my plane [emoji44] Sent from my E6910 using Tapatalk
    1 point
  41. The first time I went to Oshkosh was in 2016; I flew the Fisk on Sunday. Weather was optimal, I left my in-laws south of Chicago, decided the weather wasn’t good enough in the morning and tried again in the afternoon. I had to break out twice after the aircraft I was following couldn’t maintain 90kts. Made it in on the third try...exhilarating experience (rock your wings, land on the dot!) Came in with the caravan the last two years. Also marginal conditions, but the decision making is with the leadership; I only have one thing to worry about with flying wing. The camaraderie and tra
    1 point
  42. also... be sure the quotes are apples:apples, especially with respect to accessories and turbo's/exhaust. Dunno about the TSIO360MB, but for the TSIO550G, the invoice includes new turbos and accessories, and it generally is priced very close to field overhaul when all that is taken into account. -dan
    1 point
  43. Jake, there's a M20C at SUZ that has a 3-blade and is really smooth. @Cody Stallings did the dynamic balancing on it, so I highly recommend you reach out to him when the time comes (or for anything prop-related at all, for that matter).
    1 point
  44. Mark, there is still some time left in the week... you need some TC’d time. Best regards, -a-
    1 point
  45. I agree with Paul 100% about the reasons to join the Caravan. It makes OSH 100% more fun IMO. I'm stingy with my vacation days since I don't have many (had none for years, at least paid time off anyway) and I was grumpy about them moving the arrival up to Saturday as that meant I now need to take a Friday off plus show days. It is absolutely worth it! I've flown Fisk quite a few times and the Caravan experience (just in terms of only getting there, not the social stuff) is superior IMO since you know folks with you are trained and briefed, and the chances of interlopers should be reduced
    1 point
  46. Not that I have a choice, but I’ll keep waiting, with my name on Jeev’s list. In the meantime, I’ll continue to handfly. I’ve crossed the country more than once, near 600 hours in my C in the last 2 years. It’s really not a chore. It keeps me awake. It keeps me sharp. But someday, fingers crossed, I’ll get an autopilot.
    1 point
  47. In fact, there is factory FITS based transition training by Mooney Pros, Inc. supplied with each new sale or with Kevin Kammer of Mooney. Additionally, there is a 10K training credit voucher issued with each sale. Parker and Tom Hague of Wings Insurance are well aware of the programs and typically can get clients insured very reasonably because of it. In fact, one new M20V owner doesnt have his PPL yet and is insured! Thats results! And I hear you, we all elect to earn more The trick is to figure out how.
    1 point
  48. Jenny knows this is a marathon. Marks recovery will be excruciatingly slow with lots of hills and valleys. People tend to wear out and move on in their support, but we will stand tall with her
    1 point
  49. What’s funny here is that 1) you’ve never bled a Mooney brake system. 2) You’ve made comparisons to the braking systems of military and transport category aircraft. 3) And then finished up with the textbook method for bleeding brakes... To be honest the post comes off as a touch pedantic. I assure you that one can bleed the brakes with a pressure pot from the bottom up into an overflowing catch can and still end up with a soft pedal even after repeated attempts It’s my opinion that the design would have benefited from more judicious use of hard lines. I think that over time and use,
    1 point
  50. I just dropped off my old Piper Archer at AMOS Aircraft Panting in Mena, AR. He was highly recommended to me by a buddy in Texarkana who has a bang up paint job, Amos isn't in the old Seals hanger. He branched out a few years ago. I was quoted $12,500 for a complex, two-tone with swirly stripes and 3 colors. Here's the old paint job: Here's the way it should look when done: I'll give and update when I pick the plane up in a few weeks. Joe
    1 point

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