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I'd be interested to see what the NTSB final report says. Like most accidents, there is a chain of events that led to this. From what is available, here are the things for us to think about without knowing all the details of this specific accident: 1. Avoid wx that exceeds your capability or the plane's. 2. Don't fly into IMC without an IFR rating. This may seem obvious, but "get-thereits" can drive decisions that put pilots into wx they are not able to handle. 3. Continue practicing and understanding your plane's avionics so that you can use them to shed pilot loading when situations arise. I think of John F. Kennedy Jr's spatial D crash when there was a working autopilot which he never engaged. https://www.aopa.org/news-and-media/all-news/2010/july/pilot/10-mistakes-jfk-jr-made 4. For those of us who are IFR-rated, practice hand-flown approaches down to mins under with a view-limiting device. Also practice it with your coupled autopilot to ensure you know which gates to look for (when the RNAV switches from enroute to terminal, etc.). 5. Circling at mins is a perishable skill. Especially, when executing missed during the circle. Either practice circling enough so that you are comfortable with doing so at mins, or file to a destination that doesn't require it if you are uncomfortable. Circling right under an overcast ceiling with great vis isn't bad, but doing so right at the vis approach limit is much more difficult. 5. If you fly in IMC there are two types of pilots: those who have diverted to a wx alternate and those who will. When mission planning, walk through what you'll need to do to get to your original destination (does that airport have Uber service, or will family come to get you). When I was weekly commuting to see my family, I had my wife get the notifications on FlightAware and she'd track me to see if I was going to my original destination or going to the nearby regional airport with an ILS. We always had a backup plan and a GO/NO-GO decision. This helps fight the "get-thereits". 6. Lastly, have a solid GO/NO-GO decision that you've thought through BEFORE your big family ski trip, or your trip to X destination.

Uh, well, ah, hmmmmmmmmmmm..............then there's this ! [I purchased new in 1980..........can't seem to let it go ]

I have had my M20J for a little over 2 years. It had a fresh annual when I bought it from an MSC. I have had two annuals since. 1. MSC missed two outstanding ADs that either were not addressed, or the actions taken were not recorded in the log books 2. My first annual cost me over $3500. It was done by Western Aviation at KSFF (Spokane). They also did not address the same ADs. They did however decide to make adjustments to the control surfaces, leaving the airplane in a condition to go into a steep left bank if you let go of the controls. It flew straight and level prior to their adjustments. Those issues have been corrected. They also left my right main bearings loose, which were caught at the next annual. I don't recommend Western Aviation in Spokane for any service. 3. My most recent annual (Dec. 2020) was done by Lake Aero in Chelan, Washington. It cost me $1050 with me assisting. Although not an MSC, Will Mutter, the business owner, is a very detailed and practical AI/AP. His crew found the outstanding ADs and has addressed and recorded both. His crew also found a couple of other items to watch. Will has been maintaining several of my aircraft in the last 8 years. I am convinced from my experiences that a smaller well established business with a good reputation will get you a better annual than say a large business. It's all about the people doing the work and how and why they care about the quality of work they perform. Small businesses have to provide good service or they aren't around very long.

I agree with Anthony. In theory, a MSC should have the best trained and most knowledgeable Mooney mechanics. But there is a real shortage of GA mechanics and in reality MSCs are just another shop hiring mechanics from the available pool. The biggest problem I see is a reluctance at some shops to have a more senior mechanic check the work if the less senior. So, it can be the luck if the draw as to what mechanic actually works on your plane. My preference is to find a good local mechanic and develop a close relationship with them so that we both understand what quality of work I expect to pay for. Without this understanding, It’s difficult for the mechanic since his last customer may be meticulous and want everything done to perfection and the next may be a CB that complains about the cost of everything. Skip

Well. I'm flying it like my Mooney. Owned it 6 months next week. A little over 100 hours logged so far. Let me tell you, it's a traveling machine. Last week, I flew San Antonio to Oceanside, California then back to Phoenix. All in about 6.5 hours. 1 fuel stop. Then a couple days later, back to San Antonio, picked up the family and flew home to Phoenix. 5 people. 2 dogs A ton of bags. And enough fuel to do it without stopping on the way home. We literally had so much stuff I had to make 2 trips to the airport. One with all the baggage and one with people. We couldn't all fit in the car with the baggage. Got almost 4 hours of IMC on the way to San Antonio. Never ever would have even tried it in the Mooney. So far, I'm a happy camper. (Even though it's taken apart in the hangar right now to replace a starter adapter. )

Congratulations on your newest addiction, Stephen. I grew up with a series of small fishing boats, and am in the midst of finding out for myself that bith definitions I've always heard of 'boat' are accurate: boat (n) /bote/ - a hole in the water that you fill with money BOAT = Break Out Another Thousand And mine is just a small fishing boat. For a while, I was an All-Ranger man . . . . courtesy of my M20-C Ranger.

Here are the labels. Pretty neat stuff! Sunnyscopa Rub-off Transfer Paper... https://sunnyscopa.com/products/rub-off-transfer-paper?variant=36736195330214

Shhhh. Don't give away my secrets! We were only at 10.5, but I find for myself a little oxygen definitely helps me feel better at the end of a long flight.

As others have stated, get to know your mechanic, have the correct manuals and have the correct tools. Study your manuals and get physically involved ( hands on) during the annual process. Being deeply involved in the annual process as you’re following along, learning and helping, the cost of the annual may increase due to your involvement. Those additional funds will be wisely spent as you gain invaluable knowledge of your Mooney. The more you know about your Mooney, the better life is. P.S. Don’t be reluctant to ask questions here...... one of the beautiful aspects of MS........all are here to help!

Easy to do when the pilot is the only one with oxygen . . . .

+1 for SJN. Friendly fuel stop. +1 to the advice to head to Las Vegas, New Mexico, turn just south of there to pass between Albuquerque and Santa Fe and then go direct over St. John's and Show Low. I used to do that route a lot heading from the east coast to LA (although I would pass north of Phoenix).

It is my understanding that the big boys only get involved if you declare an emergency, AND they have to divert or delay someone else to handle you. This is also my experience, as I have declared twice and the only one I received a call about was the one where they had to hold up some IFR departures because of me.

MS'er Joe B. Is here with me at KHAE and , when the weather cooperates,, is going to ferry N9150V to the west coast for the new owners. On the ramp we noticed this Cessna with what is apparently a strange new vortex generator configuration that works so well that the plane wants to start flying even in 0 wind !

One of the Mooney Pros, Inc Instructors, Sam Lindsay @Lrn2Fly has just been accredited with the NAFI Master Instructor award! We are proud to have Sam on our team of outstanding Mooney Specific instructors! Congrats Sam!

When I'm retired, I'll be all about the owner assisted annuals. But until then, I'll have to rely on someone else to do 90% of the maintenance for me. I wouldn't have that comfortable sleep easy at night feeling without a long term relationship with the shop. You're never quite sure on the first date, or even the second or third date, no matter who she is. But a long term relationship can bring that peace of mind. Finding a shop with a long and stellar reputation can help to shorten the search for the right one.

Its interesting how that works. For me I sleep well knowing two eyes were on every part of my plane at annual and one set were mine. In my decades of Mooney ownership I've used a number of the most respected MSC's. They are all fallible with issues such as forgetting to install a cotter pin on the main gear, installing the aileron bell crank without a nut on the pivot bolt, etc ,etc. I recall mentioning to one of the mechanics at a top rated MSC that I fly my family out over the Sea of Cortez in Mexico so I'm interested in the plane running well. He was shocked that people take airplanes out in IMC, over mountains, etc. That spoke volumes to me. -Robert

When I first got my Seneca III (which for the purposes of this discussion should not be different from a II), I was building hours before carrying passengers. I took it out to the practice area and set mid level power. Then put it into a 30º left bank. It did six complete 360º turns without me touching the controls and without changing altitude or airspeed. Finally after six turns it started to lose altitude but only lost 50' on the next turn. It is the most stable airplane I've ever owned.

With gear down and full flaps, at 75-80 KIAS, the plane is not slippery and will really sink. It also uses far less runway. It's the proper landing speed for short final, and the required speed for short field landings. The angle of approach is related to the speed, but not exactly. You could be flying a stabilized 3 degree approach at 100 KIAS in a clean configuration with the engine near idle and not be able to slow down and stop in time for a short field. You could be flying the same 3 degree approach at 80 KIAS in a landing configuration and using more power and have no trouble at all. Adjusting your angle of approach in different configurations at different speeds is a great exercise to really hone your piloting skills. A good CFI can show you the differences. I think you may be focusing on the wrong indicator for a go-around. It should be your indicated airspeed, not your angle of approach. At 75 KIAS the plane will drop nicely onto the runway with very little float. At 90 KIAS you will float for most of those 2,000 feet. Many pilots fly closer to 90 and have trouble as a result. I myself would be concerned about a 2,000 foot runway and would consult the POH landing distance tables carefully. That's not very long for a K model and you would have to nail your speed, if it's possible. Also, your useful load should not change your landing performance. Gross weight does that. I believe all Ks are 2900lbs max gross. Early Js had lower amounts. If anything the lighter, earlier Mooneys should have better short field performance. They have less mass to slow down and stop and aerodynamically are the same. That was my experience going from a C model with speed mods to a K. I expect it might be the same with a lighter J. Just pointing out that your useful load number does not really have anything to do with landing distance. Good luck getting used to the new ship, and good for you on spending some time figuring out how to master the landings. It's a little different than other planes but very capable once you have the techniques down.

One. Single. Thing. That we got better is cell pricing - I pay $10 for unlimited voice, text and some insane amount of data, and I get a data-only SIM card for free

Everyone has weighed in accurately on this one. I will say this: Be very very cautious of A&P engine overhauls. Stick with factory or well known/reputable engine shop overhauls with warranties. My M20E has a 160 TSMOH engine that has been completely disassembled and reassembled twice to find issues with the initial incompetence of the A&P overhauler. there are some super capable A&Ps out there that could do as good a job as an engine shop. However, you should interview, get references, do google searches, and know the blood type of their first born in you decide to go with a field overhaul from an A&P. I will say the M20E is a surprisingly peppy. The 20 extra horsepower on the short body airframe equals full right rudder on takeoff. And, don't even think about lifting off really early in ground effect with a big right crosswind. I noticed the same issue with my 2652W but it is a bigger deal in the E. E vs. C. 2652W was a great machine. I loved it and would love to still have her. I am glad Dave got it. He is a great guy that has improved that airplane beyond belief. I knew this was going to be the case when I delivered the airplane to its new home and it was pushed into the hanger beside a pristine F86 saber and every other warbird we have all dreamed of flying. I mean just damn! However, I must say that the 200HP stock airframe with just the lazar cowl closure performed exactly the same as 2652W when I had her. And, short field performance at max gross weight is definitely improved. 52W is improved now for sure. But, when I sold her, she had just about every speed mod available. I sure do love being able to take those panel off in front of the factory windscreen. The engine monitor would have been a nightmare instal without them. Either way, I still wish I still had 52W. What a great airplane she is.

Thanks, @Skates97! I had a Christmas Amazon gift card from my nephew burning a hole in my pocket. A Dragon Touch 4K camera will now be arriving on my front porch on Friday . I'll let you know how it goes! Now to get @KSMooniacon board for a short tuft flight Thanks! -Ron PS. I'm hoping these emojis inserted within text won't be counted against my total ... or I'll soon be out of emotion. :]

Finally got time to install the Maggie Surefly Harness. What a difference! She ran like a Swiss Watch! Run away from the ACS harnesses! I would suggest that they were even shorter than that. 1/4" or more! Useless.

See you soon... Sailing experience... note the pace of upgrades... (every few years...) Home made sail board... Sunfish knock-off... Ranger 26... family of four in a tiny boat... Tartan 34... same family, growling in size... Tartan 37... family grew in size, sailing got more serious... and three knots really matters... Grand Banks... kids went to college... See if you can find TartanSpace... or GrandBanksSpace... (or equivalent) This is not firsthand experience... I own a plane... some family member may have owned a boat... Expect the addiction to the sea... to be equally compelling... and AMU = BMU... Good luck with your next steps Stephen! Congrats on the sale and the sail, -a-

all that tan fin and spark plug staining tells the tale its been leaking for a while. Get used to what that looks like, so you can recognize it next time.

I had (very) brief dreams of sailing but Lake Michigan is my local big water and not really suitable for a small dinghy. So I decided on something cheaper and started flying. Not much to add, but a family friend filmed his trip around the world in a sailboat and it’s definitely worth the watch on YouTube. Look up Chasing Bubbles.

When T-Mobile announced they are dropping the 3G network this month, I looked into the Switcheon. But since I already had a Verizon hotspot in the hangar for my security cameras, I decided to give these Gosund smart plugs a try. What I wasn’t sure of was whether these switches could be controlled remotely through their app. I was pleasantly surprised that it can control multiple switches regardless of the WiFi network the switch is on. The switches above are rated for 10A (1100W) which is enough to handle a Reiff Turbo system (~670W). They also sell a 15 amp version. The app allows for instant control, countdown timer and a scheduler. Been using them for a couple of weeks and they are working as advertised. Sent from my iPad using Tapatalk Pro

I’m sorry, but it’s improper internet etiquette to title a post “declaring an emergency” without: A) A link to your YouTube video of you not actually having an emergency. B ) Dramatic music playing while you’re not having an emergency. C) Commentary after the fact lasting much longer than your “emergency”explaining why you’re such a great pilot and how only your superior piloting skills saved you and your passengers from your (non) emergency. Just joking. You did a great job. No harm in declaring an emergency if there’s every any doubt. I wouldn’t do it for no reason but it’s good practice for the Fire Department and they’re usually happy that you’re safe and will sometimes chat your ear off about airplanes.

Battery life has always been the downfall. I have a GoPro that I use inside for two reasons. One, I can have it plugged in so I have unlimited battery life. Two, because I have it hooked into the audio to pick up the radios and intercom chatter. I have used a few other GoPro knock offs at a much lower price than the GoPro and can't honestly tell the difference in the video quality. I have used the Apeman cameras and also the Dragon Touch 4K. The battery life on those was around an hour. Searching for longer battery life led me recently to the Drift Ghost X Action camera. The camera is between $80-100 depending on current Amazon discounts which beats spending 3-4 times that on a GoPro. They claim 5 hours of battery life. On a flight to UT I started it up and got almost 4 hours before it died but that was with the WiFi on, with the WiFi off I am fairly sure I could get to the 5 hours. On a recent flight I started the camera up with WiFi to check the aiming on my phone. There is no screen on the camera. Then I turned off the WiFi and started it recording. It recorded the almost 1 hour flight to San Diego (over an hour if you count the taxi, run-up, etc...) We landed and had lunch, then did some walking around with friends. We got back to the plane only to realize that I had never stopped it and turned it off, it was recording the whole time. I expected it to be dead before getting back to Fullerton but although we took the longer inland route home it recorded the whole thing and still had battery life to spare, well over 4 hours of recording time. It also has a rotating lens so no matter what angle it is mounted at just put the little white triangle at the top. For mounting under the wing I made a mount using some old GoPro pieces, a stud, a couple fender washers and neoprene washers, a split lock washer and a wing nut. There is JB weld holding the stud in the GoPro mount side and the washer to the mount. It is easy to put on and take off the tie-down and has been rock solid even on descents at 185+ IAS. Inside is a simple handlebar mount for a GoPro on the center tube. This pic also has a Apeman camera mounted forward with a handlebar mount. I think I need to add another DIY article on my site with better pictures of the underwing mount, but this should give you an idea.

It's better to mount the camera with the standard GoPro sticky mount. They are sometimes called Helmet mounts. They come in two shapes. One is flat and the other has a very slight curve to it. Chose the one that fits the surface best. They are easy to remove with a piece of string, fishing line, dental floss, etc. or anything you can use to cut through the sticky pad without touching the paint. Once attached, they will not come off until you take it off. You'll be able to use the wifi during flight and can start/stop video as well as shoot stills. Though not made anymore, the GoPro Hero4 or 5 Session is the one I like for mounting on the tail. It's super small and light.

Great job declaring the emergency and not panicking. My JPI 930 is on the pilot's side. It starts blinking at me the second the buss voltage isn't holding as do any of the engine parameters. Hard to miss it. Don't look at me, it was my avionics guy who suggested it, but it has saved my bacon more than once. Just a thought for anyone's panel redo.

Finally finished the panel refresh!

2020: 221.4 hours and 27 instrument approaches in the Bravo 3 transcontinental round-trip flights 2021: Fly the North Atlantic Route to visit family in Germany

Just a quick note to say Happy New Year and to say a BIG thank you to the folks on the board that have recommended me and our business over the years and those that we have sold Mooneys TO and FOR. You guys are great and I appreciate the referrals you guys post. While I know it is impossible to have a completely painless transaction every time (with the experience of the 1,000 Mooneys we have sold I can't tell you how many little things can go wrong on and plane and or its sale), I do work hard to make each transaction a smooth one and the support from the Mooney community is greatly appreciated. We closed the books on 2020 with 67 Mooneys sales closed (72 total sales including a few stragglers I sold for friends), which is by far our best year ever. 25 of those Mooney sales never hit the Controller site and were sold to our 'New Inventory' email blast list. I remember a guy on the forum early in 2020 that said he was waiting for the prices to plummet before he purchased a plane and I pointed out to him that I did not expect that to happen, that my phone volume and discussion with others in the industry told me something different. As it turned out, 2020 and the challenges that we have faced as a country and a planet did not seem to befall the small GA market. My contacts in the title, banking and insurance business have told me that they have never been busier. Prices are holding and in some cases have risen in the last 12 months. I have a theory on it, but just suffice it to say, at this time, I don't see the same issues in this market that I saw in the previous three market corrections since I started in 1995 (Tech Bubble Burst, 9/11 and Real Estate Bubble/Recession). I could be wrong, but it just feels different. So again, Happy New Year to all the MSers and here is wishing everyone a safe and healthy 2021 and beyond! If you are every in the area, let me know and I will buy you a Dr. Pepper. Jimmy

You have gone mad.

I use the top gun list. It’s several pages.

So my engine is reassembled and reinstalled. The prop overspeed issue is officially solved. She works perfect. I am still waiting on word from DIVCO. I spoke to the owner and he basically told me "tuff shit." He distanced his company from the issue by saying "its all on the engine shop who assembles the engine." Then, he tells me that he has had multiple meetings with his workers ensuring this will never happen again. I am pretty sure this proves your gross neglegence sir! He ended the conversation with: have your engine shop call me if there is any follow up to this as there is no need for us to ever talk again. WHAT? I am giving it two more weeks since my engine shop says they can influence some sway. I will reserve presenting my contingency plan for a later post depending on what my engine shop (not the owner) can convince these cronies to do what is right.

It's not the people doing, it's the process. Instead of taking it all apart taking a look and putting it back together, each year focus on a different system. Like Landing gear, Trim, brakes, etc. Repair and replace everything in the focus system so it is better or equal to when it came out of the factory. Eventually you will have a new plane that is only several years old rather than 20 years old. That said the current thing is replace all butt connectors on the Alternator.

Either - 1. The VGs were installed upside down. 2. Its water ice and therefore the phenomenon is called icicles. 3. They are made of stone due to a particularly long period of disuse in a moist cave, in which case the phenomenon is called stalactites.

Tough weather day in Pismo today I’m extremely grateful.

For mine it was about 80 degrees.

I don't have the schematic diagram for a M20TN but those circuit breakers correspond to a bunch of 3AG fuses installed in inline fuse holders in the tailcone of my M20R. Assuming (1) the CBs are wired in the same way as my fuses and (2) my reading of my schematic diagram is accurate: The three 10A battery CBs are for the battery trickle charge system. I'd guess the BATTERY 3 CB feeds the diode bridge from the aircraft main bus. 1 and 2 would feed each battery from the bridge. I really wish I had CBs for this circuit since a blown fuse is not obvious here. In the absence of other faults, if battery 1 were disconnected, the + cable grounded, and the master was on with battery 2 selected, the BATTERY 1 CB could trip if BATTERY 3 CB didn't beat it to it. The 5A EMER LIGHT 1 and 2 CBs feed the EMER LIGHT relay from each battery through some diodes. The 5A CABIN LIGHT CB feeds the cabin light circuit from battery 1 and/or the aircraft main bus. While troubleshooting a cabin light problem in my M20R I learned that this fuse (CB) also feeds the Hobbs meter in the baggage compartment. In my plane (early G1000) the Hobbs meter is turned on by the second set of contacts in the landing gear airspeed safety switch, so when this fuse is blown (CB tripped) and the plane is airborne, the Hobbs stops. Reading various Hobbs entries in my maintenance logs it seems that few maintenance people who have worked on this plane know this, and probably even fewer pilots do, which is why I'm mentioning it here. I think the baggage light timer may be the culprit with my occasional blown fuses here. The 10A VOLT COVT CB feeds the 14V DC-DC converter (powers the accessory socket) from the aircraft main bus. The fuse in my plane is 5A. The 25A COND POWER CB feeds the air conditioning condenser relay from the aircraft main bus. If any of the above is incorrect I'd appreciate a correction. Hope this helps. - Dave

Not a lot of water here in CO but there are mountains and plenty of wilderness. We have a 4Runner and an Opus trailer that will go anywhere the 4Runner will go, even in 4Lo. But with lots of cold weather and even in the summer we've woken up to snow on the ground. The trailer has a really effective heater so we're not afraid of cold weather. And the SensorCon CO detector always goes with us. There is a CO detector built into the trailer, but we trust the SensorCon and always have it with us. Sorry for the thread drift...

My favorite camera... Hero session 5 at the top of the vertical stabilizer with a sticky mount... check my last flight in the year 2020 and profile pics for how amazing this camera is!!! I also have an underwing mount that screws into either hoist points / tie down ring for any action cam for fairly cheap with RAM mounts. Had to modify the RAM mount with a screw but it is a very advantageous mount point. For inside the cockpit, here is my setup... A Samsung S105G--or other cellphone--mounted to a DJI osmo mount clamped to the passenger seat headrest captures the cockpit very well with ultra stabilized video. I have not experienced any adverse flight effects at high--200+mph--or low speed for any exterior cameras. Of course YMMV.... Happy filming!

Hence, why I put 'explode' in quotes; although, if it starts to 'burn baby, burn' while in your Mooney I suspect the distinction may be a bit moot

You can try to contact Michael Ritterbush. I think he's your only option to answer your question. He has the test equipment. I think you're going to have to adjust your autopilot on patherfinder bench equipment. It's been awhile since I've been in contact with Michael. He's email is michael@ritterbush.us In the past I've had to be consistent in trying to contact him. Good luck.

@Glen Davis Check chapter 7 of your POH. It is probably the same as the K. The Starter Engaged light is the only annunciator light that does not light up during the press-to-test. Checking the bulb is easy. You can slide them out by hand and swap with another location in the annunciator panel.

Exactly ^^^, it's considered an emergency procedure followed by an inspection per it's inclusion in the emergency procedures section. Not intended to be a normal procedure. That said, nothing difficult about it once one is proficient at landings. Sent from my iPhone using Tapatalk

You just need to go full airliner with top and bottom beacons.

The bonanza is a good airframe but the real winner here is the TN system. It is a phenominal system. It doesn't have cooling problems with the CHT's and it is flown only LOP. It is flown constantly at 80 to 85 percent power, and if it has the rammer 2 and the whirlwind 3 on it, and provides similar numbers to what my ovation does at at altitude. They won't beat acclaim numbers, but an A36 will do about 200 to 215 knots at 25k, LOP burning 15 to 17 gallons per hour. +190 at 17500. And a +180 knots at 12500. Mind you this isnt even the fast bonanza. An F33 or V35 will be faster by give or take 10 to 15 knots.They really take advantage of being able to use full MP and you simply lean to a good power setting. If Mooney had ever taken advantage of that with the ovation, instead of designing the acclaim, they would have a significantly better turbo system IMO. Everyone that owns a TAT raves about them, and the best thing is, you just add it to your plane. No switching aircrafts. You also keep the efficiency of the the higher compression cylinders. The bravo is a magnificent airplane, but the fact that there are turbo normalized F33A's and V35'S which happen to be faster on less fuel for under 200k, makes the former as good as good as a bargain, as the bravos. You are compairing what is available in 1990 to whats upgrades are availabe 2020, and it isnt a fair fight. To compare modern vs modern, you need an acclaim and that just costs way more. However the biggest mistake im making is looking at it rationally. People will buy what they want to. Some people dont fit in the bonanza, and some dont fit in the mooney.