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All 11 shock discs replaced! The mains were a breeze (except for one bolt that had been buggered up by a previous mechanic), no special tool required. The nose....(done in conjunction with a new nose truss) was an incredible journey without the tool and an opportunity to expand one's socially incorrect vocabulary. Mooney's instructions: minimal. Old discs were 12/90 and just failed to pass muster on this year's annual. Aircraft Spruce price: $125 + tax.....each. Ouch.

I guess this is a disimular (Loose) formation flight. Flew down with another IVP (gas engine) to WInterhaven, FL from Spruce Creek the last time we were at our Florida home. I say disimular because even though the airframes are identical, he's flying behind 350 HP and I am behind 724 HP. Tom

I’ve been flying my 2005 M20R with the G1000 WAAS and Stec 55X for about 6 yrs. now and have NO regrets. As long as you understand the sequencing when using the 55X autopilot to shoot an approach you’ll have know problems.

Dear Mooney Pilots l am finished with the 1:5 Mooney M20J model. In 2 or 3 weeks the maiden flight will be start. Thanks a lot for your help

This one brought to the world by @Hair Helmet... -a-

Oh my gosh - what a terrible accident. A lot of things went right given the bad situation of a crash at night into tough terrain. No fire. Thank goodness. The airframe around them stayed mostly in track despite the tell tail of a very very violent impact. Thank goodness. It was close enough to help that help was upon them quickly enough. Thank goodness! Let's hope these guys pull through and recover fully.

Jo, no ist is Not a fixes gear. mit is retractable and work well. br Christian

Many thanks! I am happy and proud about this plane. Yes I will do the maiden flight with a safety pilot. I will try to do a Video for the Community. best regards Christian

My AP/IA uses a super high tech method. He makes a couple marks with a sharpie so he knows how to line it back up again. I have similar marks on the edge of the spinner so it goes back on the same way it came off.

I used blue painters tape when my plane was parked on a ramp. I’d put a big piece over the ports so it was hard to miss on the walk around Sent from my iPhone using Tapatalk

If you remove or fold down the rear seat you should be able to fit two. I have gone all over the west with bicycles in my E model. I live in Denver, so Moab, Custer, and the tetons are all doable for a day trip with a buddy. Riding in cool places is one of the best perks about owning a plane. Instead of a 100 dollar hamburger its a two hundred dollar ride:)

Looks like a well armed crop duster.

Sorry - Let me get working on the next installment - And yes, she's flying - just got my IFR certs completed this past Monday. So I'll hopefully fly "in the system" sometime soon. We'll complete the first oil change soon as well. -Seth

Your looking at what is sometimes called analysis paralysis, it often comes from hooking a digital device that will display tiny increments, whether accurately or not is arguable, but the faithful believe something will measure to .001 because it displays that, a issue is that the analog device can’t measure within 5 PSI even when it was new, decades ago, and it hasn’t gained in accuracy since then. ‘There is a reason why the stock gauges have only a couple of numbers on them, with big green arcs

Too many assumptions being made... Hold your fire... Add your speculation to the Kathryn’s report... Of course, if you know some facts... that would be great... It was a real accident involving real people... Best regards, -a-

Gents, The topic of this thread is a terrible accident... Involving real people... It is tradition on MS to demonstrate a higher than normal respect for staying on topic until the situation comes to a conclusion... When the close friends and family search the internet... they will be visiting here. It won’t send the proper message that their loved ones should have done something different... We don’t have the facts yet... not even a preliminary report. @1980Mooney in case you don’t read threads before responding... you are typing in the Safety Section... and have been advised by the ‘owner’ of the section... PP thoughts only, still working on my typing skills... Best regards, -a-

I agree all. Stats aside since when managing my own flights, I want to not become some else's statistic. When I first started flying, I decided to look at what are the main modalities that get people, often well meaning lovely people whom we would be proud to call friends. continued vfr into imc (even by ifr certified pilots), base to final turns gone bad, fuel exhaustion, got-a-get-there-itis against all odds, and on and on. What we can each do individually is understand exactly these things and try to make them entirely outside our own performance, not by some kind of "well I am better than that" attitude but some specific practice we do for each and every one to avoid it, to check it if we have inclination, and to stop doing it if nonetheless something goes awry and we realize we are doing it. I am a firm believer that with good and honest self management and self talk, we can potentially enjoy stats for our own selves that may be a (guessed number) an order of magnitude better than the general stats suggest. Related - I always block the name of this concept and it has a name - but it is the idea - 90% of the risk is concentrated on 10% of the actors. The bad actors. But that doesn't mean they are necessarily bad people. Just not good habits. (Anyone remember the name of this principle? Its named after a person.)

Nope. Flight strictly requires a lift vector to extend time aloft. Think flying squirrels- they "fly" because they generate some lift. Rockets don't generate lift, only thrust. Therefore they don't meet the definition of flight. That's also why they function in the vacuum of space. They don't fly, so they don't need an atmosphere.

I thought the phrase drone was simply for pilotless flight. Whether fixed wing, or helicopter style or quad copter style.

I had a similar observation. Servicing the connectors solved the issue. Regards, Matthias

@kmyfm20s might know something.

Why not change your data capture rate back to the same sampling rate as what you where sampling at 2 years ago and compare apples to apples to see if there is a change or if your are just reading the finer detail from a higher sampling rate.

Was this the mod? http://mooneyspace.com/applications/core/interface/file/attachment.php?id=34072

I agree all. In GA the fatality rate is roughly 1 per 100,000 hrs of exposure (and I believe that is on a per flight basis vs per seat - but I am not sure - its not terribly different in GA). But that is marginalized across all pilots, all airplanes, all behaviors and all missions styles. Part 135 jets with 2 pros in the front. vs yahoos in a Mooney loaded down with meth on a drug run. Ag cropduster flights vs two gray haired experienced dudes on a severe clear day looking for expensive hamburgers. Surely there are orders of magnitude difference between best and worst within the ga class on any given day.

In my experience,cases or bags to be difficult in getting around the seats, so try not to use them. I have found a couple of items are really helpful instead. 1. Wheelbags-https://www.amazon.com/VCYCLE-Cycling-Wheelset-Waterproof-Bicycle/dp/B0739Z8FLF/ref=sr_1_1_sspa?crid=3BZMYR8285EY7&dchild=1&keywords=bicycle+wheel+bags&qid=1616809889&sprefix=bicycle+wheel+bags%2Caps%2C248&sr=8-1-spons&psc=1&spLa=ZW5jcnlwdGVkUXVhbGlmaWVyPUExU05BV1g4WlEzOUtEJmVuY3J5cHRlZElkPUEwMjY4MTkxMlcyOTJCRDZUNFFaNyZlbmNyeXB0ZWRBZElkPUExMDIwMzg0MldYSVkyMVQyM0VGSSZ3aWRnZXROYW1lPXNwX2F0ZiZhY3Rpb249Y2xpY2tSZWRpcmVjdCZkb05vdExvZ0NsaWNrPXRydWU= 2. chain sleeve- https://www.amazon.com/White-Lightning-Chain-Johnny-Black/dp/B007FWDODQ/ref=sr_1_3?dchild=1&keywords=bicycle+chain+cover&qid=1616810206&sr=8-3 3. A foldable bike is certainly the best option of ease of getting them in, and for packing. I have modified normal bicycles to fold using these and they work great. http://www.sandsmachine.com/

I got a (pair) of BBQ covers which are like a big bag that just goes over the whole bike easy and closes at the other end - keeps the airplane clean and the grease inside the bikes bag. Taking pedals off makes it easier to slip into the airplane. Wheels off - wheels into a special wheel bag also keeps things clean.

The rear seat back is attached with 4 bolts. The two bottom ones are a little hard to get to. Piperpainter had a nice write up of a fold down modification for a C several years ago. I think it is still on here? My previous owner had done a modification similar to that.

Well, we all know Mooney drivers are obsessed with speed right? This guy took it the wrong way me thinks.

I knew you were kidding around and so am I! :-)

Those are tap-able buttons which are quick jump shortcuts to the year in your logbook. If you just switched, they likely don't do anything as you don't have prior years entries.

They took pictures of the setup and sent it to the guys over at electro yesterday and I understand we are awaiting a return. I hope to have an answer on Monday as I'm getting itchy with the plane up for so long. I'll keep everyone appraised.... I hope it's something like the sensor but I had hoped if it were that simple they'd have sorted it already. I'll wait to see what the guys say and we'll go from there. It's definately the electroair, though...there was a plugged injector on the #5 cylinder that was causing the hot cylinder there. We replaced the injector and that's all good now. I wish I could share the engine date but I have the earlier non-WAAS software on my G1000 that doesn't do the data logging. I can post some pics of the engine monitor in flight but that's about the best I can do. Tks

Tgreen, Have you read through these threads?.. I have found that as long as you hit the sequence that I outlined that it always captures the GS. Including all LNAV modes with guidance if you have WAAS. For just ILS capture, you must hit the APR button after the G1000 has switched to green needles, and that doesn't happen until the fix before the FAF. Even if you have hit the APR button before, without the precision flag from the nav radio the 55X won't arm the GS mode.

There are some advantages to the set up. Since it is a rate based autopilot, if you have an AHARs failure, and have to fly on the standby attitude, the autopilot still works. Some don't see that as a big deal, but I see it as a great safety feature. I wish Garmin would allow attitude switching for the GFC 700 so you have an autopilot if the primary AHARS fails. That all said, according to Jonny the factory is looking at an NXi upgrade which would include a GFC700 autopilot for the STec airplanes. So personally, I would not hesitate to buy an Stec equipped G1000 unit because either the factory or Garmin is going to get it done at some point.

The Garmin manual isn’t very clear about the logging, but Garmin posted this on Beechtalk and Savvy’s website says it supports G3X EIS. Joel Davis wrote: Also for anyone with one of these and a FS510 the data will go into Garmin Pilot automatically and be uploaded to FlyGarmin so you’ll have it handy on the website. That’s actually one of the few features I can see for the TXi that would get me to take it over the G3X (not sure if the G3X does the same thing yet). Hello Joel, The G3X Touch doesn't support flight data logging through Garmin Pilot, but it does continuously log a great deal of engine, flight, navigation, and autopilot data at 1 second resolution to the front access SD card in a G3X Touch flight display. If you have 2 displays, you can even automatically maintain a backup set of logs, all date/time stamped with destination airport in the log file name, on the second display. While not as automatic, you don't have to have a tablet running the entire flight to avoid missing data. At your convenience, you can log into your FlyGarmin account, click on the Logbook feature at the top, then click on "Upload Flight Logs" to upload any of the SD card stored flight data logs collected by your G3X Touch system to create an entry in your logbook. It is really quick and easy way to see your flight on the map and all the engine and flight parameters. It even shows the flight director and armed/active autopilot modes as you re-fly your flight or instrument approach. The lateral and vertical deviation bars are shown on a mock PFD so you can see how well those were centered when flying an LPV or ILS approach. In this example from my FlyGarmin Logbook I am re-playing an LPV approach that was flown. The GP is captured, the plane is 2.8 nm from the runway, and since the needles are both centered, you can tell the autopilot is flying and not me!

Just that your upgrade options are extremely limited...and expensive...should you eventually choose to step away from a rate-based autopilot to the GFC700 (which would pretty much be your only upgrade choice). You don't want to know what the upgrade costs...trust me. The G1000 hardware in these models is already well into aging, and is inferior to the G500TXi. You'd be better-off looking at something vanilla and upgrading to the TXi and a couple of GTN navigators/FMSs with a GFC500.

Good job...................now, on to oleo struts Maybe the infamous Mooney 3 strikes your out bounce will be a thing of the past ! [not that I ever bounced more than twice ]

Another question, why bother flying timed legs in the hold? @drapowere you a YUL controller? I'm a YYZ controller.

I imagine those blades can get going pretty fast before they have to worry about going supersonic. It'll fly, and boy will it be a day to remember. Our first flight on another world. Actually, the Eagle blasted off from the Moon, which technically counts as flying. So we really kinda already did it.

The good thing about this one is everybody walked off the plane and they flew the plane out a few weeks later.

and replacement seat rollers in Mooney zoom planes

Hoping two of America’s finest fully recovery quickly.

Bring up this older thread. I got my prop balanced yesterday. It started off at 1.2! At the limit in the balancer manual for needing to do a static balance before doing a dynamic. Since my annual is not until Aug and i just got my governor back from that pesky AD I didn’t relish the idea of downing the plane for the static balance. Upon opening the spinner cone to access the backplate we noticed a balancing weight on the heavy side already. We removed that and it brought the ips to .9 then adding that same weight to the opposite side got us down to .4 and i could really feel the difference in how smooth it was getting. We then added double the amount of washers to the weight and got the ips to .07 idle and .13 at 2700 with .15 at 2400 and .09 at 2200. The manual says anything below .2 is good and at this point the angle to add more weight is shifting 45 degrees from the present location. We called it good enough for now until i get to my annual where I’ll get the prop static balanced and then re dynamic balanced to a tighter tolerance. I can definitely tell a difference and the prop balance guy said it’s the worse out of balance he has seen to correct. My take on this is that I didn’t know how smooth the engine could run until I experienced the engine running after the balance was done. I didn’t ever notice a “buzz in the rudder pedals” and the yoke vibrations were not distracting and seemed normal until they were gone after the rebalancing. Now i know what to expect from a balanced system. Now that it’s gone it’s better to know I’m not rattling my avionics and airframe unnecessarily.

LHS installation in Europe Did the LHS installation during last week's annual. The work was done in parallel to an installation of a traffic awareness system which supports the multiple systems which are utilized throughout Europe as good as possible: Mode-S, Flarm (origin gliders), some ADB-B out. Unfortunately the GDL69 of my G1000 is of no use over here (well it acts as expensive Charly weight), so I had to find a good compromise. For those of you who are interested refer to this link AirAvionics AT-1. It is integrated with the G1000 maps via ARINC429 as well as audio call-outs and supports numerous tablet/smartphone applications via WIFI. For audio we utilized the ADF input (Automatic Draffic Finder, easy to remember). The LHS installation was done utilizing the small inspection panel between the LHS landing gear and the wing's root. If you don't like the quality of the cut out it's me who is to blame.. Installation and configuration of the LHS worked like a charm - no problems. For audio we utilized the DME input - to my understanding LHS is a kind of distance measurement (vertical short range, not slant range though..). Did only two landings yet, one on a first time airport for me (EDVE) with a much wider runway than I'm used to (EDKA). Was really helpful to do the round-out at the perfect height. Landings were very smooth! Regards, Matthias

One of the coolest Mooneys ever built! -a-

Crowd sourcing... Some people around here are really good with various levels of tech details... getting it all integrated, and having it fit... But none of it stays constant over time... My favorite method of selecting things... by watching what others are doing around here... Some are building a panel, one piece at a time.... Others have gone all-in.... Some have standardized on one supplier... Others have given up on their favored supplier... BeKause they can’t keep up with the big dogs... Watch how some people buy pre-flown devices... last year’s GTNs getting replaced for the new TXi version... Or watch with amazement when a whole TXi panel comes together... For the best guidance... Watch a couple of panels come together... Bob and his M20E, Marauder with his M20F, Paul who started with an M20C and is now upgrading his M20K, Steven’s fantastic Ovation, Lance’s Bravo which posted pics today... And for the best Big G panel ever... find Don Kaye.... Don spends a lot of time behind his Bravo’s panel... and enjoys the electrical engineering part as much as the piloting part... Some people really live the Mooney Lifestyle... 24/7... often they share what they have learned around here... as they learn it... Most MSers don’t mind sharing what they have learned along the way... some don’t have all the time required... or it needs to be delivered via a PM... Sometimes we have MSers that actually work for the avionics companies or installers around here or retailers around here... Its an amazing amount of material... knowledge...finance... and the ability to use these things in IMC, all the way across the country... And.... it applies all across OZ too... except where ADSB is concerned... The fun part... what is right for for some, may not be perfect for the next... for various reasons... So... we kind of have crowd sourcing around here... The more you know about what you want... the more you can learn how others have achieved the same goal... Find the guys that have gone Dynon... and see what planes they have... and watch their videos... Chris posts about one video each week... his M20C looks like it just left the factory... @PilotFun101 PP thoughts only, not much of a public speaker... Best regards, -a-

There are many ways to accidentally have a GU landing... Including having one with your CFI onboard... or... Having a video of it while the GU alarm is screaming the whole way.... (not an MSer...) Some MSers have enough skill to balance the plane perfectly... and run a wheelie down the centerline before departing again... The benefit of the TnG... time saved when paying by the rental hour... The risk of the TnG... they are known methods of causing a GU landing... (cognitive overload) Once you own the Mooney... the time saved usually doesn’t mean very much... The risk doesn’t change... own/rent... How you feel after the GU landing... when you think, could I have done better..? Or when your pilot pals get together and say there are two types of retract pilots... those who.... In the end... the desire to do a TnG seems to fade... Most of the videos around here get scored on... Do the mains and nose wheel touch down separately... or is there only microseconds between them... Can you hear the stall horn sound about a second before the mains touch... does the nose wheel land on the centerline... Did the mains touch after the numbers, but before the first stripe... The TnG seems to be a fictional measurement of pilot skill discussed often in flight schools... Being able to know landing speeds for your landing GW... helps... having an AOAi makes things a lot easier... watch a few videos... score them with an objective view point... what are you looking for? Pp thoughts only, not a CFI... Best regards, -a-

Yes, we do. Without sending digital logs you might sell to the local guy stopping by your airport. But you won't get the value out of the plane you would from a nationwide pool of buyers. Do you have any examples of a plane stolen by someone who did so because they had digital copies of the logs? That's not a thing. Even so, an airplane up for sale with nothing but digital logs, no originals available, would raise all kinds of suspicion. And even if it did happen, that's what insurance is for. For every one good airplane for sale, there are 10 that are being misrepresented. It's a fools errand to go chasing across the country after an airplane for which you haven't already inspected the logs. In this day, it's just good business to inspect digital copies of log books before getting too involved in the purchase of any airplane. Welcome to the 21st century.

I never close my cowl flaps when doing pattern work.

I'm glad, Seth, that the saga is over, and the results are beautiful! The only problem is that it will now be that much longer before my namesake comes home to me . . . . Looking forward to your flight reports, I'm sure it's even more awesome than before!

Thank you very much!