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Airworthiness is rarely definitive or black and white. There have been many discussions about how any IA or FSDO could probably find cause to ground any airplane on the ramp, given a close enough look. Of course it seems like every guy walking across the ramp thinks himself to be the expert on airworthiness. But much like the Constitution or the Bible, there are as many interpretations as there are people to give them. If the airplane has a current annual in the log book, then it's up to me, the PIC to determine if the plane is airworthy or not. No shop is going to ground my airplane as long as the annual is current. Granted I might have difficulty explaining myself to a FSDO or Insurance company if it came to that. And in the worst case, I might have to put the panels back on myself. But as PIC, I'll determine if the plane can be flow or not.

Hi everyone Since the Mooney Summit was cancelled, I did the Vz presentation I was planning to give at that venue for the local EAA Chapter in Spruce Creek, FL instead. I recorded the video and audio as a "virtual" Keynote (Apple version of Powerpoint). It is in the Safety and Techniques section in Downloads, above. This is a presentation of the concept of Vz, an efficient climb profile for small airplanes. This was my 2012 Master's in Aviation Science Capstone Project (thesis, basically) for Embry-Riddle, and it was judged as one of the top two Capstone projects submitted for the entire year for the worldwide campus. Vz was the subject of much discussion on Mooneyspace a number of years ago, and I was finally able to record an updated video of the presentation. TRT 57 minutes with narration. There are numerous animations and some video in this Keynote presentation which will play as a movie on most computers, hopefully. If someone needs a higher resolution version I can arrange to Dropbox it to you, the hi-rez is about 3.8 gigabytes. Mooneyspace members are free to utilize this video in virtual meetings or EAA chapter functions as they see fit. Special thanks to Scott Sellmeyer @KSMooniacwho was the first subject of the flight test portion of this project. You will see him flying his Mooney 201 briefly in the video. Looking forward to feedback!

If someone wants to blast their monthly bandwidth budget, the full resolution version of the presentation, at 3.5GB, can be downloaded at https://www.dropbox.com/s/nn8vn07b605wlo0/Capto_Capture%202020-10-13_11-00-11_PM.mp4?dl=0 Let me know how it works!

No matter how diligent we are, things can happen. The 3rd flight as a proud new owner of my J, 19 years ago I aborted the takeoff due to leaving the pitot cover on. 3 years later during another takeoff the baggage door flew open. Didn’t realise it until I was airborne so I flew a normal circuit and landed. The baggage door still closed but I needed a new one as the skin had stretched about 1” from the hinge. Lesson learnt? Since then the 3 things I do religiously after the walk around before climbing onboard and closing the door to depart. Walk around items can be missed and the following only takes around 60 seconds for what I consider to be the most important items before takeoff; 1. Stand back in one spot in front of my Mooney and check all covers (pitot, fuel vents and cowl inserts) have been removed and the fuel cap latches are flush and correctly closed. You would be amazed what you notice by just standing there, not rushed and taking a few seconds to simply look. 2. Open the top cowl oil door and check the dipstick is secure followed by ensuring the oil door is latched after closing. 3. The last item is to check the baggage door. Give the handle a tug. Check it is locked (I prefer it locked but YMMV) and secure then off I go. This has served me well over the years and saved my bacon a few times. Better than having a bad hair day.

Today’s flight just to fly and support the fossil fuel industry. Mount Baker and San Juan Islands

It logs the first flight as required for the airworthiness certificate I believe. -Robert

A couple of years ago thieves broke into an avionics shop at a Houston airport and cleaned everything out. One of the thieves spotted an IPad and stole that too. The IPad was traced when it was attempted to be used by a thief and all were caught.

Your engine management sounds fine in the air, what about on the ground? You can keep the lead fouling at a minimum by leaning aggressively right after start and again right after landing. You can go a bit richer for the runup as desired. When i say aggressively, I mean you shouldn’t be able to add power to taxi without adding a little rich mixture. You should be that lean anytime you’re on the ground. I’ve never noticed a problem with temps and you’re at such low power, it won’t hurt the engine.

Of course! We also have to keep a journey log of our own personal movements for walking, cycling and jogging. Although some of us have opted for the implanted microchip to save time.

Looks readable to me.

Well, we left N252AD in Smithville, TX in the capable hands of JD and Laura Casteel at SWTA. It's time for the big one. Her engine made it to 1830 hours on the original cylinders and turbo. But she's definitely tired. Only one cylinder was able to make compression over about 50. And her belly is just one long oil slick all the way to the tail skid. The governor is leaking oil as well, and the vacuum pump can't seem to muster enough power to deploy the speed brakes anymore. This year's annual will include an engine overhaul and Encore conversion. The engine, turbo, waste gate, governor, and fuel pump will all go to Jewell Aviation for overhaul and conversion from an MB to an SB engine. All of the other Encore parts are laid out and organized by Laura, ready for installation. This includes new double puck brakes and all the associated parts and pieces. New control surface counter weights, instrument remapping, and the engine stuff. We will also swap the vacuum speed brakes for electric and remove the remainder of the vacuum system. And finally swap the dangling compass for a panel mounted version. We're looking forward to a horse power increase and useful load in the 1100 lb range when it's all said and done. To say nothing of a clean belly. A big thanks to @Denver98 for picking us up in Smithville and giving us a ride back to Denver in a Cessna 421. A very nice ride.

The GFC500 for the F/G is fully certified and flying! Expect 2-3 weeks for the PMAd parts kit to be available to ship. I picked up my F, which was the certification aircraft, yesterday. I was only able to fly one coupled approach (LPV) into my destination. I wasn't up for much after the 5 hour flight. I of course have the full system to include yaw damper. I did like the yaw damper in the climb, as I was able to be feet on the floor and the ball was centered the entire time. I have quite a bit of time behind bigger aircraft autopilots so the transition was very easy and straight forward as are all the modes of operation. One a side note for the 64 and earlier aircraft, Garmin is in the process of accepting the certification aircraft for those models. Due to the flight control and empennage differences they could not use the current E for the earlier models. So for those of you wondering, the GFC500 is on its way to you as well.

I don’t get that pack rat thing my wife keeps accusing me of.

It’s the old responsibility and accountability going hand in hand. something that seems to be on its way out today. -Robert

Agree, over 6 years without a fouled plug Sent from my iPad using Tapatalk

Per my POH, M20E, my Vy is 105 MPH x 1.32 so a Vz of 138.5 MPH or 120 Knots. I'm gonna try this soon, odd that the shorter E has a 5 knot difference of the Vz with the J.

Generational thing. We learned to read and write a thing called cursive in school and entries were actually written in the log book instead of being typed on a little sticker thingy by a printer thingy directed by a computer type thingy. I ain't complaining, I have lots of sticker thingies in my log, but not every mechanic had a computer and printer, or even a typewriter not so long ago. Our planes lived and were maintained before the computer era, remember that or no, maybe not?

I have an idea for you Paul. Go to APS in Pheonix and take their Upset Recovery training. I wanted to do that for years and finally did it. What a thrill! And I learned a ton, especially about upset recovery in IMC. Its pricey but very good and very thorough. You get to fly rolls, loops, hammerheads, multiple full spins, Cuban, Split S, Immelmann, even Lomcovák if you want to and its you doing the flying. That's what I did last year when my aircraft "caught COVID" (got stranded in the shop). Thinking of going back this year because the annual is going to be long again for avionics. Anyway, best wishes.

This, can't stand birdy not being in the Hangar, really makes me irritable. Hope you get her back soon

You mean like one of my hanger mates...

Man that's 18 kilograms. I wish I could lose that in body weight.

......checked all gauges and controls for proper operation and function no fluid leaks note. I certify that this engine has been inspected in accordance with A ANNUAL inspection and....

Just know if you have to overhaul that engine, its about 75k. Now add to the fact that you dont have any logs whatsoever, and you lose another chunk of its value. This thing is going to have to be really cheap for it to be worthwhile. Id say under 50k. It could be a great aircraft, but it could be a ticking time bomb, possibly requiring a very very very large sum of money to keep it airworthy. 0 logs what so ever makes it very hard to sell if you cant afford the project in the end.

Oil "consumption" doesn't just occur in the cylinders, in fact with that kind of oil usage, 1 quart every 4 hours, and no obvious signs of it in the cylinders I would be looking elsewhere - for a leak.

I'm not the most versed on this either, but I don't see anything that looks like a burned piston (pictures I've seen show a lot of discoloration, and melting on the outer edge which is generally the result of detonation or preignition), The valves look fine. You can search the web and find pictures of distressed valves. The only thing that stands out is quite a bit of lead deposits on the bottom spark plugs.

I chuckle at myself whenever this subject comes up. All I can see looking at leather yoke covers are every post surgical stitch ups in every dog I’ve had to nurse through a surgery and it gives me the willies. Metal will have to do.

Personally, I prefer coated yokes to leather-coated ones. I hate to squidginess of a wrapped yoke, it makes it feel less precise to me (yes, I know it's all psychological), as well as the chafing for some materials if you get sweaty. I actually wrapped my yokes in silicone tape. It's self-sealing so it keeps moisture, skin oil and crud away from the yoke. I challenge any one to beat me in that CB contest...

Followup: the bolt was bottoming out. In the absence of a shorter bolt, I added another washer and it tightened up nicely. Thanks again @RLCarter.

I am the same as you. I have a 231 and have over a thousand hours in it. I have flown 16 AF missions so far this year. Given your budget (175k) and the useful load requirements you can't really do much better than what you have. Engine management is a non-issue to me, but I have quite a bit of practice at it. A typical AF flight is you, two passengers and 50lbs of luggage plus the fuel. Let's say you are 200, the typical passenger/baggage load is going to be 350-400, that's 600 total on the high side. Full fuel in the 231 is 448 (75.6 Gal. x 5.92) That puts you at 1050 for that max load flight. In almost all Mooneys you are going to have to leave out some fuel to do that. My UL is 919 so that full load flight would give me 53 gallons of fuel. If you can't carry a total load in the 1050 range you are going to have to not accept quite a few Angel Flights. When I fly AF I almost never take the passengers into the O2 levels (above 12k), some are children, many are respiratory-impaired, it is just not a good risk. The benefit side is that means I can fly Lean of Peak. My magic numbers are 34" 2450 RPMs and 11.1 GPH which gives me very good fuel flow and good speed. It is about 71% power. Generally I am in the range of 150 - 165 kts depending on altitude. The 11.1 GPH gives me an endurance with that 53 gallons of just a little less than 5 hours. For flight planning, of course, we don't use endurance. Most AF flights are in the 2-3 hour range, so there is plenty of fuel for that. I just don't do flights if I would have to carry less than 50 gallons. To beat that with another model is not easy. Say you found a Bravo in your price range. Generally they are not going to beat the UL of the 231, but you are looking at a fuel flow in the 17+ range so you are going to need to carry more fuel and therefore less payload. Generally speaking when you get past the Bravos and early Ovations (say, an Acclaim or later Ovation) you are either out of your stated budget range or are buying an aircraft in need of avionics or major maintenance or both, and in the Acclaims in particular the UL starts to drop pretty hard. They are very fast, but more towards your personal, one-person airliner than a load carrier. Your best choices with your constraints are the 252, 231, J, and possibly one of the older normally aspirated Mooneys like the F. There may be Rockets/Missiles/Eagles around that would fit also. The 252 might be the ideal solution if you can find one in your price range. The 252 has a basically set-and-forget throttle, same engine as your 231 except later generation that runs cooler. Prices have gone up in the past couple of years. The last 252 Encore with FIKI TKS was listed at 239k on Controller.com a couple of months ago and it did not last long. 252's are definitely in demand. If you can get along without FIKI and don't mind getting an aircraft that is going to need some work, hunt for a 252 with a good UL. Frankly, UL's can be all over the landscape depending on the equipment package, you are going to have to be choosy. The Rockets/Missiles/Eagles are generally right at your budget top. But don't forget to look hard at the avionics. Angel Flights often involve hard IMC. The old King systems are marginal for that and are getting harder to keep maintained. If you buy an aircraft with the standard King systems 256/525 and no GPS or an older one you are probably looking at some pricey avionics upgrades in the not too distant future. Hard to best the Mooney's fuel efficiency and speed for Angel Flights. The single engine Pipers and Cessnas just don't have the reach the Mooney will. I generally look for missions where I can take two or even three legs, the Mooney is unique in its ability to do that. In the SE Pipers and Cessnas because of the lower speed it becomes too much of an endurance contest for health compromised passengers to fly a two or three leg flight in just one hop. The 231, despite the throttle management, generally has a really good combination of useful load and speed. Hard to beat. PS having the turbo available is pretty nice. For one thing, it lets you to to 10 or 12k with the passengers without breaking a sweat. But it is really nice if you fly a long mission east to west and then just want to get home. My longest flights this year were Minneapolis to Billings via Fargo. At the end of that it was nice to get into the flight levels and boogey back home with ground speeds in the 200 and up range. I carried 250+ pounds of blood and bone marrow, filled the aircraft completely, from Fargo to Billings. I have carried total payloads of 635. Have to respect the 231's capacity to do that.

Email notifications from MS resumed last night, Oct 23. So there was about a 17-day radio silence period (for me, anyway).

I know you have all had the same excitement as I do today, but it was finally my day. Multiple instructors after my first one decided flying a Falcon was more fun than flying with me, COVID, and managing to fly while taking care of my family, I soloed today. The setbacks of starting with new instructors was frustrating, but SO worth it. I hope to join the ranks of Mooney owners one day, but I’m happy to just be plane crazy about them until then.

Panthera stopped by PDK the other day - got some pics. It’s definitely sexy. But a lot of new expensive things are

@NotarPilotMy plane lost approx 40 pounds.

I have been using the Tempest UREM37BY plugs with great success. No more fouling.

Fly in at a friends private grass strip. My wife caught a cool smoky start up!

No. I’m not overhauling an a3b6d. The single mag isn’t my cup of tea. Plus I want electronic ignition.

If you haven't already, make sure all the thefts are reported and the serial numbers submitted to the NCIC by local police.

Mooney went all electric in 1969. Not sure when electric flaps and gear became available as an option. There are still thousands of Mooneys flying with hydraulic flaps and/or manual gear.

This is why we have the Mooney. Worked half a day on Friday and then flew to Salt Lake to surprise my sister for her 50th birthday. Then we got up Saturday morning, picked some raspberries for my dad from her garden and flew from Salt Lake to Phoenix to see my parents whom I haven't seen since Thanksgiving. On the way we flew over the tiny mountain town where my dad was born and the farm that was in the family for 100 years and took pictures and video for him. We also flew over Bryce Canyon and Lake Powell. We visited my parents and then had dinner at my sisters and stayed at one of my other sisters for the night. (Normally we stay at my parents but don't want to be in their home that much right now.) We had breakfast on the back patio with my parents this morning before flying home mid-day. A little over 1300 nm flown and memories to last a lifetime. Full post and more pictures coming soon.

I don't believe that T&G's are dangerous, I just believe and have been proven, they develop bad habits. If you are prepared not to transfer that bad habit in a time of stress 100%, be my guest. I however, believe in training like you fight and fight like you train and for that reason, I discourage their use.

Should you land on a carrier deck? Not without proper training, but even with training it is still hazardous. Should you do touch and go landings. Not without proper training. But there are still hazards. (I've done T & Gs in J-3s up to L-1011s without mishap, but always with training.)

Some of you may remember that I toyed with the idea of converting my M20F back to Johnson bar about a year ago. It was produced as a J-bar in December of ‘66, converted to electric for the first owner in ‘67, and stayed that way until the Coronavirus lockdown. The conversion back to j-bar went well, very straightforward operation and was a great opportunity to strip and repaint the control and gear pushrods, clean and lube all the rod ends so they are like new, and also super clean any oil and dirt from the underside floor. It was a really satisfying annual with gear conversion that stirred up lots of comments and questions from the airport drive by experts. I’m really enjoying the manual gear, it’s a big enough change that the airplane feels ‘new’ and exciting to me. Such a simple and wonderful design and the old girl dropped a few pounds as well. You all know what a Johnson bar looks like but I’ll post some pictures later because I’m really proud of the work. If anyone is interested in a complete conversion kit to electric gear, everything you need will be posting in the classified area soon!

The J-bar really is the best!