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Something like that happened to me 5 or 6 years ago. Was flying a PALS (Patient Airlift Services) mission from Philadelphia to Rockland (Maine). IFR day and at 9000ft we were in and out of the clouds most of the way. It was a busy ATC day and the Bahsten controllers were talking even faster than usual. About 20nm W of Boston while NE bound I get vectored 30dg left, barely on the new heading I get a vector 60dg right....just level again and wondering what was going on and I get a call "...Compassion Flight 6PC traffic 1 o'clock, two ship 747 and an F22...." Nothing to see except ragged clouds so I reply "...negative contact in IMC..." Brief silence then "...Air Force One turn 30dg right..." The 75 yo cancer patient in the right seat and I turned towards each other with big grins....she may not have been a pilot but certainly realized the president just gave way to our lowly Mooney

I am looking for a new home for my Mooney M22. Aircraft based in Australia but fitted with necessary fuel line to add ferry tank. Excellent condition. Always been hangared. 150 hr since complete overhaul of the TIO 541 A1A engine. 1600 hr TT. Two Nav/Comm. King 525a system with HSI and slaved compass. JPI EDM 900 engine monitoring system installed as primary. Garmin 330 GTX ES transponder. Please contact me if interested.

in the spirit of getting over the hump, I'd like one each please. Thanks Mooneyspace! Best, Brad

I thought about posting this in my previous thread about the Aera 760, but thought in view of today's circumstances it was better to start a new thread. Today was interesting to say the least. As a result of having been completely vaccinated, for the first time in over a year I took on a ferry job that involved flying Commercially to get the airplane. If I hadn't been vaccinated, it would have been a very uncomfortable trip. The Southwest flight was totally packed and when arriving in San Diego the terminal had more people packed in waiting for flights than I have ever seen, even before Covid. (See Photo below. It was actually worse than it looks in the photo) I thought it was going to be an easy flight with no substantial weather. I did a text briefing from Garmin Pilot and scanned METARs and Terminal Forecasts. I should have spent more time and actually gone on a computer to see what was potentially out there a few hours later. When I looked down on the trip from San Jose there really wasn't anything going on. So I filed out of San Diego to Stockton on my usual flight plan; Oceanside to Seal Beach, then up V459 to Lake Hughes, then Visalia to get around the Lemore NAS MOAs, then direct Stockton. Everything was looking good up through LA. At that point I looked ahead, and in the middle of California there was a significant band of weather that had developed just behind a cold front. Tops were 20,000 feet so there couldn't be much convection, but there were a significant number to storm cells that were showing on the G1000, the 760, and the iPad. The band was moving pretty fast, since at 16,000 feet it was a direct crosswind at 40 knots. Just out of the Tehachapis I primed the TKS to make sure it was working. If I had been flying my airplane it would have been land and possibly stay overnight due to reported icing. As I moved closer to the weather I asked for and actually got a block altitude clearance in California. As I asked for higher from my initial cruising altitude of 14,000, the Controller quizzed me as to whether I really meant go lower, since some other aircraft had asked for lower. No, I wanted higher to possibly top it. The band did not extend to Stockton. so I knew I wouldn't be descending into a mess. First I asked for 16,000, then a block 16,000-17,00, then FL180, then FL 190. The temperature went to a -19°C. In the initial climb the windshield started to pick up ice. I turned on the TKS at that point. and it dissipated. At 19,000 feet I was still in cloud but I could see the sun, the conditions were smooth, there was no ice, and no convection. The stormscope showed nothing and the storm cells were moving east past me. ATC gave me a descent, which I declined due to still being around some indicated storm cells. They followed that with a pilot discretion descent. So what does all this have to do with the titled topic? I was monitoring all of this on the iPad and had set up the approach with the RNAV 29 approach plate overplayed on the map in preparation to running the approach. I got a little turbulence on the descent and I look over at the iPad and it had shut down. It had plenty of juice, but wouldn't turn back on, and I was busy being vectored for the descent since I had to stay high for so long. There was no time to trouble shoot it. I quickly set up the 760 for the approach and overlayed the plate on it. I had previously loaded the approach on the G1000, so I was set up for the navigation. When I got home, of course, the iPad turned on. I will never trust the iPad. Thank goodness for the 760, the normalizer once again. I know the plates are on the G1000, but I hadn't flown the G1000 in quite awhile, so hadn't set it up before hand. In my airplane, in which I know the avionics backwards and forwards, I have plates on both the G500 TXi and the GTN 750Xi in addition to the Aera 760 and iPad, so a failure of the iPad with that many backups is a none event. Not so today. The 760 backup came in very handy. Of course if that had failed, then I would have asked for additional vectors, as I set up the plate on the G1000. The moral of this story is you better have a backup to the iPad (preferably two) if you are using it for your primary approach plate and weather, and what better to use than the Aera 760?

They had a tfr around atlanta today, so I got to fly even further around bravo. . I heard ATC telling air force one to maintain 11000 and then 8000 before telling them to change frequencies. Kinda cool to hear that. No pics but here's my wacky approach into a non towered airport north of atlanta. They had me flying in a circle until someone landing at another nearby airport landed and cancelled his ifr.

Its not as simple as this but CB sizing is based on wire sizing, cover material, location among other factors. Placing a larger amp CB without considering the wire is just wrong

That means 40A Max. The current draw will depend upon the load it’s under. Apparently in the Mooney landing gear it is under a load that should not exceed 25 Amps.

In Army flight school we had a acronym we memorized for self imposed stresses.’ It was DEATH Drugs Exhaustion Alcohol Tobacco Hypoglycemia All were to be avoided as they reduce performance and lead to accidents guess what Hypoglycemia is? https://en.wikipedia.org/wiki/Hypoglycemia I can assure you that we had no diabetics in flight school

The coolest thing ATC ever did for me was over Palm Springs. They called 747 traffic 5 miles away and 4000 feet higher. it seemed weird that they would call out traffic that far away. I looked for the traffic and saw the space shuttle on top of a 747 flying by! I replied "Traffic in sight and thanks!" they said "I thought you would like that"

With a DC brush motor the speed is controlled by the voltage times the motor constant. The current is controlled by the torque load on the motor. 4200 RPM seems reasonable. If it takes 100 cranks of the emergency system to swing the gear down and the crank gives you 2 turns of the motor for 1 turn of the crank, then it takes 200 turns of the motor to swing the gear. 200 / 4200 * 60 = 2.8 seconds to swing the gear.

Before you start... read up on tools and fasteners people bring for the first annual... You might be replacing many that aren’t very good... Best regards, -a-

Usually the belly panel(s) come off, so there's no reason to pull any floor panels up, since you see all the same stuff from underneath.

Mark, I was so like you a decade ago... A panel full of all BK devices... I was looking forwards to upgrading my 20yr old KLN90B to the KSN770 with WAAS... adding the new skill to my panel... BK couldn’t spell WAAS correctly on the brochure... too expensive to reprint... By the time the product got delivered... the VGA screens were ancient fuzzy (Low-def) history... The box is a pretty simple computer... with a user interface.... About a dozen MSers went for a presentation for the device... in PA... The device wasn’t ready to show... Since then... the only KSNs in the field were sold to the BK shops... they all had to buy one at a proper discount... The ability to service their products got cut back tremendously... The process of licensing other manufacturers technology has been another mess... the long awaited digital AI that was always coming next fall.... finally arrived... What do you know... an AI that drifts and doesn’t tell you where the horizon really is... can’t use that in IMC... major recall... Sorry gents, Honeywell is a great American company... and they make great electronics for jet planes... I can’t tell why BK exists... half baked products built in house... unusable Hal-baked products licensed in... The best products they have... they only changed the front face and put a BK graphic on it... that, can be bought at a lower cost from the device builder itself... Dynon, Avidyne, EI, JPI... are all happening... Who wants to go first? Who wants to report being on the leading edge... then report why the darn thing broke, and can’t get serviced? I have a beautiful classic BK panel that is slowly going away from BK... Call me disappointed... Best regards, -a-

Often when a manufacturer stops supporting a product it is because they can no longer obtain some components.

CFI/CFII, Minot, ND. Time in F and J, with access to a J for rent.

I think there is another thread of a MS member looking at this plane... I’d check to see if the plane is located at (or can be moved to) an AOE for general aviation. Might make it easier to get the permission to fly direct to that airport, look over etc. the plane and fly back to a US AOE airport.

The gns430 was offered in 1998. Garmin was repairing them until very recently. Now they are offering a $3700 upgrade path exchange to a modern $3800. compare that to a KFC200 autopilot - if I want to get bk to do anything to any component of my autopilot then they want astronomical prices. I remember 6 or 7 years ago and my trim switch broke and they wanted $2500 for a trim switch that they were selling just two years prior for $900 - I managed to find a new old stock one on a shelf somewhere for $1100 no thanks to BK. This is an item that cost like $10 bucks to build if its not an aviation product. To actually buy or repair a servo from them is many times greater than that exchange path for the gns430. If BK is still willing in 20 years?! Dynon might be a good alternative soon. Trutrek selling their concept was a great disappointment.

Thank you for this fun information...... so glad you weren’t “tripped”up by any of this!!

I have crossed a couple times during covid. Canada has more restrictions than us right now. They will make you quarantine for 2 weeks if you go up there. The US didn’t seem to care each time I came back. I was up there for business and read the Transport Canada rules extensively before going. So could you get someone to fly it down to say Wilmar for a prebuy? Yes, probably. However, that person will have some work/time/expense getting home.

Just get the private cert done first. Also helpful if you reach 100 hours, but not mandatory. Get an insurance quote before making an offer on a plane. What’s insurable today might not be insurable tomorrow.

Go for it! Tom has a great reputation, and seems to know his way around an airplane pretty well. I hope to meet him some day.

Just a guess, since I have manual gear... Mooney engineers oversized the actuator for longevity and reliability. They determined that 25 amps provided enough power to run the gear and anything more than that could damage components should something jam up or perhaps a failed limit switch. Limiting the amps allows use of smaller power wiring, saving weight. There’s real engineers on MS that can give real answers. I’d like to hear what they think.

Intermittent fasting once your used to it should be fine as long as you are fine with it. My wife started experimenting with this to help take off baby weight and the results were amazing. Very important to keep your sodium levels appropriate. She often would crack a few turns of the himalayan sea salt shaker into a glass of a water during the day to keep her electrolytes constant while hydrating. If you are used to it, I see no reason why you wouldn't be able to fly. I often don't eat breakfast (rarely if ever did I eat big breakfasts so I often go 18/6 most days per week. I don't do the longer 24 hour fasts often. What is neat though are two items: After about18-24 hours, mutated cells or not really healthy cells in your body kind of "collapse." In a way, you are flushing out the unhealthy cells during these "24" fasts - which every religion states somewhere helps "cleanse" the body. Again, fascinating. So in a way, you are providing a lighter version of "chemotherapy" to yourself and knocking out pre-cancerous cells from your body. Not bad for simply changing your feeding cycle and working up to a 24 hour fast once in while. After about 30 hours, your body actually starts producing HGH again. Which literally doesn't happy past your late 20's in most people. I've seen certain skin blemishes get better, other conditions fix themselves, its neat when the body repairs itself. Past 36 hours it quickly flips and starts harming the body. She ate pretty much anything she wanted during the consumption hours and drank water and kept her electrolytes up. She did 18/6 5 days a week and one 24 or one attempt at 36 once a week. I was very proud of her and the end results. It completely reset her hormones. Of course we then had two miscarriages over the next year (due to strep and flu), causing weight gain, and other changes, including knocking her hormones way off, so she's planning to start the intermittent fasting again soon. Again, if you do this, and know how you react at certain points of the timeline, you should be fine - stay hydrated and keep your electrolytes up. I suggest reading Dr. Fung if interested in this topic - I'm not a doctor - but i've witnessed the results in my wife, and myself too. https://www.amazon.com/Dr.-Jason-Fung/e/B01BT8K6FK/ref=ntt_dp_epwbk_0 His books make sense and are an easy read: The Longevity Solution - https://www.amazon.com/gp/product/B07NS6X8NG/ref=dbs_a_def_rwt_bibl_vppi_i6 The Cancer Code - https://www.amazon.com/Cancer-Code-Revolutionary-Understanding-Wellness/dp/0062894005/ref=sr_1_2?dchild=1&gclid=Cj0KCQjwl9GCBhDvARIsAFunhsnBOxKv3vB3a3tFA-6e5avAOr-ZRCrWH0NMrzBxu1YV9GhgYt2luLUaAkRXEALw_wcB&hvadid=477521047615&hvdev=c&hvlocphy=9007779&hvnetw=g&hvqmt=e&hvrand=5454750137170602101&hvtargid=kwd-1029033998526&hydadcr=15498_10339946&keywords=dr+fung+cancer+code&qid=1616189044&sr=8-2 -Seth

Lycoming SB 480F specifies tightening 135 deg.

You didn't mention the most desirable feature of this airplane - manual gear!

Total M20K's with TKS = 102 89 no-hazard systems and 13 FIKI.

Please add me to the list. I'm an experienced Mooney CFI with a 201J and come to you, instructing in your aircraft. I have experience in all M20s having worked for a Mooney service center. This is our website and thanks for working on this list. www.Accelerated-ifr.com

Yep, I got my Private and Instrument from Tom. I'd been interviewing CFI's and flew with a couple of them and then found Tom. I always say on top of being the consummate teacher, Tom had the confidence in his own skills, to let me fly the airplane. Once I could taxi without knocking over mail boxes, Tom almost never touched the controls again. Once after a long and difficult lesson, I was trying to get back to 5TX0 and land 16. I was long and went around. The second time I was long again and went around. I told Tom I was tired and just didn't have it in me to make this landing. He sat there napping with the arms crossed and ankles crossed, leaning up against the door, and said, "I'm getting paid by the hour, you'll figure it out eventually." I nailed the third attempt easily. His confidence gave me confidence.

You have a really clean airplane Dude! -Matt

^This. The landing gear system is engineered to require a certain amount of torque from the motor, and probably allowing for tolerance and aging the circuit breaker was sized at 25A because beyond that something must be very wrong. It's possible the motor might be in the region of causing a lot of damage to whatever got stuck if allowed to draw more current. This just means the motor has a high de-rating factor, which should be good for reliability and longevity as well. The wiring is probably also sized for 25A safe load. I would not put a larger breaker in there.

No, heat is wasted energy. If it was 100% thermodynamically and otherwise efficient all of the energy would be converted to work (propulsion, thrust, entropy, whatever), and none would turn into heat. The heat is the energy that didn't get turned into work, which, over time, is power. This is a small part of the differences between ROP and LOP, too. If you can reduce the wasted heat the efficiency goes up, and done very carefully, the power isn't affected, or not very much.

Thanks David. By the way, if there is an Oshkosh Airventure this year we’ll be happy to see you again! Pizza is on me!

Getting hungry seems to be as much habit and practice. If you eat a snack between breakfast and lunch every day (called second breakfasts in the Hobbit), then you crave it. If you eat a cookie with your tea every day at 3pm (as they do in English universities at tea time), then you anticipate it socially as much as crave it as much as hunger pains if you miss it. But that seems distinct from actually running out of energy.

Where have you been Edwin? a post every few years...? Lets talk NA Mooney engine ops... Yes... MP drops off with altitude.... about 1” per 1k’... are you familiar with this rule? If you want to go faster... increase the rpm... this increase the amount of work the engine can do at that altitude... How far you take this idea is up to you... it helps to have a dynamically balanced prop for this... You are not turning the rpm down to match MP are you? Do you want to discuss leaning next? Best regards, -a-

Looks like another turbonormalized Bonanza had a similar event. https://www.beechtalk.com/forums/viewtopic.php?f=37&t=193827 Edit: I did a search on BT and found this older one mentioned in the thread above: https://www.beechtalk.com/forums/viewtopic.php?f=37&t=106789 So here are three preignition events, all turbonormalized Bonanzas, all running LOP, at least one at at high power. So, perhaps I'm seeing the answer to my question about whether LOP cools the engine enough to allow cruising at high powers and low fuel flow. Skip

My wife often justifies a bed time snack because she doesn’t want to wake up hungry in the middle of the night. I started intermittent fasting just over a year ago. Either one meal a day or 20/4. It’s been nothing but positive, I wish I figured this out years ago. cheers, Dan

Really Garmin is not outcompeting BK. BK is simply rolling over and dying. I cannot image investing in a new aerocruze 230 from a completely erratic and unreliable company as shown from this behavior of previewing a vapor ware product and then the Q3 story that runs for a decade. And we all know that expensive avionics like an autopilot is only as good as the support if and when it breaks. At least with legacy BK products - from back when it was a real company - is available from quality companies like autopilot central. Garmin is a company as far as autopilot is concerned that we know will be there if support is needed in a few years.

I guess I stand corrected. That however doesn't change the fact that I wouldn't touch that autopilot with a 10 foot pole. I can just imagine all the nightmares to deal with down the road.

Well it turns out the Ovation that I am looking at tomorrow was owned by a MSpacer: https://mooneyspace.com/profile/7770-borealone/ I have gone through the logbooks, it was maintained by a Mooney service centre for the last 8 years. They are the closest service centre near me 97nm, so I will likely just continue taking it there for maintenance, pending my inspection.

As of right now, we have hit 43 downlocks and the price has gotten cheaper. Only at 38 uplocks. Two more to go...

Maybe that’s the difference between fasting and just skipping a meal. I feel great while fasting. It’s why I like fasting. I dislike flying with a gut bomb after a meal.

Well, they shouldn't pass it with a leak. The issue is that the pressure varies at different points on the fuselage and so care is taken to locate the static ports in a location where the pressure matches that of the free stream static pressure.

The battery is not a pre-charged pack that is good for X months like your ELT. It is connected to power and does charge, so there is always a possibility the unit or the batter sensors will have issues and over charge.

25,50 whatever it takes.

Easier and cheaper than an LLC, just get a post office box.

Let's see, what does a $50K M20C look like. Currently in annual and airworthy It will be flying regularly, probably between 50 and 100 hours per year. 100 is better. Complete logs or at least complete for the last 30 years ADSB out Everything in the panel will work, except for the ADF. It will have at least one, and probably two, of the following: Autopilot - Stec30 or better WAAS GPS - GNS430W or better Mid-time engine between 500 - 1000 SMOH Note: to rectify any of the above three items is a $20K bill. You will feel comfortable to hand over the check, pick up the keys and fly it for the next 12 months without doing anything to it.

Then there is this: https://www.ainonline.com/aviation-news/business-aviation/2021-03-04/us-government-indicts-aircraft-title-trust-company-owner -Matt

Maybe he was about to do his instructor checkride and he asked you the 10,000 questions so he could have answers for his ride. :-)

I got a flight review and IPC from a new instructor a couple months ago. I think he asked me around 10,000 questions. Some of which were pretty good, made me think back about 40 years.

Hi guys, my original reason for the post was to simply say that even though I practiced emergency manual gear lowering, I didn't even realize that I was "cheating" by scooting to the middle of the right seat, using my right hand to reach down and actually operate the breaker and engagement button slide, and then using my strongest hand/arm to crank the gear. None of these things can be done while actually flying the plane strapped into the left seat. Being able to do this in bright sunlight when you can't see down into the dark hole of the area around your knees with a brilliant sun day. Also, I had no check list to refer to so that I would do simple things like look at the gear indicator in the floorboard to verify that the gear was actually down. I do that "Every" time on down wind but never thought of it in the heat of the moment. VERY disappointed with myself. I did a low level fly by the FBO who used binoculars to "verify" that my gear was down, but a simple look at my floor indicator would have been much more reliable. My whole point of the post was to say, hey guys, make sure you are practicing your procedures as they will actually be required, and challenge yourself to make sure you are using best practice. I now have a simple emergency gear down checklist which includes simple things like "Climb" to a safe altitude first, etc. '