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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).

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 is the blue roof... (fuzzy memories of the other fly-in) 6) Caravan is a blast! 7) Formation flying... up close, appears to look similar to cars moving down the highway, intentionally staying in lanes, and maintaining spacing... only there are no lanes... and the speed is about 3X highway speeds... 8) Planning in advance is a huge detail... being familiar with KOSH procedure is one important part... the Caravan has a collection of additional pages to be familiar with... i tried to compare using electronic versions and paper versions... electronic requires strong memory to find the pages you are looking for... paper is easier to flip through when memory is at a premium... 9) Management... If you are familiar with project management (PM) you can have a great appreciation for all the work that goes into arranging a perfect flight of 62 planes... every detail is covered, with a plan B for every step of the project... a list of who is in charge of which activity or area... is as expected... Communication is everything at every level... be at each meeting... both large and small... when the caravan is aloft... the radios are very quiet while things are going well... a few hand signs, a couple of tail waggles... not much more... 10) Sh*t happened... the weather didn’t agree with our plans...Thunder storms arrived in time for our Caravan experience... Our day at the hotel turned into a second day... we departed for KOSH a day later than expected... 11) Behind the scenes... magic was really happening... one Caravan guy was on the phone between two Traffic control towers negotiating the departure and arrival of 62 Mooneys... then on the ground was another wow! moment...ATC sent a few Mooneys ahead to test the taxi capability of Mooneys on the softened surface... then the rest followed the uphill taxi-way to the highest ground in the N40... plan B was park on a paved surface... 12) Camp was set up, and the communing followed... 13) The Best night was a super cooperative event... The Caravan tent was the place, MS’s Yves’ organized the Pizza delivery, DMax/Jimmy, and Clarence are/were great supporters... hope somebody got good pics of their giant ad signs... (thank you!) 14) At the end of the first day, our 62 Mooneys were tightly nestled in place... the good times were rolling... 15) knowing a couple of the B2Osh guys, I stopped by over there... their management took some scheduled risks, the weather really set them back... their version of the Caravan was cancelled... Many of their members attempted to come as individuals... but were unable to park anywhere near each other... they had all the fixings for a big party, but not enough people arrived to use it all... And a Mooney was prominently parked in the first space next to their tent... 16) It was great having a period of excess... food, beverage, camaraderie, Mooneys, supporters, pilots, mechanics, family, and friends... 17) Caravaners, MSers, and ATC all working together... 18) Screen names, call signs, and real names mixing in the memory... now multiply that by about two... to get spouses, friends, and kids names sorted... 19) there is plenty of work to do to get closer to perfection... time will help sort through those things out... 20) where else can you meet people you have known for a decade...? 21) Overall, I reviewed how well things went and compared them to my expectations... then shared that with my co-pilot... I started a paragraph with... “This week was well beyond expectations...” Get to a Mooney Fly-in! Even If it takes driving the Chevy... Best regards, -a-

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.

More than likely BK now controls all outside communications

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...).

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 aware of this and let the long term learning and practice catch up with you once you've got the ticket. It's not an award for brilliance and achievement. It's a ticket to begin the next phase of learning.

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.

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

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 field who has flown about anything with wings told me that full flaps was the way to fly any complex airplane. I had to get the message of lots of nose up trim along the way. Once I started trimming for 80 on final with full flaps, I started landing it in a way that was not embarrassing. Thanks for the article and comments.

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 plane. While it may be the same brand, those two are in completely different market segments. It would be like wondering why the 3rd owner of a 2002 SR22 with a six-pack panel is not interested in buying a new SF50 Cirrus Jet. Mooney not dealing with the G1000 issues (WAAS, ADS-B) is a big problem though. Would you want to spend $800k+ on a plane from a vendor that has a history of not supporting their systems? Anyone dreaming of a brand new $300k M20J though can give up that dream. Even if Mooney were to build and sell it, a new M20J would be quite a bit more. The base model of the SR20 is $454,900. Now, that "base" model includes a lot, but Cirrus has plenty of options, so the price does go up from there. That's a fixed gear plane with an IO-390 claiming 155 knots in max cruise.

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.

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.

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 to grab food. That is what the used fleet is for. Someone suggested making mods for the used fleet. There are lots of abandoned STCs that were good ideas that people would buy. For most on Mooneyspace the Mod market is you want to be talking. If there were a bunch of mods, that generates traffic to the factory. Factory traffic generates sales. Factory traffic generates upgrades. I am thinking of Ford SVT program here. Started with Engine Mods, then complete built engines, then car mods, then complete cars. See how that works. Can the factory slap a 300hp engine on a J and call it a Missile which I just read there are 25 or so of? Would that create excitement? I bet so. The factory is in a unique position with the FAA. They can slap a part number on it. update the manual and do some flight tests. This is way quicker than the STC route.

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

$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!

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?

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 worth the wait. As for Bk buying them, I think that is to get a value line of auto pilots to complement their higher-end and higher priced unit. Kind of like Stec line with basic and advanced options. I don’t pretend to know BK’s overall plans, but it wouldn’t make sense to buy TT to kill the competition. It’s too good a product with too big a market.

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 altimeter begins to unwind in the approach. The lower you get the more the worry until you break out. Maybe it is different for others, but that is the way I feel.

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.

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

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

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 flying... Why does he have 50amu wrapped up in his panel... because he likes the situational awareness it provides... Somebody else will have to sell it when he is done... There was a time when nobody would put a GPS in a short body Mooney... because the plane didn’t cost enough... These economic statements make no sense. But, people made them anyways... You are not installing the devices for the plane to use... you are installing them, for you to use... Get what meets your mission... pay the lowest price for the total package... Know whatever you have gets old and surpassed over the decades... Good with that? You are approved to go forwards... Buyers are more knowledgeable now than ever... it will be the same when you are a seller... you may have to explain to the buyers what a GTN is... to get your asking price... PP thoughts on funky things I remember hearing while buying my first Mooney... Best regards, -a-

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 connectivity with our avionics. I have friends who pilot planes 30+ years older than mine with much better more refined and updated equipment. I purchased a 2005 Bravo without the knowing an Acclaim was almost ready for the market place, it wasn’t long after I got my Bravo and the company in S Florida wanted to know if I wanted to upgrade to the Acclaim. The companies inability to provide innovation to the current G 1000 models have put a bad taste in me. I would and could have purchased a new Ultra but the way the company handled those of us who spent a half M on a plane 13 years ago say not again. I love the brand but lost trust in the company

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 that can offer greater capabilities such as turbines, more seats, more speed, more engines, etc. Would a C owner love the opportunity to swap to an E? You bet. Would an F owner love the opportunity to swap to a J? You bet. Would a J owner love the opportunity to swap to a K? You bet. Would a K owner love the opportunity to swap to a M? Might depend what kind of K they have but in many cases, you bet. Would most Mooney owners want to swap to an acclaim or ovation? You bet. But when it comes to the ultras... they have little innovation to offer to get someone to look forward to. The avionics and interior aren't the main point because older Mooneys can be retrofitted with similar if that is what someone is interested in. The second door of course is indeed something that can only come on the new planes and is part and parcel of the Ultra only. And unfortunately that is one of the few real changes over the older airplanes. Not faster. Not safer. Not more useful load. We're already used to climbing in with one door so it's a hard sell on Mooney owners. Of course someone who trained in Cessna or Cirrus, might see the lack of a second door as a downgrade. The appearance of a second door is only an upgrade from a Cherokee trainer but unlikely to impress anyone who's already used to having two doors in what they learned. In the past, with every letter upgrade, Mooney was able to impress the Mooney and aviation community at large with the increased capabilities of their airplane. Those who couldn't afford, could only dream. However, I don't think it was difficult to appreciate and relish the innovation. Mooney owners are more so "value" conscious rather than dollar poor. It's probably one of the biggest draws to Mooney for many of us. We fly our Js at Bonanaza speeds with 20% less horsepower because of the value of the cleaner aerodynamics. The price increase of the new models greatly outweighs the value increase of the new features. There are definitely pilots in the Mooney community that could afford the newest model but I suspect they aren't seeing the value or innovation to draw them from the Mooneys they already own. So it's not an act of jealousy or lack of funds. The lack of funds might be the reason we aren't making a purchase right now. But the lack of innovation is the reason we aren't dreaming of making the purchase if or when we do! I think that if Mooney wants to leverage the Mooney community for marketing their current product as opposed to Mooney as a whole, they need to go back to their roots where they kept making the airplane the dream and aspiration of the owners of past models. I hope my input and input from other Mooney owners, rather than being seen as hostile or unfounded, could be helpful and driving. Just my four half pennies.

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.

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.

Up until a couple years ago (don't know current prices, maybe up 10%?) you could get someone to professionally build you a RV-10 with an IFR panel and autopilot for about $300k. Performance at least as good as a J in speed, climb, weight; better in runway options. Add a chute for ~$25k plus install. I appreciate that it's not the basic Mooney planform, but still. --- Otherwise calling the lower 98.5% of the economy frugal cheap bastards who must be satisfied eating their vintage cake is a bit much. Over 930 RV-10s have been completed and there is a market for a "modern J" equivalent.

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”.

I realize that I'm preaching to the choir, but certified airplanes have become too expensive to buy and maintain for the average pilot. Mooney was selling hundreds of airplanes a year when the J and K first came out because they were innovative and a great value. I'm bracing myself for the backlash of saying this, but the closest thing to what the J or K model was when it first came out is an experimental Sling or Sling TSi. https://www.airplanefactory.com/aircraft/sling-tsi/

The word would be value. The price of a Mooney is similar to other comparable new aircraft which sell much better. The price is not the issue it is what one gets for it that is. Mooney’s history has been innovation of building faster, cheaper, better performing planes. That has ceased to be the case.

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

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 test the effect of throttle position. But I would expect it to be much, much less than what can be done using fhe prop lever, if it can be felt at all. Also, Anthony, I'm impressed that you had a conversation wuth Chuck Norris the other day!

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 benefit. Does anybody know what the controllers typically do here? Are all runways closed to the Fisk during mass arrivals? What’s the before/after buffer times?

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

Thank you, Greg, I'll let you all know the results after my 8 hour flight back to the Bay Area over the next few days. The problem may be resolved. The next 8 hours will tell.

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.

Do "we" work for Garmin?

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 training was really worth the extra effort. I don’t necessarily want to take the extra time to arrive on Saturday. My thinking in the future will be if I want to get in for the beginning of the show, I’ll fly the caravan (and have a great time); but if I want to arrive later, I won’t have an issue with Fisk. Has anyone listened to the Fisk controllers when you leave on Wednesday or Thursday? They sound bored to me!

Still a rip-off. All of the 360 engines take 7-8qt at the oil change and the 550s take more like 10. So you always have to buy two six packs.

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).

Mark, there is still some time left in the week... you need some TC’d time. Best regards, -a-

Unfortunately FB didn’t forward correctly for me... Wondering what Parfo is...? What would happen if a cement truck came in and accidentally poured a perfect square area for Al? Is that an environmental disaster, like it would be in NJ? Best regards, -a-

We just want to say Thank You to all the wonderful Mooney pilots we met at the Oshkosh Mooney Social. You guys literally grabbed us, put a cold beer in our hands, and made us feel welcome within 5 seconds of our arrival. It was great to meet everyone and see lots of beautiful Mooney’s. Hopefully, Anita and I will join you soon as Mooney owners. Thanks again Tom

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 since it is easier to spot 3-ship elements and especially a line of them. I've had a jackass cut in front of me on the Fisk arrival, and then *I* got called out for following too closely and had to go back and start again. I've had to hold over the lake with folks of questionable ability. I've felt rushed on the landing and turned off into the grass too quickly/aggressively for my taste, but that's on me. I'll choose the Caravan arrival every time if I can! Also like Paul, I'd fly the Fisk just to get there. I'd strategize to time for minimum traffic if at all possible, like Becca and Byron did this year by overnighting close and getting an early start. ADS-B traffic certainly helps, and especially next year after all should be equipped. Having a second pilot to look for traffic and listen on the radio is valuable. Most of all, get there and enjoy it! (The Caravan is the most fun though!) Sent from my LG-US996 using Tapatalk

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.

Step one segment your users. In IT I mostly use: Admins Power Users Users It's like colleges. I went there and paid alot of money to get a degree. Does that give them the right to continually ask me for money for the rest of my life. Went to a funeral yesterday. In lieu of flowers they suggested a donation to MD Anderson Cancer Center. We got that covered with our monthly trips and "donations"

I am new to this forum and it has been a great place to relearn the things I used to know, and has helped greatly with informing me about the idiosyncrasies of different Mooney models during my search for another Mooney after a eight year hiatus from exercising my pilot certificate. My previous Mooney was a1965 C model. I modified it by adding nearly all of the available mods for reducing drag. It went from a cruise speed at 7500 feet (wot and 2350 rpm) of 140 knots to 152 knots, as verified by a 4-way gps box. i wanted to find out what the best glide speed was with the cleaner air frame. I decided to conduct a test and find out. I posted the results on the Mooney list at aviating.com, but it seems that list no longer exists. What I post here relates to glide ratio and my attempt to stop the prop. I cannot find my original notes so I cannot post my glide ratio and best glide speed result. I conducted the test starting at 12500. (Note this was about 5 miles from an airport with a 4000 ft. runway.) I reduced power to idle, mixture to idle cut-off, and ignition off. Then with the Propeller full back, throttle wide open (for maximum cylinder pressure), I reduced my airspeed until I had a stall buffet (flaps and gear both up). I could not get the propeller to stop (mid-time engine with high 70s compression). Then I conducted glide ratio tests at different air speeds in 5mph increments with the propeller back and throttle closed. I started the engine again at 5000 and landed normally. I recall the glide ratio as better than book and at a slower air speed. The engine was off for about eight minutes. I would not do this today, but I did learn some things I considered valuable at the time.

When I had the cigarette lighter version of the usb plug I found it could not charge the iPad unless it was dimmed and all it really did was allow it to slowly drain. I installed the stratus usb block and I can charge my iPad at full bright to 100%. Like others have said don’t be a cheap bastard. For some reason I have a feeling that when cheap bastards sell their plane they ask top dollar.

Sorry about your friend Turtle. That sucks. My wife used to be a non-flyer, but she is really quite good now. No hope there huh? Took a couple years to get my wife not catatonic... I won’t weigh in on your decision. That is yours to make. I personally would not go Experimental over a certified Mooney, but I am not even close to your wrenching. Don’t rush into your decision.