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Happy smiling doggie with wings....... and will fit under the seat!!

The complete green story also should include the build and then disposal part of the story. How much energy and pollution is involved in building a car, its energy system (batteries, gasoline or otherwise). How do we dispose of spent car batteries? How much energy is involved in mining and purifying the materials?

Wow! I just gotta say that all y'all are good. I'll a couple comments. 1) Although there is a single set of regulations, ACOs do interpret them differently (or at least used to). In addition, the thoroughness of an STC is typically less than the TC holder (OEM, Mooney in this case) would look into. In addition, the OEM will also know all the critical areas to look at. In this particular case as @Oldguy so beautifully pointed out, the wall thickness of the fuselage tubing changed. This is a modification for a compressive failure (buckling). Engine loads will definitely travel through those tubes. 2) It is hard to look at everything without knowing the weakest point(s). In a Mooney, the wing typically isn't the weakest point. Landing gear, maybe, but not always. If the Js have the same gear as the long-bodies, then the gear is not the issue either. The OEM will follow the entire load path, where an STC applicant may not. 3) If one has an accident and the aircraft is over the certificated gross weight (i.e. considered unairworthy), it is highly like one will be footing their own bills. 4) On a related note, everyone thinks that Va is an airspeed for keeping the wing attached, but that is only at GWmax. The wing is fine at lower weights to go to higher G-loads (same total lift). What is NOT covered is going to higher G-loads on the engine/engine mounts, baggage areas/floor, occupants going through the floor, etc. 5) On most typical small GA airplanes there is no GWzero fuel (zero fuel gross weight). IOW, the wing is designed to take the entire maximum gross weight (minus the weight of the structural wing). Rarely do we fly with no fuel in the tanks (fuel relieves wing bending moment … but is required for powered flight). Keep the Blue on Top, -Ron

My multiengine practical test lasted less than half an hour. Consisted of IFR to VFR on top departure from KSJC, a Vmc demo, then a failed restart when the weak starter wouldn’t turn the feathered prop past a compression stroke, followed by a single engine ILS to minimums back to KSJC. Examiner said I did good enough for him and signed me off. Skip

Just got him today. My daughter nemed him Mooney which seems to fit. He is an Australian Sheppard and is supposed to be smart, quick, hopefully efficient and he has a different tail.

Awesome group. I will get the parts to the shop tomorrow for the drawings. I’ll also contact via e-mail and we’ll take care of the funds after I provide the drawings. Shouldn’t take too long. Thank you, David

That would earn him his Lifetime CB Platinum Elite card.

Best car I've ever owned was undoubtedly my 84 911 Carrera. Not the fastest car I've had, but by far the most visceral. That's comparing with MGs, Corvettes, Mustangs, etc. Considering purchasing another but the air cooled P-car market has gone berserk. Best ride in plane was with a friend who spent time as an instructor at Miramar. We flew in a Epic LT for a return to service flight. He kind of knows what he's doing in an airplane. Made returning to my little Cessna anti-climatic.

Windmills aren't that bad, but they're not great, either. As an engineer I still think nuclear is ultimately the way to go.

All - wow that didn't take long. I love how this community comes together in a time of need. Thank you to all how donated, it will be put to good use with David, getting drawings made. @Sabremech, if you give me some contact information via email, I will get the funds forwarded to you. My private email adr: andersj1030@gmail.com

Done! We should have $400 now... -Don

As far as I'm concerned, the IFD540 qualifies. As @EricJ points out, you can specify a datablock to display hours/min/seconds permanently on the screen.

I gotta admit it will be hard to replace this as a favorite, altho new EV is faster

If he's like most Great Danes, he thinks he is a lap dog!

Looks like there are 18 people on this thread interested. MATH: that's ~$22.22 each to get us to $400. I just put $25 down.

Eiger is our 185lb wrecking ball of a Great Dane. He does not get to ride in the airplane.

Absolutely adorable!!!!

New Therapy dog for me when I have to fly commercial

feel free to update your avatar data... add your favorite location... this could be important for our guessing. Let’s see if a couple of questions gets you to the answers... Before we hit the search button... 1) Your F has a squat switch on the gear right? 2) It is wicked cold where you are right now right? 3) You know you’re rubber donuts have a best used by date printed on them right? (Actually it’s a born on date) 4) When you get a chance... check your log books to see when the landing gear rubber biscuits were changed last... 5) The rubber parts are temp sensitive, and compress over time... 6) Age and cold temps conspire to make the switch not activate properly...somehow the plane thinks it is still on the ground... and doesn’t want to raise the gear because of it... 7) Other things to consider... do you have a gear safety by-pass button? 8) You can get a button installed so you raise the gear when this happens... 9) There are lots of pics around here that detail this challenge. 10) expect cold weather to cause this challenge for every new M20F owner... 11) Modernization of the system swaps the squat switch for an air speed switch... addition of a by-pass switch is always a good idea... PP thoughts only, not a mechanic... Best regards, -a-

Call and talk to Carl, at Houston Tank Specialists.

10K to fix a leak? the two Mooney tank specialist shops quote about $7800 for a complete strip and reseal of both wings and that is with a 7 year warranty. A complete set of Griggs/O&N bladders is $9000 + install. I think your A&P is actually telling you he does not want to do the job. Actually I see you have a C, your cost would probably be slightly less. The prices I gave are for the 64 Gallon mid body planes.

I stopped renewing when Kromer was kicked out. His articles on spinning, icing up, tail stalling, etc in Mooneys as part of FAA certificate flights were invaluable. I haven't seen anyone equal that since. The month after he left the featured article was called "Ice is for cocktails" and was a repeat of what had been written 100 times in every aviation rag available. -Robert

And I don't like to think of the type of people you hang out with if their hygiene and habits make dogs look good. My dog have the unfortunate habit of incessantly licking her genitals, for instance. And that isn't the worst of it. Wonderful little creature I love, but foul. Pictures of dogs past that I miss, and (a crap photo of) the current resident of the Steinholme, Phyzzbyn.

Sure they do!! We have the easy-to-start O-360. Hot, cold, freezing temps, she fires right up. Don't recall seeing many threads asking how to hot-start an O, but have seen many, many asking how to hot-start the IO series . . .

This really resonates with me. Mooney drivers are passionate about aviation. We fly a 55 year old wing around the sky because it is a 55 year old wing. The rest is fluff. Mooney has soul. The graphite writing from somebody at the Mooney factory in early 1967 can still be found on parts of my plane that are hard to see. "6766" in big script digits. These pencil marks were used in sorting parts to make sure that everything needed was present in the shop floor area where a particular aircraft was being assembled. We've put in a certified engine monitor with all the pressure transducers forward of the firewall. Add to that WAAS gps with Stratus/Appareo for ADS-B to keep the iPad informed, and I feel like I'm flying the Millenium Falcon, 'cept my co-pilot is a heck of a lot better looking than a wookie.

Found my photo finally...... my former ( ) 1961 356C ! Kicking myself...... still !

Ok Mike, there is a story here. Let's hear it. Was/is it yours? Did you race? The gearhead in me wants to know. That is super cool!

First time I put my Thera-Poodle in the plane... she migrated to the baggage area... She was pre-owned and came with a name already... I did the WnB calcs for everything but the hat shelf... Thinking what would happen if Eiger decides to migrate to the back... That may require dynamic programming of the WnB app and a Servo controlled trim knob... Best regards, -a-

Happens on both internal power and external power. Makes no difference with external antenna as well. I have a feeling it has to do with the display driver since tone is modulated by what's going on on the screen. Sent from my LM-V405 using Tapatalk

Alright. Donated. Let’s see if we can get there Sent from my iPhone using Tapatalk

No, you won't have this issue leaving from a heated hangar. Based on this, I'm thinking it's your landing gear pucks. My C started doing this only in the winter [unheated hangar along the Ohio River], and got worse over time. There is a date molded into each of the four pucks on each main gear, and on the three pucks on the nose gear. Be aware that they may well be upside down--I thought mine read "09/96" but when I replaced them, they read "06/69"! Pucks are generally ~$110 each, plus a couple hours labor to swap out. Cleaning the microswitch may help, with liberal spraying of Contact Cleaner, but you do need to remove a belly panel. There is a simple test in the Maintenance Manual that only requires jacking the plane and measuring the space above the metal washer on top of the gear pucks, which will tell you if your pucks are too old and permanently compressed. My stack of four new pucks was about a half inch taller than the removed stack of four old pucks, and that was after sitting on the workbench for two days for me to see. It's amazing how much nicer the plane taxies with new pucks. Landings are much smoother, too!

I thought that was a C and the pilot had been drinking before the flight. Probably everyone had been drinking before the flight . . . couldn't been more than a couple hundred pounds over gross, plus whatever fuel the plane had in it at takeoff. Hit a berm, didn't it?

I hope to never find out!!

Donated !

Same reason that Justin Beiber is more popular than say, Alter Bridge. The powers that be tell the masses what they want then through fancy marketing, they create a following. I had to chuckle at your Mustang comment, I have been salivating over a beautiful new GT350 at my local Ford dealer. I do look forward to the coming advances in technology, but I really don't believe I will see an electric replacement for our Mooney’s in my lifetime and I expect to be around for at least another 3 decades.

I have our regional CADORS / accident incident reports emailed to me. Sometimes they’re worth a good chuckle. This one is especially Canadian

...and probably has an edge in engine reliability- the “bulletproofedness” factor. The inflight drama /disaster potential with a plugged injector is real in a 4 cylinder bird. And yes the cost consideration is not trivial when a new cylinder is 50% less for a C. As a CB who is also afraid of his own shadow, a C model with a J bar was an appealing choice, and not just based on price!

Welcome aboard Anders. That’s an interesting idea... Nice work, RLC! Best regards, -a-

I don't, but I've never worried about accidentally going a little over gross because of it.

You may remember Captain Robert Buck, famed author of Weather Flying and other great books. He was once asked by a reporter what is the greatest threat to air safety. Without missing a beat he answered, "The Harvard MBA".

That was intentional.

Wow! I would check with Houston Tank Specialists, LLC down in Eagle Lake. For that figure you can probably get both tanks stripped and resealed. It is probably less than 45 Mooney minutes to get there from San Marcos. They have always been good to the Mooney pilots and support the Mooney Summit. Give them a shout.

There's no doubt the value of vintage Mooneys are going up. But this one is a bit of a stretch. But whoever does buy this plane, will likely get a great deal. Although I can't believe after all that work and expense, he didn't flush mount the Aspen :-) If someone is contemplating going nuts with the upgrading of a "forever" Mooney, your best bet is to do this to an E, J, or 252. Those models have the distinction of being the peak in the model line. C's are great airplanes, but they don't really have any advantage over an E other than price. F's are nice as well but aren't better than a J other than price/value. (F's do have the distinction of having the best useful load of the vintage Mooneys). This is the same for a 231. It's only advantage over at 252 is price. We've seen an E go for more than $150, a J for nearly $200, and 252's go north of $200.

The FAR's make it the owner/operator responsible for the condition of the plane. Not the mechanic or the previous owner. Selling a plane AS IS with a hold harmless should protect you against claims from the new owner, but not a 3rd party. Nothing to stop a lawyer from suing you anyway and you will be found liable for whatever the jury says. But I still think this is all an extremely small risk as long as you are not misrepresenting the plane or negligent in your actions. Having a MSC do a annual before you sell may put some of that liability on them. But if it were shown that you maintenance work or negligence caused the crash, you may have another party pursuing you. I hire my lawyers to protect me and inform me. But at the end of the day, I just have to live with a certain amount of risk and also have enough insurance to cover those risks.

Let’s compare... Pic above, Tom’s suggestion, and this screen shot from WingX... I was hoping to see the mine indicated on the sectional... Nice MS trivia question, Tigers! -a-

Yet they are the most loyal loving creatures on earth and have far fewer foul habits than their human masters

I spent my working career in tech. There are open systems and closed systems. For example: PCs are open, Mac is closed. Android is open, iPhone is closed, Aspen is open, Garmin is (mostly) closed. A closed system gives the company complete control over the technology and pricing. An open system forces the company to innovate and add value because it cannot build technical or legal barriers to competition. I’ve built both. Open systems are more challenging to design because you have to work with everything. Closed systems are good for stockholders; open systems are good for consumers. Do you think Garmin would be introducing new products as often if there were not competition from open system companies? Why would they? Look how long they rode the GNS because there wasn’t real competition. I would expect a few hiccups with something as complicated at the Aspen PFD. It looks deceptively simple to a pilot operating the user interface. But take a look at the installation manual and see all the configurations necessary to make it work with all the current and legacy equipment it works with. And think of the test matrix necessary every time something changes. Then remember the fundamental rule of engineering that there is no such thing as a single change. As someone who has built a lot of complicated stuff, I’m amazed by what Aspen has accomplished. By the way, I just got a service bulletin from Garmin for my brand new GTX 345 for new software to prevent it from failing to display some ADS-B traffic. So everyone has issues. My considered advice is to go Garmin if you are extremely risk adverse. If you want maximum flexibility now and in the unknowable future, go with open system providers. Skip

FWIW, I went to the auto parts store and bought an assortment of vacuum line caps that came in various colors and color-coded my switches. It seems easier for me to remember the color than the position.

Putting mike’s engine upright... Can’t seem to get the blower off its side though... -a-