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Many of you asked me to post - hopefully some of you know me and it doesn’t come across as brag - but wanted to share pics of my wonderful bird - she comports like a long body but doesn’t float down - it’s power on until wheel hit - same concept of more trim trim trim - she’s heavier and a dream come true Sent from my iPhone using Tapatalk

The procedure to rotate a picture is simple. 1: You take your picture. 2: Then find the "@" symbol in your keyboard. 3: With the "@" symbol first, then insert "carusoam" next to the "@" symbol. For example @carusoam 4: Post your picture as normal. 5: Then you wait for a few moments or two, and then magically, your picture will be rotated. Hope this helps. Not a picture rotator. PPL only.

Courtesy of The Mooney Flyer, page 5, September 2020 edition. (www.themooneyflyer.com) Hopefully, some good will come out of this. Mooney Update - August 21 Jonathan Pollack is the temporary CEO of Mooney. He has been running Mooney for the past 6 months. No additional details at this time. In the short term, Mooney will only be providing Parts & Service; not building airplanes. There is only a 10% gross margin on the Acclaim. They need to right the ship before restarting the manufacturing of airplanes. Current owner wishes to m

Thanks to all who helped in our search to find a Mooney. We’re now the proud owners of N2997L. I wanted to say a little about the previous owner, Steve and his wife Lynne. Steve unexpectedly “flew West” recently, and we hope to carry on in Steve and Lynne’s tradition of meeting people and making friends while flying. I’m including a note here from Lynne: My Mooney is going West. I will meet the new pilot this Friday at KGBG before she flys to Chino, CA and continues life with a new family. My cousin had Warbirds out that way, and I've spent happy hours there, so I guess it's fitting t

As many of you know, I have owned my '65 E model since 2005 and one of the reasons I bought a J-Bar Mooney was serious lack of confidence in RGs that were operated either electrically or hydraulically. This reticence was caused by a ground loop in a PA-28-180R Arrow that sent the front gear to work for the other team because I chanced to lift off a minus 26 deg Celcius and the nose gear broke something during transition. In the end, the fault was mine because I was operating the aircraft outside its envelope (ie: below -25 deg C) but I was already on the "I gotta own the gear if I fly an RG"

It’s a 2018 910 (eg G1000nxi) - only 200 hours - still has new smell! All the best to you and yours!!! Sent from my iPhone using Tapatalk

I vote 1 for Anthony, Mike Elliott and Bob Kromer to be on the Advisory Board. I mean this in all seriousness and respect.

I flew a friend down to Tomah WI to pick up a SUV he bought and on departure ended up waiting for a M20C departing. I headed for KRST (Mayo Clinic) to pick up a patient and when I arrived at my home airport (KIMT), saw that same Mooney sitting on the ramp. I inquired with an employee of Kubick Aviation whether they knew the owner and I was promptly introduced to Lester, @86Xray . Their customer service rep being, not only a beautiful blond bomb but, an acute sales woman, noted Tom (me) likes flying Mooney pilots in his Lancair. Maybe, if the stars aligned, I would fly down and pick him up

You weren't completely clear - which are you getting when you win the lottery? A TBM or a very hot wife? E

Nancy wrote me a very nice thank you letter , If you guys donate any money to the Gilliland foundation , I will half match it in Bobs name , up to 200 dollars

I am really against the full flaps on approach - I honestly don't know of anyone that codones this in a light GA aircraft. Consider why we use flaps at all - purely for landing. But landing is optional - it better be or we're setting our selves up to become a statistic. Then add the consideration that we don't want to make any configuration changes on final as we are flying the approach so we can keep out approach stabilized. But going to full flaps all the way on final is not the solution when the landing is NOT guaranteed. Personally, I prefer to be optimized for going

I went to Lake Placid, NY today (15 min away) fly fishing with my son. There's the ski jumps. It's a very interesting pattern - you fly just a few hundred feet directly over the ski jump where you make downwind the downwind to base turn. There was an Acclaim there today - also with a four blade! First other Mooney besides mine with a four blade I have seen. It looked great on the Acclaim! It was so clear and low humid and beautiful today!

http://www.mooney.com

I had a nice flight on Sunday night from X60 (Williston FL) to KGGG for some maintenance at Don Maxwell. I’m always reminded how great it is to fly at night when conditions are good. I was cleared direct on takeoff to destination and flew at FL200 initially and then climbed to FL220 to avoid all clouds. Just me and the airliners up there.

Do you have a CO meter? Your symptoms resemble CO poisoning. CO will cause high SPo2 readings.

Sorry if this is more of a trip report than a flight! Wife and I were looking for a Covid escape and had planned a trip out west for our 28th anniversary. However, a business opportunity came up in the Great Lakes area. So we changed plans and flew from Pell City Alabama to Mackinac Island. I stopped in Fort Wayne to check the weather and took off after a short stop. We arrived in Mackinac Island with ceilings reported at 700' following a King Air on Approach. Had to throttle back for spacing (hehe) and broke out about 1000'. Short 3500' runway, but pulled off mid way. Took a horse and buggy t

We had a fun outing to Catalina, including lunch on the patio followed by a hike around the airport perimeter to pet the Buffalo. We saw only 1 Buffalo today that was right on the trail that we had to walk around. Unfortunately one of the Mooney's had already departed when we took this. Mooney tail as far as the eyes could see!!! Proof we were at Catalina! That's Buffalo Bill that met us on the trail - Bill is very friendly and happy to see us For those that were curious, this gives you an idea of the local visibility when we got back to the

After a very long and sometimes frustrating search, I bought a Mooney. 94 Ovation. I couldn't be happier. I am really glad I was selective. Took the plane to Cole Aviation (service center) for the pre-buy . Really liked that crew! Plane went thorough pre-buy as well as the owner said it would! Went up last Sunday with a fellow Mooney driver and CFI and got some flight time and landings. All check out. Sam

He is a salesman first, and it must be really cheaply priced 231 - and maybe it is. But don't be misled by marketing BS like this: 130 SMOH LOWER220 SMOH TOPTSIO360GB12003 There is no such thing as a legal LOWER "major overhaul" nor a TOP "major overhaul" - an engine major overhaul is a legal definition with a minimum list of parts that need to be replaced. In reality those could be 2 separate IRAN's with neither of them resetting the clock on time since the last "Major overhaul". Its all in the details. Beware, you can buy a cheap plane, but cheap planes often become th

Folks please, Africa is a continent. It has 54 countries. Some of them (like South Africa) with advanced industry. For those of you familiar with the NTC market, MGL avionics and Sling aircraft are South African products - and wildly successful at that internationally.

I could go down the rabbit hole with this on a long, pedantic discourse on civil procedure, the doctrine of sovereign immunity and common law in addition to the Federal Tort Claims Act, but let's avoid that. Instead, a few comments: 1. Procedural posture: This is styled a cross-complaint, but It really looks like what I'd call a a third-party complaint, because it brings in new parties (the controllers). So yes, it is an attempt to deflect blame to the controllers. This is a common tactic when pilots (or any other defendants) screw up. Find someone else to fob it off on. The more t

I knew that I logged on the a Mooney owners forum when I read that people don’t change their oil with annuals and save less used oil for re-use later. Engines worth tens of thousands, oil worth $100, CB’s indeed! Clarence

Mike Elliott and I today in stormy Florida Sent from my iPhone using Tapatalk

Just picked up my ‘new to me’ 2002 Ovation 2! N191KT PPI went well enough. Everything important was in excellent condition. A list of small to medium issues that need attending too like an expired oxygen bottle that needs replacement, gear no-back spring needs replacement, needs new ELT, some wiring connector issue with the lights in the left wingtip. Flew her home... OSH-PBG. 4:10 min. She flies true! Thank you again to all who helped me. All the information I gathered to make my decision was contributed by Mooneyspace members by phone, private messaging, and searching the archives.

N252AD will be flying across the country tomorrow if anyone wants to see some real world numbers out of a 252. Follow on FlightAware. The fuel burn will be 9.5gph. Standard tanks.

(FYI: I have zero affiliation with Garmin. I'm just a Mooney owner based in Ohio. This isn't an ad, just my opinion!) My M20C has a pretty decent IFR panel (photo below): a Garmin GPS400W that drives two G5's (one as PFD and the other as HSI), and is also connected into a GTX-345 transponder that -- since it has bluetooth -- sends position data plus ADS/B traffic and weather to my two iPad minis running ForeFlight. (The GPS400W is the same as a GNS430W without the nav/coms. I have two KX-155's because I like to keep radios separate from the GPS.) The units are all connected togethe

Only 15 years, Wildstreak? That is sad. (I bought my pretty M20S/R a few years ago as a 70th birthday present to me, after a year of sensibly doing without, and grinding my teeth at insulting airline absurdities.) And count my many blessings every time my excellent and unflappable spouse fastens his seatbelt beside me, headed to see distant grandchildren, grand sights on the other side of this vast continent, or just a grand $200 hamburger on a pretty day. Someday I will be too old, but not yet, I hope. I look at my friend, Bob, still flying his friends into the Idaho wilderness for breakfast.

Here is an article I penned a few years ago about one of our national treasures, Captain Harry Moyer, P40 pilot during WWll. https://generalaviationnews.com/2018/08/16/it-came-back-to-me-quickly/ A little update on Captain Moyer...............this October Harry will celebrate his 100th...........WOW! We are attempting to get the P40 here in San Luis so that Harry can once again fly it............and on his 100th birthday celebration!! This is absolutely completely special!! I'll produce another article on Harry after his historic birthday flight! Thank you to our very spe

I was Holding short at KSBA a few weeks ago. I had already called the tower ready to go. The TBM pulls up next to me and the tower tells me to hold short so the TBM can depart. I look over at the TBM and give them the "What? I was here first look" The TBM's very hot Wife, girlfriend, copilot (saw them in the FBO) looks back with the "I'm sorry, we didn't do it" look. Anyway, I digress. That TBM took off like a rocket ship! I was cleared to go 10 seconds after the TBM. What a cool plane! That's what I'm getting when I win the lottery.

Mooney has new ownership as of today. Go to Mooney.com for info.

My technique is to go full flaps once I break out. Going missed IMC with Flaps T/O is less of a handful than flaps LDG. Sent from my Pixel 3a using Tapatalk

I started the annual inspection and found a bunch of metal flakes in the suction screen. This inspection thing actually works!

A year ago June Don Maxwell had a convention called MooneyMax in Longview. At that time I was approached by an individual attending the convention who asked if I would fly with him for some landing practice. I think he had just gotten the airplane a few months earlier. (It may have earlier than that). We flew for about an hour and a half. He was a very good pilot and I was able to supply him with some tips. As I recall we talked about Mooney as a Company and he had a lot of ideas. I've heard a lot of people who had a lot of ideas about Mooney. Nothing ever came of them. And so it was

I'm not advocating for moving Mooney operations out of Kerrville and relocating to Cape Town. And I don't think Veronica is thinking that way either. But rather setting up a manufacturing facility somewhere in Africa that could build and sell airplanes into the African, European, Mid-Eastern markets. Africa is a huge place and a very large market. Distances are vast and travel by air is most often the best/cheapest way to go. While bush planes are useful for some situations, a Mooney is perfect for connecting larger towns and cities of which there are thousands. This is not political and

I have been biting my tongue about the GW increase since before I was in Bathurst in 18 and met you Victor, but NDA prevented me all this time from saying anything about it. Now that Jonny has put it in the public domain, this could be a real breath of fresh air into Mooney. I have seen the prototype parts mounted on the wing and nose to allow LB's 3768# and it can be a retrofit. Ill let Mooney fill in the details as it is their place. Lets just hope they push the ball over the finish line. Problems sales have identified with Mooney 1) GW .... this would check that box 2) No par

My new panel is complete thanks to Chris and his two friends at Sure Flight. Have 2 G5's and a GFC500 tied into a GTN750 along with a GTN650, G345R, and another G5 on the right side. My next budget buster is going to be a new paint job. Going to put a few hours on her this week and memorize every square inch of this auto pilot's capabilities but so far I am really pleased with how crispness of its tracking compared to the KFC 150 it replaced that had 2,700 hours on it.

The Bravo is the most undervalued plane in the fleet. Once a turbo pilot, its really hard to go back to an NA plane. And only a turbo pilot understands they're flown very differently and thus I'd expect you'll be very dissatisfied to go back to 200 hp NA Mooney. And coming from an Acclaim, it makes more sense for you to stick with a longbody if you can. Go Bravo - (even though I much prefer the 252/Encore for its efficiency).

I've got an opportunity to purchase another plane that I've had my eyes on for years. So, time to get serious about finding 11W a new home. N2711W, sn 1022. About 5,500 TTAF, 1,180 SMOH Lycoming factory, 2001. Runs strong. Basic IFR. 3-axis Brittain with alt hold that works. Basic IFR with KX-155 and KX-175, both with GS, both coupled to the Brittain. No corrosion. Tanks sealed at Wet wingologists 2001. No leaks. Hangared during my 16 years of ownership. Hangared by previous owner. Paint, interior both poor. Has some warts. Does still have an AD prop hub. Prop is about 700 TSOH

Indeed- being sensitive to your earlier post and being clear its not directed to the OP - but show me one thread at 5 pages or more than EVER stuck to the original point of the thread. Sorry, but ALL topics here on MS take on their own life as they evolve with discussion. No one can control it and no one owns it. The only expectation, is we do our best to keep it civil, non-political and inviting for all to participate.

My alternator and wiring issue was finally solved and I thought detail what happened here so others may avoid the same issue in the future. The series of events is somewhat lengthy so feel free to skip to the bottom unless you're having a rainy day like we are in Florida. In Mid-June, I was flying from FXE to BED at FL230 when my LEFT ALT FIELD annunciation went solid red and the LEFT ALT FIELD breaker popped. As many of you know, the Bravo has dual 70 amp alternators as well as dual batteries. My JPI was showing 28.8v. I elected to continue the flight based on the redundancy and VFR

As the saying goes. "It all depends". At my home airport, KSJC, a Class C airport, ATC almost always says, "Keep your speed up". In such instances I'll make a constant slope (the glide slope), variable airspeed approach. With the Bravo that means 160 knots (for a reason) to 5 nm. At that point the speed brakes go out with the slope remaining constant. 160 knots is chosen because the speed brakes will quickly knock off 20 knots at that speed. At 140 knots the gear comes down. Within a few seconds the plane is at 110 knots and slowing. Approach flaps go in, slope remains constant. If I

I find the following absolutely despicable and in extremely poor taste...... just perfect for this thread. “Good Cop Story The police department in the small hill country town of Kerrville, Texas, northwest of San Antonio and southwest of Austin, reported finding a man's body last Saturday, in the early evening, in the Pedernales\River near the state highway-87 bridge. The dead man's name would not be released until his family had been notified. The victim apparently drowned due to excessive beer consumption while visiting "someone" in Fredericksburg. When he was found, he was we

In a visual approach do you put full flaps in that far out (FAF)? I'm with @irishpilot, no full flaps until you break out, if you decide to use full flaps. Missed approach with full flaps is awkward at best at a busy time. In my opinion, the best mindset to have on the approach is that you are going to go missed approach, that way you're prepared for it and it doesn't surprise you.

I unapologetically do T&Gs in my Mooney. Its a perfectly fine and safe maneuver. ATP, CFI, 13 yrs Mooney owner.

As of the 28th of August, I've had my M20M for 28 years. I'm now on engine 3. The first one made TBO plus 300 hours and the second one would have had it not been for a shop incident that required an engine tear down. So I went with a new one a few hundred hours short of TBO. The 3rd one is the smoothest of them all. On the first 2 the turbocharger on each needed to be overhauled mid time along with the wastegate and controllers. Both engines needed exhaust stack work around mid time, too. Cross country I use 75% power of 29"/2400 rpm. 65% power is 26"/2400 rpm. In my nearly 6,40

Ok, just to feed the fire...... If you choose to not do T&Gs, that’s OK, BUT, If you don’t feel comfortable doing them, you may need more training....

On my home base the runway is 7,000’ long so I have done stop and go landings with Mooney transition students. The full stop landing is a completely normal procedure. We spend a few seconds while stopped on the runway to check and reconfigure the airplane and our brains and begin a normal takeoff with 4,000’ or more remaining. An argument against T&G is to ask “why practice something you don’t ever do as a normal or emergency operation?” Practice go-arounds from just above the runway, when the hypothetical moose wanders onto the pavement, those make sense. Low/missed a