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I had a nice Cross Country flight last week, flying from the U.P. to Las Vegas / Henderson Field for the LOBO (Lancair Owners & Builders Organization) for their Annual Convention. We saw some pretty serious headwinds on the way out, so needed to stop in Fort Morgan, CO for fuel. Those mountains look a tad bit less intimidating from FL280 (compared to previous flights with less capable airplanes). It took us 5.5 hours to fly out, but thankfully the winds were nearly the same (just a bit less) for the return flight. We were able to complete the trip home non-stop in 4 hours, covering 1600 statue miles with deviations (yes, averaged 400 MPH). Even my wife said she is starting to really like the Lancair more than airliners now. Note, the mountain picture with the airport in it is Aspen. Return pictures to follow. Tom

Well, N1258X departed KIMT (Iron Mountain, MI) this afternoon on the way to a stop over in Arkansas. "Chocks" / Shane is the new proud owner. Watching him on Flight Aware and seeing in excess of 200 MPH at times, priceless. https://flightaware.com/live/flight/N1258X/history/20210430/1814Z/tracklog Hope he has tailwinds every flight with Steve looking down and blessing him as the new caretaker of that plane. I found Shane to be an amazing man. Happy to see someone like him get Steve's plane. Seeing it leave was a bit challenging, but then all things must pass. Now back to getting another friends Lancair Turbine ready for first flight. Tom

I just published a realtime video of a short flight in the Mooney M20F from the Spruce Creek Fly-In Community private airport to New Smyrna Beach in Florida. With ATC audio. The flight was recorded by 4 cameras. One of the cameras was installed under the left wing. Recording starts prior starting the engine and stops at engine shutdown.

I am over the moon. I will take good care of it for you buddy.

This will be quite a post. I basically grew up on a grass strip and everybody I knew from when I was age 3-10 had airplanes. My dad had a C150 when I was born, and bought a Cherokee 180 not long after my sister was born when I was 3. Dads good friends were crop dusters, retired Navy pilots, and (flying) farmers. My dad farmed ground around the airport in Monon, IN and so that’s where he kept the 150. The Cherokee was purchased from a neighbor 1 mile away who had an 1800’ grass strip at his house and we kept it there. We flew that plane all over and it was particularly awesome when he’d come home from the field and say, “I think I need to check the crops.” That was code for “We’re going flying”. We lived under a training route for Grissom AFB too so I got to watch F4s fly over at low level (we could see the pilots when they banked for the turn). I was 6 when Top Gun came out so I learned about carrier ops from a crop duster named Steve who flew EA-6s around Vietnam. About 7 I attached a hook to the back of my bike to simulate a trap by tying a rope low between two tree trunks. I learned about Newton’s first law that day when I didn’t bolter. I’d been in planes my entire life but I did Young Eagles when I was about 8 with another crop duster, Joe, but in his Funk. Later, I used to bomb around the countryside with his son who was 2 years younger than me in their Cub during the summer. He had a grass strip at his house and we’d fly there too, even though it was 30 miles away straight shot on a state highway. My 3rd grade book report was on Chuck Yeager’s autobiography, and my teacher (who was old enough that she taught my mom in 3rd grade) had to call and ask what “buying the farm” meant in the flying world. I had my first glider ride with the same CFI that taught my dad and signed his logbook, both the PPL and the IR. I was hooked. When I was 17, I met my wife who had lost her father in a plane crash the year before. I remember the day he crashed because nobody knew who the crop duster was that went down until all the others returned home that night. I talked about flying with her but I never pushed the subject. After we got married, kids came, careers bloomed, and things got in the way. It took until I turned 40 to start lessons myself. my wife signed me up after discussions with her boss who is a pilot too and flies his own Citation. I never felt like I was going to fly and when she handed me the Cessna kit, I figured it was just a bag for my son to use. It’s a slow trip, our careers and kids allow me to fly on Saturday mornings so I do that. If I can master my short field landings without pretending to be grabbing the third wire, I’d be ready for my practical. I love it, even when I’m having the occasional off day and I basically pay for my 23yo instructor to yell at me, I know she knows I am better than the “off day” but it’s a challenge I love. Listening to my earlier liveATC recordings I can tell I’ve grown and I can hang with many of you now on the radio. This is the day she surprised me with my lessons. Also the day My son and I got our first ride in a Citation too.

This is exactly what its for, any short runway. If you don't have 70% of rotate speed as you come up to the middle of the runway its time to abort takeoff. You'll still have time to stop and then consider next options based on what you might think is the issue. 2150' is ordinarily not an issue in a C model at 540' elev, but this day was different for wahetever reason. But as pilots we need to be primed to make the abort decision before passing the halfway. Of course we have no clue what actually happened in this takeoff so not passing judgement on this specific incident - just repeating a best practcie which should be apart of every emergency pre-departure brief or we won't be prepared to take necessary action in time. Most of the older pilots never got this kind of training in their private pilot training (I certainly didn't), but most of the more recently trained private pilots do - for good reason.

He had partial power loss. Could not get out of ground effects. He tried to accelerate over the lake but hit the trees near the old prison. If anyone knows Warwick airport its a short runway so once your in ground effects your pretty much committed. The Mooney's roll cage kept the fuselage intact and pretty much saved his life. He climbed out the door with hardly any injuries. He is recovering at home with some back pain. Mooney is a safe plane and we should be glad to be part of this amazing airplane.

As an economist, what we're seeing is as much of a lack of supply issue as it is an increase in demand. Whenever supply shrinks and the monetary printing presses run (whether it’s from countries hoarding materials or because of reduced production) we stand to see stagflation as the resulting economic phase. Stagflation (high inflation, high real unemployment and slow growth) is not desirable whatsoever. The high inflation is being caused by a shortage of supplies due to many companies being being either offline or partially offline over the last year and countries and people hoarding materials. The high real unemployment is a direct result of the flawed Keynesian economic theory that governments can actually stimulate the economy. This is a complete farce. Governments can no more stimulate the economy than sugar can build muscle. The only historically proven way to see economic growth is to free the economy from restraints and let markets be markets. The other force working on the lack of used aircraft on the market is simply the positive wealth effect. The better people feel financially, the more they hang onto luxury items (like aircraft...). A series of restraints (increase in taxes, rapid rise in insurance costs, an aging pilot population, etc) will eventually cause the supply to pick back up and the cycle repeats itself again.

Sometimes things don't show up right away on the JPI. My one emergency landing did not show anything on the JPI, or any of the other instruments, until well after it was decided we were landing NOW. So even if he did have a JPI and it was in his scan, still may not have told him anything. AND... Has anyone heard any more real details? Spoke to a friend that lives in Warwick and there are lots of "facts" floating around from non pilots. Just curious if anyone has learned more from the Pilot or anyone at the airport that has real facts/knowledge. Maybe a potential Learning Experience for us? And he better damn well log that LANDING! Did a great job and DID walk away from it. ADDED: One correction. My JPI didn't show anything at first. After I did a few more scans of everything it did show the dead cylinder, but by then the decision was already made to land. So I didn't mean to imply that the JPI does not give good info. But it can only show you what the sensors tell it. And sometimes there's a lag.

Well, my fantasy Mooney is faster than your fantasy Mooney: Mine cruises at Mach 0.92 on 12 GPH and has an interior the size of a Jai-alai fronton.

Thank you, @carusoamfor taking the time to flip my posted pictures! Some day you'll explain how to do this. I can easily flip and turn .jpg's, but when I post, they always revert. It seems to be an issue with Mooneyspace since I don't have the problem on other sites. As to my floor, it was cheaper to make the floor all shiney than get my plane painted.

It seems complicated on your side of the Atlantic. In France there are many wooden planes and this is a well-mastered technology. Offer an internship to my friend Didier, he will rebuild your wing to new, he built a MJ 100 (Spitfire scale 1 wooden). https://www.planecheck.com/eu/index.asp?ent=da&id=46345&cor=y

Haha. I miss this place and you too.

Sold to a friend. I can fly it whenever I want

Once infected, it stays in your system for a lifetime! There is no cure.

@A64Pilot Actually, what is protecting your home address is your LLC agent which itself is an LLC. Which mean that is a dead end but, for 5 dollars I can pull the registration record for the airplane, and find out who represented the LLC on the bill of sale which would lead me to at least your first and last name. This would also allow me to know what sort of ADS-B solution you have. If I were to religiously check ADS-B exchange (and you have an ADS-B solution that does not allow for autonomous transmit) I could ultimately find your home airport which would at least let me pull the tax records for the surrounding counties which should allow me to find a home address of the stated first name last name on the bill of sale. In short, for 5 bucks and well more then 5 dollars of my time, I could figure it out. Edit, actually it was free. 179REDACTED SE 159th Ave, REDACTED.

Building hangars on public airports that receive AIP money is quite entailed. I have built many hangars on airports in years past but my last hangars were in the late 90’s until now. Last year I leased just under 4 acres in the middle of the airport at KOMN. WOW has things changed with the FAA requirements etc. I was right at $250K in administrative stuff before I even had the proper FAA approvals to make application to the city for the building permits. (That 250K doesn’t count my building permits) You have to have an FAA approved CSPP. EPA (FAA Required) DEP, Storm water run off plan etc ! None the less, even with the prices skyrocketing on materials I ordered everything several weeks ago and we break ground on Monday May 3rd and hopefully have a CO by 10/15/2021. I will have 39,000 sq ft under roof with 10 65 X 60 hangars available with 60 X 18 ft clear span doors.

Personally, my most successful investment decisions have been to ignore predictions and stay the course, and my worst ones were trying to react to what I thought was likely to happen.

Hi, I am a bit concerned about the CG of my 252, making the calculations with 2 peaple on board is almost out of forward limit. When landing requires max trim up and with peaple sitting at the back much better. I have noticed looking at the elevator in cruise flight that the leading edge is facing downwards quite a bit, this should create drag, in fact flying with passengers at the back seems to increase my cruise speed. My plane is full of instrumentation, with three blade prop and two alternators. Just to make it a bit worse installing new led lights I removed flasher box from the tail wich is pretty much on the most aft position and weights a couple of pounds. looking on the equipment list none of the three ballast options is marked, so I presume to have no ballast at all, and istalling some I should have a much better handling aircraft and on some cases even better cruise performancde due to less drug from the elevator. Any suggestion?

I sold my Mooney a few years ago but still feel like a Mooniac. What’s wrong with me?

For an E model book landing ground roll is 600ft, so 50/70 take off abort should be very doable even at a 2100” strip. I use a 1800” strip regularly and I like to be airborne by mid point. I limit myself to 2300lbs for strips under 2000’ unless it’s the dead of winter.

But this one goes to 11.

But it would have a Mooney wing, the correct tail and a much lower Cd!

There is nothing wrong with you except your diagnosis. You never actually sell a money, you are only "temporarily between Mooneys". So....what model are you now considering?

Sounds like this would be a minor mod with a logbook entry if it’s Faa / PMA. It does not reach the threshold for any of the criteria for a major modification, it’s an approved part and has a TSO approval (thus the approved data exists). I’m not an AP / IA but I’d be perfectly OK as an O/O with installing this with a logbook entry from any AP.

You are re-inventing the Piper Malibu / Mirage: 5.5 psi, 120 or 140 gallons, 4300 pounds. In production continuously since 1984.

Now you have to buy the plane that goes with it...

Plenty of room for that... About 100 planes with room for more than two tents per plane... If my plane was going to be there... you would have an invite... I misunderstood a key phrase... like ‘set up camp’ Best regards, -a-

I've been there. I'm not trying to park with the caravan, just pitch a tent.

Earlier you mentioned a new egt probe. If you don’t have a modern engine monitor now would be the time with that newly overhauled engine coming soon.

Hey, look, I found this too.

Per information from the NASA web site, it appears multiple landing sites are offered, and eventually selected based on the possibility of weather issues. The information below is in regards to the previous Crew Dragon Demo 2 flight. “NASA and SpaceX are capable of supporting seven splashdown sites off the coast of Florida for the return of NASA’s SpaceX Demo-2 test flight with NASA astronauts Robert Behnken and Douglas Hurley from the International Space Station as part the agency’s Commercial Crew Program. About two days prior to return, NASA and SpaceX teams will select primary and alternate splashdown target locations from the seven possible sites, with additional decision milestones about where Crew Dragon will splashdown taking place prior to the astronauts boarding the spacecraft, during free flight and before Crew Dragon performs a deorbit burn. Teams will evaluate the forecasted weather conditions at the primary and alternate splashdown sites at each milestone to determine if the sites are “GO” or “NO-GO” for splashdown and recovery. The seven potential splashdown sites for Demo- 2 are: Pensacola, Tampa, Tallahassee, Panama City, Cape Canaveral, Daytona and Jacksonville. Approximate Locations Selecting the Return Location Splashdown locations are selected using defined priorities starting with selecting a station departure date and time with the maximum number of return opportunities in geographically diverse locations to protect for weather changes. Teams also prioritize locations which require the shortest amount of time between undocking and splashdown based on orbital mechanics, and splashdown opportunities that occur in daylight hours. Crew Dragon has the capability to execute a unique series of orbit-lowering maneuvers using its Draco thrusters to line up its ground track for each primary location and maintain the capability to change to alternate sites in free-flight as weather constraints dictate.”

Me too, I took the class, maybe Paul (gsxr) and I were there at the same time. It took me about a year to get it figured out and start flying LOP regularly, I couldn't get over the feeling the fuel knob was going to fall off. Seriously, the main problem I found, adapting the techniques they teach to the TSIO360, was that all those guys are Beech guys so their experience is with large bores and mostly NA engines. I wrote them a couple of times and they always wrote back, but they were not familiar with the 231 set up. It took some experimenting. Come to find out the engine loves to run LOP. As Paul K. always points out, you gotta do a lean test and if needed, get GAMI's which I already had, but with that done the engine really likes it.

only 450k....I could cash in my 401k...have a little left over for gas....fly arround with a bevy of beauties cause i would be single when my wife found out...

None taken When I got home with my new-to-me M20K 252 turbo Mooney, I said the first thing I'm gonna do is get Brian to go fly with me and teach me proper engine management. We just never found ourselves in the same cockpit at the same time. And now 700 hours of turbo Mooney time later... well, I would still like an opportunity to have Brian fly my Mooney. There is plenty to learn and like you said, he's got a wealth of knowledge on the subject.

it’s back to the 50/70 rule, every pilot needs to incorporate this basic best practice which provides protection from most of these kinds of problems. https://www.boldmethod.com/learn-to-fly/performance/how-to-use-the-50-70-rule-of-thumb-for-your-takeoff-this-summer/ Sent from my iPhone using Tapatalk

Most of us honor, and revere, the “Greatest Generation” that fought World War II because everyone pitched in and did their part. From kids participating in scrap metal drives to Army soldiers assaulting the beaches at Normandy, we are grateful that so many were willing to serve their country. Today, we’re not asking anyone to join the Marines and attack Iwo Jima. We’re asking them to wear a mask and get a vaccine to combat a disease that has already killed twice the number of Americans that died during WW2.

Made some progress on the KitFox. I wish I could claim 100% of the work but I can’t. I had to get some outside help to keep the project moving along but I join in often. I have an IG account @kitfoxkarson where I post progress pics for those interested.

Mike you will need a 5/64th hex key

Congrats Chocks! Enjoy this plane for many miles and smiles.

Way to go Chocks! Go MS! -a-

I believe the front drain is the pitot drain.

I think if you use a pulse-demand system like an O2D2 those work. With a regulator and continuous-flow system one of the oxygen conserving systems like shown above is much, much better than a the normal medical cannulas with no reservoir.

Here’s one more.

KAVX

This oil stain appears to be from a leak above that drips down after engine shutdown. Check the push rods shroud tubing O-rings. Jose

It's time for an update. She flies. 34 minutes over the top of the airport. Full power is now 39" at 2600 RPM. We're still dialing in the fuel flow, so don't have that yet. We have a short list of squawks to work through but should be finished up and heading to Denver by the weekend.

Sorry to be late to the party here but that's my post that you took the screen shot from. I got the multiplier from @kortopates specifically based on the compression ratio of an IO360 engine. By the way, the multiplier for the TSIO360 is 13.7. I didn't read every post closely through this thread, but let me clear up a couple of things... If you are running on the Rich side of Peak EGT, then by definition, you have excess fuel already and so % HP will be determined by the amount of Air which in our case is measured as Manifold pressure and it controlled by the Throttle. The Mixture has nothing to do with % HP as long as you are ROP. So the formula doesn't work for any situation where you are ROP. If you are running on the Lean side of Peak EGT, then by definition, you have excess air already and so % HP will be determined by the amount of Fuel which in our case is measured as GPH and is controlled by the Mixture knob. The Throttle has nothing to do with % HP as long as you are LOP. And therefore the formula, as you worked out, will give you % HP for any MAP/RPM combination... as long as you stay on the LOP side. But surely the MAP and RPM have something to do with something??? Yes, MAP and RPM can effect how far or how many degrees you are on either side of Peak. Here are some examples. These are made up numbers but hopefully they explain the effect of MAP and RPM on LOP... Assume 21" MAP, 2500 RPM, and 8.75 GPH = 65% HP and 30° LOP Then 23" MAP, 2500 RPM, and 8.75 GPH = 65% HP and 40° LOP (Here we've increased the MAP which adds air, thus leaning the mixture further, and therefore going further, more degrees from Peak EGT) How about 19" MAP, 2500 RPM, and 8.75 GPH = 65% HP and 10° LOP (Here we've reduced the MAP which removes air, thus richening the mixture and therefore coming closer to Peak EGT.) So what about @Ibra scenario of 29" MAP, 2700 RPM and 8.75 GPH? This still equals 65% HP but so far LOP, probably close to 100° on the Lean side of Peak EGT, that the engine might not run. The formula works as long as you're on the Lean side of Peak EGT. I hope this helps.

Rule 1 - evaluating the seller is as important as evaluating the airplane. Write a contract to buy that clearly spells out the expectations following the pre-buy. Ensure that the shop understands the difference between a pre-buy and an inspection. Worst case scenario for the buyer is the loss of the deposit. Worst case scenario for the seller is the buyer disappears and skips out on the shop bill, in which case it's paid out of the seller's deposit.

A few points I have taken from the above comments: There should be an agreement on what is being done, where, and what determines buy or no buy decision. Verbal or written may not matter, but it also may depending on the final decision. Potential buyer puts money into escrow, sellers pocket, or somewhere to provide proof of interest/ability to purchase. "Examination"/PPI take place and determines squawks/airworthiness items to be discussed between buyer and seller. Buyer determines from results of PPI/exam (and previously signed agreement) to proceed or stop process. If "stop" is the result, buyer is out cost of PPI and sellers expenses to move plane to and from PPI location. Funds over and above this amount are returned to buyer. If "proceed with purchase" is the outcome, there may be negotiations on squawks, airworthiness items, etc. Many of the these items can be modified depending on the risk the buyer is willing to undertake or the familiarity or reputation of the seller. Buyers and sellers who do these transactions regularly likely have documents outlining how they want the sale to go. So to answer the OP's original request, here are some guidelines to follow or not. You probably already gleaned all of this from reading everything the same as I have.