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I was looking forward to this year's Mooney Summit. Really bummed it was postponed. Nevertheless, I still wanted to hold the presentation I had planned to do, but virtually. I don't have a solid date and time yet, but thinking Thursday, October 21st at 8 p.m. EDT...will post the official time here once I can solidify my schedule. I'll be more than happy to do this assuming I can get a good number to attend (say 30 or more). If there's very little interest, I won't bother. So, please add a "Thanks" or "Like" to this post if you are interested so I can get a feeling for the number of you that might be willing to attend.

Well it appears you can teach an old dog, new tricks. At 72 I just got my commercial (yesterday) in my J. Not going to do anything with it (unless that position at Uzbekistan Air, opens up), but I wanted to keep my brain housing group sparking. This isn’t about me though; I just wanted to thank all who posted commercial info on the forum. As you know the info out there is geared to Piper and Cessna. With your help I got entry speeds, power settings, etc., geared to a Mooney. We all know this is a great resource for all things Mooney, thanks again for the help.

Yeah Joe, go get one. I was amazed to find out how low my blood ox levels got even at lower altitudes. All of those "my headache is coming from my headset" comments should have been "my headache is coming from my lack of oxygen".

You know, life is so short and you probably shouldn’t attempt to dissuade her from her desires. Let her know you support her in this adventure and also tell her to please write occasionally, letting you know all is well !

My brother and sister in law lived aboard a 65 footer for about 10 years, traveling from the Keys to Maine, in search of perpetual 75 degrees F. If you think maintaining an airplane is a PIA, get a yacht. As my sister in law said, "Everything on the boat is already broken - we just don't realize it".

When you acquiesce to her wishes, you should demand that the name of the boat be "I Said No".

Oh, you poor, poor bastard. Not sure what to tell you. I, personally, would go look for a new wife, if you truly needed one.

Sorry for OP, but glad nobody was hurt and there was no other damage aside from prop. The irony is that with the electric gear J's, the POH still tells you in strong language not to pay attention to the gear indicator light and to look down at the floor indicator to verify the gear is down. I still think the Mite's wigwag gear warning is still the best Makes me smile every time I see a video with it

There has been a lot of great advice offered here. I can't add much but I would suggest getting more hours before moving into a "K". It is NOT anything like a 172. I don't know if you have checked on insurance but that would be a good start. I have a M20K and I absolutely love it. However, if you don't like being on oxygen and flying in the mid-teens altitude wise...............do not get a "K".........the "J Model" would be more appropriate. IF you buy a "K" then I would definitely recommend a good engine monitor. The "K" does require a little more attention to the management of the engine.

Good luck with the next steps Urs. Full power during the ground strike typically bends the prop tips forwards as it grabs the pavement… This is often extra tough on the internal parts of the engine… For historical reference… there are many down lock blocks that have caused this type of failure…. The holes become egg shaped, and some pilots don’t know to recognize the failure… There is a test called the thumbnail test to know the gear is down and locked… There are also replacement blocks for the worn out ones… For future reference… for the next MSer to consider… Once the prop has struck the ground… the accident has already occurred… the expenses are already high… Going back into the air… the risks are unknown and increasing… how much power is available… how long will the power last… if something shakes loose, how fast can you shut the engine down..? PP thoughts shared… not a mechanic… Best regards, -a-

Looks like a fresh design. Not something we see often. Nice. Not sure how the paint pros do it, but I'd consider trimming the plane for landing or takeoff before you paint. That way, the lines across the tail will alway look right sitting on the ground. I leave my plane parked in the takeoff position. Not sure how other folks do it. BTW, your E is a shorter body than the plane they are using in the rendering. It may change the look of the lines across the fuselage.

the local rental club CFI is doing the catalina checkout in a 172....a whole difference from the OP s m20J....and he has already recieved the best possible Catalina checkout offer if he is willing to fly to San Diego

Greetings all, Mooney Summit VIII is postponed to an as yet to be determined date. As communicated previously, COVID-19 has continued to be a major concern as infections have declined and surged throughout the past year and a half. While we find ourselves in a different position this year than last, the nature and timing of the current surge has made it impossible for us to forecast a responsible execution of the Summit in October. We’re very disappointed in reaching our thoroughly considered decision to postpone the event but know it is the right call for the Mooney Summit and our fellow Mooniacs. We hold these events to save lives, and have applied the same decision making processes we use every time we fly to ensure we have considered and mitigated all identifiable risks to the best of our ability. Our mitigations fell short, so we made the decision to postpone. All registered attendees, presenters, and sponsors will be receiving a separate email with details on options for dispositioning registration fees and contributions. Thank you for your understanding and continuing support of the Mooney Summit. Fly safe and stay healthy. Rick

We were living on an Island Packet sailboat until the Pandemic, and both knees are shot and I doubt I could have made recovery from total knee replacements on a boat. So I bought a house and a Mooney. ‘It depends on what your looking for, if it’s something that can move from one Marina to another, but always stay in a Marina, and your not really wanting to go very far then a power boat is fine. However if you want to cruise the Caribbean and not stay in Marina’s then your far better off in a sailboat. Sail boats are much safer in big waves and weather too, and far more stable as the wind pushing on the sails keeps the boat from rocking back and forth. A thing you should understand is that the best islands to visit and stay even in the Bahama’s don’t have Marina’s, you anchor out, which means life is so much better if you have a watermaker, huge battery bank and lots of Solar. Satellite TV is an option etc etc. You don’t need Airconditioning in the Caribbean as the wind always blows, but in a Marina it’s a must have. ‘We spent Hurricane season up river from Jacksonville as it’s pretty safe there at this Marina. https://www.ortegalanding.com You’ll also be much better off with a large tender (RIB) and a 20HP or so motor, it will be the family car, the grocery getter, transportation or snorkeling spots etc, so you need something big enough to carry a load, large enough to stay dry in and fast enough to cover ground fast. I miss living on the boat as the gypsy type of lifestyle is to my liking. Once in the Caribbean there are so many places to visit and things to do that you could spend years and not see the same thing twice. ‘Oh, and on edit if you have a few Million to buy a large Ocean going trawler, then you can go anywhere, but in reality no planing boat is actually a blue water boat, the hull design just doesn’t lend itself to storm size waves, and do it enough and you will be rather large waves

Tell her the rules are if it flies, floats or fs, rent it is cheaper. Tell her you never make more than two mistakes and you'll sure miss her. Me? Three time loser.

Dick Jacob at NW Propeller. He did a great job on the props for the Historic Flight Foundation’s DC-3 also. But I also know people that have used AC and are quite happy with their work. Skip

@sleeper-319 When I lived in SoCal (including many years at WHP), I used to go to Catalina often enough that I got the annual membership (unlimited landings, pays off in about 3 or 4 trips) I do not think it is very hard, aside from all the visual illusions. Being on a plateau and a slightly convex surface with a false horizon once you land. This video of a past landing shows it: https://www.facebook.com/jolie.lucas.1/videos/10214127402958162 Note the distance markers on the right. When the video ends, there is 2k feet remaining, but the false horizon makes it seem much shorter. I support your idea of going with someone who knows landing there, not necessarily a CFI, who can give some guidance. I think some of the SoCal locals who already replied would do it for the buffalo burger :-) (I can recommend someone if you PM me) -dan

Oh my.

Reminds me of one of my favorites......... Husband says to wife.....honey, pack you’re bags, I won the lottery......wife says, pack my bags? Where are we going?...... husband says, we’re not going anywhere, you’re leaving!

Hmm, think you should suck it up and buy a boat. def think of worse things in life

There are yacht rentals in the bahamas for $8000 / wk. they check you out in it and let you go. Far cheaper to go this route to see if you both love it like it or hate it. And if you can’t swing 8k then that right there shows you shouldn’t get a yacht.

https://web.archive.org/web/20180718211708/http://donmaxwell.com/publications/ all of the old articles are here... -Don

Sail or power? I would entertain the Sailboat idea but a Power boat would not be satisfactory at all...

Correct. Do not assume. Make sure! Again, do so and your plane will be beautiful as you desire. Mine were and are!

I am hanging there day and night with my camera

My Artcraft experience (3 Mooneys through the shop), I strongly suggest setting the trim yourself.

Condor tires are made by Michelin as a lower cost tire, not unlike private label tires made by automotive tire companies. Condors come from the lower cost plants in Brazil and Thailand. I would rank the Condors just below Goodyear and Michelin, and well above anything Specialty Tires makes (Airhawk & Airtrac) for quality and durability.

Tough call, but probably the right one. I am hopeful we will all be back together next year.

If you use that unit, I have one myself and it works great, make sure you use the #1 battery as only it is connected to the ground power plug.

Something got lost in the conversation… Joe the OP, is discussing training to fly high… so he can fly above mountains… mountains out his way get pretty tall… So there isn’t a choice to select a lower route, at any level of comfort…. PP thoughts only… Best regards, -a-

I feel exactly the opposite. I don’t understand why anybody would fly in hot and bumpy weather when they can fly in cool smooth comfort above 10K AGL. With rare exceptions every trip is between 11.5K and 17.5K. The key is an O2 system that is comfortable and efficient to use.

Are you saying you stick to low altitudes? Up high can be better weather, better winds etc. Why slug it out jn the low vis weather and get kicked in the pants over the mountains when you can sit back in the smooth clear up high?

Well, the nightmare is finally over!... I returned the Kelly harness (for RHM38E plugs), and bought the Champion (for REM38E plugs) and 8 brand new REM38E plugs which didn't arrive until yesterday afternoon. The Champion harness fit properly with NO gap Did a ground run, my A&P inspected my work and signed it off. Put the cowling back on and called it a day. I'm going flying tomorrow FYI: Before installing the new plugs I checked gaps, and measured their resistance and found they ran from 1.4Kohm to 1.9 Kohm.

Used Dessers Flight Custom 3 retreads on my Ovation. Excellent! No issues.

Keep plugging away, it is SO worth it!

Just a touch of IMC on this flight. The next one had a good 1.2 of actual IMC. https://intothesky.com/2021/09/08/ifr-training-fullerton-to-john-wayne-and-back-with-a-touch-of-imc/

Yesterday we got back from San Francisco (KSQL) and smoke was very thick from north of RDD to Columbia river, it was much worse then during our flight south few days before. We climbed to 15.5k at one point to stay on top and continued the rest at 14.5. Medford was reporting 1.25 SM or so... and until Columbia river, you couldn't really see the ground looking straight down. Not sure how some Willamette valley airports reported CLR. Smoke spread to the coast and was also East of the Cascades. Puget sound area was clear, with good visibility... We were sure happy we didn't need to land anywhere on our flight home.

Well, will see. There are at least 3 Mooneys here right now. More than any other make/model

You can usually improve your O2% by just sitting up straight and taking some deep breaths. I’ve seen as much as 6% gain. See mamma was right don’t slouch it’s bad for posture and oxygen uptake. If you do this you need to remember to breathe as your body’s natural response to breathe is triggered off your CO2 levels and not your O2 level and you can get lower than you started if you are not careful.

I didn’t know a C172 would make it to the Teens in the summertime with 2 adults onboard.

It's not difficult. My first time there in my Mooney was a harder touchdown than I wanted but I didn't adjust for the upslope runway enough. As thinwing said, just fly the numbers. I think where pilots get in trouble is because when you are getting ready to turn base you are 2,600' above the ocean, not a sight picture you are used to. Ignore how far above the ocean you are and pay attention to your altimeter. The same thing that Minivation mentions here: The other thing that gets pilots in trouble is some make a habit of dragging it in low and slow which puts you in a bad spot with a downdraft on short final.

I have the ACK E-04. I was surprised as well.

I flew to Catalina when I was 15 once. I was flying my dad’s Arrow with an instructor and my dad said I could go anywhere except Catalina so guess what I said to the instructor when he asked me where I wanted to go? I even bought a bottle of sand labeled “Own your own piece of Catalina beachfront property” to bring home as a souvenir. I had about 100 hours at that time and don’t recall it being a particularly challenging place to land. I was also 10 years away from fully developing my frontal lobe so I see things differently now. Good call for seeking our additional training even though nothing requires it (except common sense, good judgement and a desire not to wreck your plane). Seems like a nice way to spend the day flying there and back with a CFI.

Heck, if you can afford a plane, then I suppose it wouldn't hurt to grab a CFI to give you a few pointers on the trip to AVX I've flown into AVX just once, and that was during July when I did a big flying trip from Denver-Telluride-Sedona-Lake Havasu-Catalina-Bakersfield all in one day. One thing that got my attention at AVX was just how steep the runway slope is. Runway 22 is a distinct uphill, and Runway 4 is a noticeable downhill. When I was taxiing out for departure, it almost seemed as if all the other planes were only looking at the windsock and not taking the slope into consideration - one Skyhawk decided to take off uphill with a ~5 knot headwind ... by the time he was off the departure end of the runway (which is where I was, holding short of Rwy 4), I reckon he wasn't more than 30ft off the ground. Of course, no harm there because both ends of the runway drop off down to a cliff, but it certainly struck me as odd. Given the fact that my experience with AVX was in the context of hitting all the other "plateau" airports that day (namely, TEX and SEZ), I made sure that I briefed the airport elevation well before arrival and set up a game plan on what kinds of "gates" I wanted to pass through during the traffic pattern inbound, with each gate being defined by a specific geographic location, target altitude, airspeed, and configuration (e.g. turning base to a 1.5-mile final for Rwy 22, 1900' MSL, 75kts, full flaps, gear down). For each gate, I'd have an "escape plan" where if my targets weren't achieved, I could initiate a go-around and rejoin safely.

I've got 3 of them. I really like the Innova model. It provides a PI% which helps you understand whether or not the unit is sitting correctly on your finger. https://www.amazon.com/Innovo-Fingertip-Oximeter-Plethysmograph-Perfusion/dp/B077ZJ1ZKZ/ref=sr_1_1_sspa?crid=22HAXNPYXZMCG&dchild=1&keywords=innova+oximeter&qid=1631113276&sprefix=innova+ox%2Caps%2C150&sr=8-1-spons&psc=1&spLa=ZW5jcnlwdGVkUXVhbGlmaWVyPUEyTEEyTzFCNUlaSDc4JmVuY3J5cHRlZElkPUEwNzMxNDMxMkdEUVJMNEpWUERaJmVuY3J5cHRlZEFkSWQ9QTAzNTM4NDUzTDRDM0k5NTNSSjFYJndpZGdldE5hbWU9c3BfYXRmJmFjdGlvbj1jbGlja1JlZGlyZWN0JmRvTm90TG9nQ2xpY2s9dHJ1ZQ== Of the 3 units I own, I have used all 3 at the same time and they all are within a single digit of the % they report.

Grabbing a CFI for one flight seems like really cheap situational awareness around unfamiliar surroundings. I ever get out that way I might do likewise. Pretty smart move actually.

I can't resist. The flight I mentioned earlier was a free day (that's my story and I'm sticking to it!) on a business trip. I had made arrangements ahead of time with a flight school at SMO*. So the trip was not only a "Catalina checkout**," but an introduction to the LAX SFRA. I get to the airport and the weather is miserable, especially for SOCAL. Definitely VFR but chilly and gusty and a bit showery. I get to the FBO. Time to discuss whether to make the trip at all. Finally, we decided to go for it but with the disclaimer that the most dangerous thing in an airplane is two CFIs flying together. We had a blast. (*) The flight was in 2003. Amazingly, the flight school is still in operation and the airplane is still part of their fleet. The CFI I flew with went on to get his ATP and is typed in a few jets. (**) I think there is sometimes a bad connotation to the word "checkout." Many of us think of it exclusively as a thing we need to do to satisfy a rental operation or insurance company. I needed to do neither in this case. There were no plans for me to rent the airplane a second time while I was there. It was strictly a one-off. And with about 11 years of Colorado mountain experience at the time, I hardly needed instruction on how to approach a airport with an interestingly-configured runway cut out of mountain in a Piper Archer. But I love the local knowledge gleaned on these flights, whether you want to call them "checkouts," "familiarity flights," or something else. I may even have a record for the number of times I got "checked out" in different parts of the country, sometime as a prelude to a later rental but many of them one-time flights for fun in a new place. The bonus is, whether the airplane was new to me or something I had hundreds of hours in, I always learned something.

DME doesn't provide "lateral" guidance - only distance. The AIM's reference to Lateral Guidance, such as in AIM 1-2-3 discussing use of RNAV ststems on Conventional approaches discusses lateral guidance in the context of using VOR and NDB guidance, and of course does say the raw signal must be montitored on the final approach course. But this doesn't apply to DME which does not give lateral guidance - just distance. A VOR and NDB lateral guidance signal is different from using distance information alone for lateral guidance.

It's not really a backfire which is a fire up through the induction system. It's more properly called an afterfire which is a fire in the exhaust. Backfires are usually caused by excessively lean mixture which burn so slowly that there is still burning gas in the cylinder when the intake valve opens igniting the mixture in the intake manifold. An afterfire usually occurs due to overpriming or shutting the ignition off when the engine is making power. In either case unburned fuel accumulates in the exhaust system and is subsequently ignited buy hot exhaust gasses when the engine fires. At closed throttle idle, momentarily tuning off the ignition only long enough to note that the engine begins to die and then turning it back on should not cause an afterfire because not enough fuel accumulates in the exhaust. If you accidentally switch the mag off during a high power mag check, it's safest to pull the mixture to ICO and allow the engine to stop and restart it. Skip

Mt. Denali last Tuesday...