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I've been flying 50 years and seldom fly any plane except my own which I am constantly working on myself so I know it very intimately. But haste is a very bad habit. I go into flying mode on the way to the airport - I turn off the car radio and turn my mind to an exercise of "what am I forgetting". During the walk around nothing is partially done, if I open the baggage door to get the fuel sampler I close and latch the door even though I'll be opening it again. I never leave the baggage door closed and unlatched. Everything else is treated in a similar manner. I suspect most of us need to be protected from ourselves.

What qualifies as damage that matters if repaired? Overtow? Hangar rash? Minor surface corrosion? Hail? Bird strike? I doubt you can find a 40 year old plane that hasn’t been damaged at some point in its life. As long as it was fixed properly what does it matter? Especially if it wasn’t recent? Tom

I have not found anything uncomfortable about the 310. I run 180+ KTAS at 21GPH. Lots of room to move around. All this in addition to being super sexy! [emoji16] Sent from my Pixel 2 XL using Tapatalk

NDH is nice to find but pretty far down my wish list. In fact, I'd much rather have a regularly flown plane with a couple of properly repaired gear-ups in it's logs, than a NDH hangar queen.

That's silly. So how long were they designed to last. How much of the plane was 75 years old? I saw a good discussion that if we aren't good at managing the public's risk around a well know flying machine, then we are no where near ready for space tourism.

So, back home after taking the old gal (and my wife) to Utah, word gets to me that someone wants an airplane ride. Someone who drove me to the airport countless times as a kid. Someone who flat-out refused to get into an airplane his entire life despite being listed on my airline travel benefits the last 12 years. Maybe he decided that if it hadn’t killed me yet, he’d probably make it through one little flight. Yesterday, my Dad went for his first Airplane ride. He says he’ll go again, which I’m calling a win as bumpy as yesterday’s flight was. After the last 30 hours of “Mooney Zooming” straight-ish lines between distant points, flying circles for a sightseeing trip over the home turf was a great change of pace, though.

Something to this effect???

There’s no place to land during the day, so you might as well do it at night.

About every 5 years, the limit seems to get adjusted a bit lower. Now, the limit is 8 hours with 2 stops. We usually try to make a trip with just one stop, and keep the front end travel long and a shorter hop after the stop. Still, the smallest bladder in the plane sets the length of the legs.

That was my view before I learned and flew ME. Respectfully have to disagree with this now. If properly operated within the limitations, an engine failure can be safely managed.. in-fact, it is possible to climb out SEO if within those operating limitations. The be58 I fly will climb to 10,000 DA at gross weight on one engine.

⬆️⬆️⬆️ Same for me. Johnson Bar airplanes particularly benefit from the inertial reel and push button release mechanism.

Denver south to Albuquerque/Santa Fe area, then head towards Phoenix. Fly early AM, all permitting. Less chance of weather and turbulence.

My wife and I decided on Sevierville TN, and are building a hangar on the airport there (KGKT). Lots of housing choices within 5-10 minutes of the airport to suit just about every budget. Moderate climate in the Smokey Mountains, although possibly a bit on the warm/moist side in summer. As long as you don't need an ocean beach at hand and you're not a big city person its a pretty good choice. Bonus is all of our kids already like to vacation there so they will have a free place to stay and we'll get to see the grandkids regularly! Cheers, Rick

Finished product, with etching primer on. Now to prep the rest of the tail.

To me being a CB carries a positive connotation and means two things: 1. Being committed to resisting the vast sums spent in aviation to buy maintenance-induced failure risk in excess of safety dividend. This philosophy is captured in Mike Busch's book "Manifesto." Being a good CB involves taking the time to understand each maintenance issue thoroughly and the risks and benefits of addressing that issue in a particular way. It means never blindly following the guidance of an A&P, a manufacturer TBO, or your hangar buddy but rather taking the time to evaluate risks and benefits of each maintenance issue carefully. My impression is there are many owners who throw money at their planes with the delusion that it is contributing to safety, and then there are the ones who "get it." The latter are the CBs. Being a good CB is the very opposite of negligence. 2. Having contempt for aspects of both the regulatory bureaucracy and the litigious culture that drive up costs while failing to add safety and making a mockery of justice. There is not much that a typical CB like me can do about these problems, except maybe learning when to use a hangar elf occasionally (and when not to).

Honestly it really was not easy at all. Highlighted to me the reality of get-there-itis. And we didn't even have a hotel room booked. Probably my type A, complete the mission mindset. Flew the rest of that leg this morning and honestly was glad we did it in daylight. The scenery is fabulous. Sent from my Pixel 3 using Tapatalk

Depending on one's perspective, Coy Jacobs was an icon or a demon in the Mooney community. Coy, bless his soul, had a way of making close friends and lasting enemies. I became his friend 15 years ago, and it lasted.Whatever your take on Coy, no one was ever a bigger advocate of the Mooney aircraft. He published many articles on the various models and a magazine, The Mooney Pilot. More than anyone else, he was the most encouraging force in my choosing to buy a Mooney Bravo in 2005, an airplane I came to dearly love and miss to this day.For several years, I wrote articles for Coy and the magazine. I think it was his second divorce, maybe his third, that brought an end to its publication. I miss the magazine, the airplane, and now, Coy.We talked fairly regularly, him calling me as often as I called him. He had a light stroke some months back but had recovered and vowed to fly up to see me one weekend. His last call a couple of weeks ago was about his youngest son applying to law school. He figured that Karen and I were pretty good sources of advice.His oldest son, Clayton, texted me Friday that Coy was in the hospital in serious condition. We couldn't make a contact as that is the day we were flying back from North Dakota in the Cessna 195. This morning Clayton called to say that Coy had passed away.There are no perfect people or perfect friendships, but friends come few and far between. At my age, they are becoming fewer and the betweens wider. Life is never fair or even and never long enough. We move through it thinking, hoping that we are in some control, but it is a fallacy. Our friends will become fewer until that day that we are the one that has been lost to those few remaining.I'll not waste platitudes of "rest in peace" or "gone to a better place" or anything else of which I have no knowledge. A group of people, most of whom I don't know, have lost a friend. I'll shed a tear and move forward waiting for the next loss or the day that I am, hopefully, the friend lost.Blue skies my friend. Oops, that was a platitude.Jg

Hey all, Rocket Drivers especially: my 86 Rocket fresh out of paint and interior today. Good as new, faster than new (almost) but 1/4 the price! What a machine!

I did the 900 in my 99 eagle and i put it right next to the VSI, but it had to be upright. Thats the only downside. It does fit under the gear lever.

I think about every fourth Garmin thread makes me very glad I have an Avidyne IFD. I'm waiting for the day when a certified GPS navigator exists that can use the government databases with no fees, like some of the EFBs do now.

Agree with going south before heading southwest. I’m also a fan of early morning flying in general. There have been a couple of days of nasty mountain associated turbulence the past 2 weeks along the Colorado front range. Seasonal thunderstorms seem to be done. There have also been a few days with strong westerly winds that we usually don’t see until closer to winter with the jet stream shifting south. Coming back from Moab, UT a week ago I had an 80-90 knot tailwind (shown below). Smooth in the FLs, but a no go day for mountain flying lower. As always, keep a close eye on the weather as your trip approaches.

And we truly enjoyed having you Walter! THANKS AGAIN for doing the lunch 2 years in a row for us on Airport day! Looking forward to flying in N102PA in comfort....

Hey Everyone, The best thing to do for technical questions is to submit a formal inquiry, we will direct them to one of our engineers to reach out. We had a great time at the Mooney Summit! Everyone there was fantastic.

Actually, I need to fess up that I made a mistake when I said that these cards cost $500. Looking back over my emails from when I was making inquiries to Garmin dealers (Garmin doesn't sell them direct and users have to purchase them through dealers), I came across this reply: "Part number 00-00900-10 is $550.00 - one week backorder" Please accept my apologies for misstating the actual price. I promise it won't happen again.

Bill - the issue you are speaking about is an Aspen issue, not necessarily an issue with your pitot static system. The Aspen can go out of calibration and will need to be adjusted by an avionics shop (as GeeBee mentioned above). If your Aspen has older firmware, it might be worthwhile to have the firmware updated while they re-calibrate the Aspen.

Hope the OP commits to a rigorous training schedule with that twin. Twice the engines, twice the likelihood of one of them going. and with the OP's history that likelihood seems like a good bet. Singles don't fall out out of the sky if the engine quits, twins can.

i pre ordered thru aircraft spruce and received my tailbeacon on wed. now just to find time to install it

As I wrote, "If you want to burn a lot of gas to go slowly, the Aztec is just the ticket!"

I limit myself to 8 hours of flying in a 12 hour period. The 12 hour period starts when I show up at the airport and ends when I shut the engine down at the end of the day. This assumes that flying is the only event of the day - no work/play/anything else before showing up at the airport first thing of the day. Yeah, I know, that leaves 4 hours somewhere in the middle. Refuel, lunch, quick (or not so quick) nap fills that time. Cheers, Rick

You're right however it depends on your power setting if at 10000 feet and 65% of a 310HP is 200HP. I'd love to have 200HP all the way up to 11000 feet and the higher cruise speed once I get there.

I did the inertial as well. They were more but in the grand scheme of things it's not much. I agree with Eric and am glad I spent the extra.

Some are slow. Some are thorough. Some are neither. When I was getting my helicopter the CFI, a good friend of mine, was always wanting to run through the checklist fast he had it memorized. I told him I know I may go through the check list slow but when I a m flying a different aircraft that I do not fly often I take my time and if I burn little more fuel and an extra 0.1 on the Hobbs so be it. I am faster with my plane and that is because I have many hours in it. Usually about 15 minutes from opening the hangar to ready for take off. I will drive to my destination if I am in that much of a hurry. Sometimes I realize when I go too fast I do miss something. Usually nothing critical but missed. I have noticed some who will sit on the ramp engine running for what seems like an eternity. To each his own.

I don't really like to sit in the plane for more than about 4 hrs. I do not have a hard and fast rule regarding flight time. I fly "on condition". If things are not going well, I pick the safest, easiest, and fastest way to terminate the flight. That being said, I have had 7-10hr days with fuel stop in between that left me feeling really good about my progress as opposed to exhausted. My family appreciates that traveling by Mooney is faster than commercial up to about 1000nm so they're also willing to put in some time.

If I did my due diligence prior to the flight and I do, it all depends on how I feel and am I holding up, especially in my thought process if I’m on oxygen I get tired easier. Longest in a day about 12 hours, generally the last few years it’s been 5-6 hours. I’ve also landed after a couple hours and got a hotel room, yep how I feel that day.

After many months of learning from this web site about Mooney everything, I learned so much about what I really wanted in a plane. Of course, the price of the plane crept up and the age of the plane became newer. Several times I had to step back and rethink what I wanted and needed in a plane after being caught up in some of the glam and sparkle. After searching several times each day for months on end, I found a plane that met everything I wanted in a plane. Though I had not finished up my private yet, I went out and bought it. There were several reasons, but I don't regret it at all. In fact, the discussions lately have been taking my PPL in my plane instead of a rented 172, 175 tail dragger or Champ. The more I fly this thing, I really love it and am so comfortable flying it. I hope your search has taught you much and please share where you are in your journey.

You might try reformatting the SD card and reloading all the data files. I’ve had to do this a couple of times including recently with my FS 510. Can’t harm anything. Sent from my iPad using Tapatalk

Andy has a point concerning the overvoltage relay. The ones from Interav sometimes tripped occasionally and had to be reset by turning off the master switch. It may have been left behind by the mechanic. I think the PP regulator has built-in overvoltage protection.

Worn brushes? Had the same thing happen with an Interav. Pull the brushes and your local alternator shop will have the same brushes in stock. About 10 bucks.

Like all accident, let’s wait till the facts come out. The NTSB is amazing.

I wish them the best. Wonder why not stc’d for the M?

I don't think it is approved yet.

We do offer repairs, which are typically half the price of an exchange. Exchange pricing did go up last year and is the same price for the MAX upgrade, just under $5k. The MAX upgrade is a great deal. Nobody else offers a trade in type upgrade program for a 10 year old display that brings it up to the latest and greatest version with a two year warranty. We even allow folks with a broken display to get into a MAX unit for $5k. The MAX unit is plug and play too, no wiring changes needed unless you choose to add an audio panel interface.

90% of the tire is still good. Can't you just land on the thicker parts in the future?

Ok, here is my PA46 story. It was about 1992 or so. My friend Rene was 1/3 owner in a Citation (old POS) he needed to pick up one of his wife’s kids from their father in San Diego. He was planning on taking the Citation, but one of the other partners had it. The other partner said “Just take my Malibu” So, Rene calls me up and asks if I have ever flown a Malibu. I said no, and he says we need to make an IFR flight tonight to SD in one. I told him I had a beer or two, so all I could be was a passenger. He said “ok passenger, file a flight plan and meet me at the airport” When We get to the airport we root around in the plane till we find the POH, we read through it quickly, we sat in the cockpit and found all the knobs and switches. We (he) practiced for a few minutes, wheeled it outside, went through the preflight checklist and fired it up. It was a very nice flying airplane (I was told) and made the IFR night flight easy.

Flush $10k down the toilet. If you're willing to open up your septic tank and fish around for it, you're a CB Mooney owner.

try soaking a rag with tks fluid and wiping the panels down before you run them to break the surface tension and see if they wet out.

It's basically a pressure pot and a filter and some lines. I haven't seen it here but on other forums. https://www.amazon.com/gp/product/B0045LQSG0/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 https://www.amazon.com/gp/product/B0030ZD7MU/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 https://www.amazon.com/gp/product/B004O3OP2S/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 https://www.amazon.com/gp/product/B0092KWBY2/ref=oh_aui_search_detailpage?ie=UTF8&psc=1 (you might need 3/16") https://www.harborfreight.com/welding-cart-61316.html https://www.harborfreight.com/2-1-2-half-gallon-pressure-paint-tank-66839.html To hookup to your panel you will need to get a couple of TKS olives (aluminum) and nuts from your SC. The braided stainless steel tube and the misc brass hardware coming out the other end of the filter are from a local hardware. I just took it in and bought what was neccessary to do the final connections. I will have to grab some photos of the brass tee on the other side. Of course you will need an air compressor to supply the pressure can.

Do you exercise the system regularly? The membranes inside the TKS panels can dry out, I think they say it should be turned on at least once a month...