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Fellow Mooniacs, I’m retiring this summer and decided to sell my Acclaim. The buyer and I close on Friday. It’s been a great run over the past 33 years. 100 hours in the J, 850 in the K, and 310 in the TN. What a great ride it has been! My wife and I have flown through snow, ice (thank you, TKS), rain, hail and everything between. Lots of turbulence, mountain waves and rotors, too. But our Mooneys always delivered us safely to our destinations, which are too many to count. I owned the Acclaim for 7 years. During that time it was based in Denver. From there it took us to Kansas City, Arkansas, Dallas, Austin, El Paso, Albuquerque, Minneapolis, Salt Lake, San Francisco, Los Angeles, Phoenix, Vegas, and many others. It also carried us round trip from Denver to Cabo 6 times. There’s nothing sad about this; my wife and I have just decided to move on. We have both lost our taste for making long cross-country flights in the Mooney, and I’ve lost my taste for anything but short flights in day VFR in perfect conditions, after flying IFR for 25 years. To that end, I have a beautiful RV-8 that I’ll be moving to Northern California to fly on beautiful days. The Mooney community has always been amazing. That includes all of you. But I would like to give a special shout out to a few people: First, to Don Kaye, who made me a very competent Mooney pilot, IFR or VFR. Second, to Bruce Jaeger, for the very same reason; he also made me more competent than most in the Acclaim, and I flew that plane with a lot of confidence thanks to him. Jolie Lucas also deserves mention; she’s the greatest Mooney ambassador of all. I had the privilege of meeting her at Oshkosh. And, finally, Carusoam, Dave Norinsky, gsxr and Mr. Muncie, who are fantastic contributors to MS. There are obviously many more and I’m grateful to you all. My Acclaim is going to a great home and I hope the new owner will become a valued member of this community. As for me, I will continue to lurk, and if I can offer any information of value I will gladly do so. Keep the blue side up! Thank you all. Joe Zuffoletto, Jr. 303-330-9199 mobile jj@zzmail.me

Getting very close... here's a tease from Joe. (Bird decal goes above the MOONEY.)

It's been a few years, but I once took a girlfriend up for a Christmas flight to look at the lights. We finished up out in the country circling over a friends place. He and I had spent the day before laying lights out in the back pasture. Needless to say, it worked and she still flies with me today.

Someone asked that question in my college flying club in Texas when we had a "ground school" session for those interested in checking out in our F model Mooney.... "Where is the best place to land a Mooney if you can't get the gear down?" Answer: "Kerrville" Sent from my LG-US996 using Tapatalk

Thought I'd close this out..Finally got the multi-stamp on my license as of today. Oral was about an hour and half...Pretty much covered what you would expect. Emergency out ops, standard weight balance, take-off and landing calculations, basic airmanship and cockpit management. Covered a few items that were Comanche specific with respect to non-counter rotating props and fuel management. Flying was as practiced..Steep turns, short field, engine out landings, stalls in different configurations and VMC demo. Got the stamp today. Long hot few weeks, but feeling well accomplished. Great training experience. -Tom

Ok, so it wasn't "today's" flight, but I just got the pictures from a flight we took on Memorial Day around St. Louis. Big thanks to @Junkman for leading our tour and to my brother, Matt, for being our photographer. My dad, Everett, rode copilot with me and my son, Matthew, rode copilot with Junkman. Photos in order: Preflight briefing, taxi, Daniel Boone bridge, river bluffs, the Stan Span, Gateway Arch, Busch Stadium, Budweiser brewery, close formation, post flight smiles.

Had a great test flight today after overhaul. The engine just sounded so beefy. It didn't miss, or cough or anything. Thirty minutes of 147 kts [75% power] around Santa Maria Airport. It has been a long process but it was great to be back in the air. Of course Mooney Lucas Aviation Puppy was bouncing along with me in the turbulent skies. Here are a few photos. Gonna fly it quite a bit before my 7/18 departure for #OSH18

This project was worse scope creep than anything I've ever seen as an engineering project manager. And the scope creep was on top of scope creep. It started out with an insurance settlement for hail damage. We were going to do a lot of the paint and body work ourselves rather than use a shop, and then we'd have $10,000 left over. Then we'd bring $10,000 of our money and upgrade to an IFR GPS. That was the only requirement for this project, IFR GPS approach capability. Nothing more, nothing less. However, after speed mods, checkerboards, paint masks, and who knows what else, we only had like $3,000 left over from insurance. But I'm game, let's keep the total budget to $20,000. Which, for the record, will meet the minimum requirements which as far as I was concerned was an IFR GPS unit (a G430 used was fine with me, or an Avidyne or whatever) and the accompanying indicateder ($2,000) or so. But, heck, I'll make some allowances for a cost overrun. But apparently, because we're tearing into the panel, we also couldn't live without an HSI, and ADSB that was compatible with the GPS that we purchased (which was double some of the more economical ADSB compliant options), a new intercomm, a new comm 2 radio (I am still not certain why except for ours was old), and a panel rearrangement. Bleeding our budget one finger prick at a time until we were almost 100% over budget. For the record, the autopilot worked just fine before this project. Also the hairy legs in the photos are Byron's not mine, rare time he's in the left seat.

I am picking N943RW up tomorrow, D.V. I asked Joe for pics of SabreCowl:

Bonal, Thank you for the "one last look" photo. That's probably the last time I'll see it. The closing will take place in CA but I'm stuck in CO for very good reasons. What a beautiful airplane! Here's my RV-8. I hope we meet someday.

In my experience the bursts are surprisingly small and low. Disappointing and not that cool.

Here is the return on Monday. After fighting a head wind all the way TO Colorado, I was hoping the wind was still there for the return. It didn't disappoint. As we pulled onto the ramp, 252AD was sitting right next to a NetJet's Citation. The Captain, @Jsavage3 was there looking over the Mooney. It was great to meet another MooneySpace'r. Climbing out over Colorado Springs. The DA at KAPA was 8100 ft. Nice to have a turbo. Just loafing along at a very civilized 63% power, 9.7 gph and about 30 degrees LOP. Letting the tailwind do all the work and producing the best numbers I've seen in this airplane. Beautiful clouds on the descent into 84R. I was IFR because of the altitude, but didn't get a single minute of actual IMC the entire trip. Safe at home and ready to push back into the hangar. We'll change the oil and top up the O2 bottle to be ready for a Friday departure to the Great White North, Churchill, Manitoba.

Results are in, and Mooneys rule the factory class! That shouldn't come as much surprise but it's always good to validate all the advertising hoopla. Unfortunately I had no other FAC1RG aircraft to race against (that's Factory, retractable with 280+hp engine) so barring some unforeseen problem I was likely to win 1st Place Factory. I need to travel to one of these other races where there are some Bonanzas or Meyers 200s to see how I can stack up. I was running a little faster than the last race, since I upped my RPM to 2600', but I was running in the middle of the yellow arc on the ASI and it was a cloudy-bumpy day so I would not want to go faster than that anyway. Down low I think that's about the limit of what I would put my airframe through. There was a Handicap class this year, where eligible planes submitted a handicap speed based on pre-flying a particular profile. That's pretty fun because it theoretically puts everyone on a level playing field. In that race a Mooney E model from a guy in Ohio took 1st place and I got 2nd. I flew two turns very poorly which probably added at least 30 seconds to my total time which might have been the difference. Or I might not have sandbagged enough in my handicap flight! Either way, it was a good day to exercise the engine. The obligatory pic, offering proof of my claims:

4 Mooney’s at the B2OSH NW clinic at Bremerton, WA this weekend. Myself ( Tigger) , Andrew (Sausage), first timers Ben (N477T) @FlyingAg14 and Dan (N201XG) @adverseyaw

Magneto coming in for landing with a big flair to get the mains down first.

Yesterday was a trip to the coast to celebrate our anniversary. The morning marine layer was well inland but began to break off way earlier than forecast so out to the airport to get Snoopy ready. Was a beautiful day with my wife and our puppy Magneto. Little River is easy to find as it is surrounded by dark green forest. The Little river Inn will come pick you up at the airport which is nice. I want to take a moment to say that Little River Inn is a fantastic place to stay the rooms are excellent there is golf and tennis a spa and salon. The restaurant does a great job and they are extremely dog friendly. The weather was perfect and the marine layer stayed off shore for the duration of our trip. Heading for home was nice to be at just above sea level giving us over a thousand feet per minute at one hundred thirty miles per. I can't say how great it is to be just 20 Mooney minutes from home to what I consider one of the Most beautiful places there is. As we approached home and I made the call on CTAF there was another Mooney that was flying a straight in to 28. I asked there position and ETA and it made sense to fly out over the lake and make my turn for the 45 as number two especially since I still needed to drop another 3k feet. The other pilot thanked me for the courtesy. Turns out it was our own Don Kaye bringing in Joe's Acclaim with its new owner they also had my CFI on board to ferry the plane down to pick up the other two. Once we were all put away I found Don in the restaurant and introduced myself to him and the lucky new owner of Joe's Acclaim. So nice to take a two and a half hour drive and do it in 20 minutes. To bad there is another major fire burning here in Lake County and as usual tons of smoke all around.

With a weekend to myself, an airplane ready to go, and a freshly filled O2 bottle, I thought I'd make use of it and go to Denver to visit family. The weekend slipped a day and became Sunday/Monday but all good just the same. The flight was Smithville, TX (84R) to Centennial airport in Denver, CO (KAPA). For those interested, here is how I wear the Halo headset when on the mask or even just on long flights when I'm not talking to ATC all that often. It just sits around my neck with the ear buds still in place. Very comfortable. You can also see the SensorCon in the GoPro mount on the ceiling. The alarm sounds right by my ear if it ever goes off. Some interesting black tips on the clouds just above the haze layer. I'm at FL200. Trying to get a good panel picture. Some have been asking for a picture of my iPad mounting position. This is the 9.7 iPad Pro. Coming into Centennial it was going to be a bit ugly. But an end run around the storm and an easy VFR landing. I was talking to Colorado Springs Approach when they told me Denver Approach had lost Radar and I'd have to hold. At the end of a 4.5 hour flight I wasn't really happy about that so asked for another 1000 ft lower to get VFR. I made a short jog to the North around the edge of the worst stuff and then a left turn onto the right base for 34R. Upon landing, I pulled up and parked right next to @KSMooniac beautiful M20J. They were watching the storm getting ready to head home. Glad you made it back safe even if you had to go through Nebraska to do it. As they say, if the weather's bad go IFR, but if it's really bad, go VFR.

I flew over to Lakeland County (Woodruff, WI) this afternoon for their Hamburger Social. I took a friend of mine and his grandson. He really enjoyed it. I'm struggling with my A/C yet, although almost perfected and should be up soon (waiting on parts). We roasted going over and my fresh air vent didn't seem to be working (seemed like just recirculating the cabin air). With pressurization, I have both a cable operated "door" on the NACA scoop vent tube AND a gravity "paddle" door inside the cabin to seal the inside for pressurization. I was having problems with it sealing last year but found some duct tape put on it during testing was hanging it up. During this past winter, I installed a tab to hold it closed just to be sure I didn't have further problems. My painter/upholstery shop was supposed to take a little aluminum tab off the locked the door (during the the upholstery work and I suspected he didn't. I pulled it apart and sure enough, the lock tab was still there. So............I had to go up again just before dark to see if the vent was letting in cooler outside air (it works great and still pressurizes as well). Anyway, it was just at sunset so I headed north and got a couple nice shots of the very tip of Michigan, the Keweenaw Peninsula, with the sun setting and some pretty clouds. Thought I would share. Tom )

Time has a way of slipping by almost unnoticed---until it is. Yesterday I had the honor of participating in a Wright Brothers Master Pilot awards presentation. There were 3 of us getting the award. One of the requirements is having flown for 50 years. The time starts from the first solo flight. Not surprising all of us had first soloed in 1967. As I listened to the accomplishments of the other 2 participants given by Karen Arendt, the FAAST Team manager at the San Jose FISDO, I marveled at how unpretentious both were in our pre award conversations. You can do a lot in 50 years, as was demonstrated by these two individuals. Karen first showed a movie detailing the Wright Brothers step by step achievement towards attaining powered flight. Then she detailed the histories of each pilot with input from each as she went along. Photos from each of us went a long way in guiding those biographies. I remember Karen talking to me about receiving the "Blue Ribbon Package" which determines one's eligibility. That package was given to each of us and contained every document the FAA has ever had on us. Once home I reviewed it, and a lot of memories were brought back. It contained the results of every knowledge test, every flight test ever taken, every medical, and every renewal of the flight instructor certificate. Needless to say after 50 years it is pretty thick. And just think, the FAA has this record on each and every pilot in the United States. We were given a beautiful plaque, a letter acknowledging 50 years of our lifetime in aviation, and lapel pins for us and our spouses. The celebration finished wth distribution of pieces of cake that Karen brought and is shown below. All in all quite a day.

Hi Everybody, I'm new to both the board and to Mooney ownership and figured this thread was as good place to jump in as any, since this is almost exactly what I am attempting at the moment. I recently picked up an '87 J with a solid airframe, engine, and interior, but mostly original panel. I thought the vintage of the plane was appropriate since that was probably the year I decided I wanted to own a Mooney someday. It's currently in the shop having the following added: Garmin GTN 750 Garmin G5 DG/HSI to replace the mechanical DG and one of the legacy CDIs Garmin GAD 29B so the G5 can drive the legacy KAP 100 that came with the plane (keeping this for now) Garmin 345R Transponder (ADS-B) JPI EDM-930 (to replace most of the legacy engine instruments) With any luck, this will be my "forever plane." Before and after pictures to follow... Nice to be a part of the group!

Charles remember this.... One day you will look back, Baby G will be headed to college... You will be up writing a similar note to the next MSer. Go Mooney Dad’s! Best regards, -a-

Finally out of annual!! @Antares thanks & thanks to MS! 2F716B4C-D7A4-42BE-BF2C-DCF9D0C2605B.MOV 23C0F184-153C-4057-A737-BD531CD57FF3.MOV

I have owned my 80 231K/Rocket for about 5 years now. I have NEVER seen Fuel Flows at the level they should be. Maxed out around 27gph on full power. I have mentioned this every oil change/annual. I was always told it was within specs. Well, the last few flights it never came above 23gph. I mentioned this again. Time to send fuel pump out (fine) a new/rebuilt one comes back. Now fuel controller is dumping gas. It goes out (fine). All put back together and log notes state totalizer is showing 5GPH high. I scratch my head.. NO WAY. It's been spot on for 5 years (even had a conversation about it with maint. manager) I was shown the certified gauge they used to set it up. He says, "keep an eye on it and let me know." I decide it's best for me to go solo on this one. I enter the runway and slowly push up the manifold pressure.. the fuel flow keeps climbing and climbing at gets to around 39gph. (they did say it was showing 5 gph high) But, I am hauling A** and by this point very far behind the aircraft and decide its time to stop watching and start flying. Well, I'm well down the runway and moving fast, so when I rotate I blast off!! and that's when the motor just went BLAAAAHH. I made the immediate decision that I was not ending up on the other side of the fence. In one swoop I had pulled the power, put out airbrakes, and put the plane into one of the wildest slips you would ever see this close to the ground, while at the same time dropping flaps. I hit the ground just as I rolled out of the slip. Had to commit to another decision. If I went off the end of the runway, into the grass/downhill, I'd loose all braking force and still be in the fence. So I got as far to the right as possible and cut the left corner off the runway with tires screaming. I fully expected to hear metal crunching as wing hit or gear collapsed. I got it stopped in the staging area. Then realized the motor was running fine. So, obviously. My gauge is fine and I totally flooded the motor on takeoff. After some extremely direct "conversation" with the Maint. Manager. He offered to purchase a new gauge and look at it. Just got a phone call. The rebuilt core housing is bad and wont let the set screw hold the adjustment screw in place. So, it was backing out and increasing the pressure. They had it set correctly in the hanger but, when they buttoned everything up and did a final run the totalizer showed 5 high, because.. it was after the adjuster backed out. I'm not really sure what the moral of this story is. It should NEVER have left the rebuild company like this. My guys SHOULD have caught the problem. I SHOULD have insisted on more follow through/testing before attempting to fly. Just sharing a story, because it was scary.

Just finished my CPL last month. I used my own plane. Personally, for me I completed the CPL to be a better pilot, in my own plane-an Acclaim. I was also initially concerned about abrupt power settings, slick airframe etc. This is what I learned..... -Our Mooney's offer little forgiveness in the commercial maneuvers. You can get way out of specs really fast. Lazy 8's and precision power off landings in particular were the most difficult for me. However, with practice they are very doable and you can master them-you just need stick time and a few pointers. Know your aircraft and hone your skills and you will be just fine. This is the point/purpose of obtaining a CPL. -Most of the maneuvers require a steady platform with very small corrections. The Mooney is great for these (360 power on turns, eights on pylons, steep spirals). -The CPL maneuvers are best performed 90% visually-looking outside the plane. Pick a spot on the cowling and it's reference to the horizon-learn what things look like. Occasionally peek at your instruments to verify trends. As an avid IFR guy, I had a tendency to focus to much on the panel. I doesn't work. -Power changes are not an issue in your own plane. As PIC you choose when the maneuver is completed. I was very clear with the instructor and examiner that we will need to cool down a bit before the maneuver, if I was required to pull power abruptly. All the maneuvers are done at Va which is usually a fairly low power setting anyway (16 inches in the Acclaim). After climbing (high power setting) to complete the steep spiral, I just slowly backed off the power and let the temps drop before pulling power. No one had issues with being "kind" to my engine. In fact, they were impressed that I was thinking about the totality of the flight and took initiative. -Speed brakes offer little help. In fact, I found them of no use. Just figure out the power setting for Va, let your bird slow down then do your thing. My examiner did not care if I used them as part of my "protocol" to complete a particular requirement. You just have to be able to explain exactly what you are doing and why. -What I found to be very helpful was to have intermediate points in each maneuver that required precision altitude/speed. I would then adjust pitch/bank/ rudder/throttle to keep myself within a reasonable spec. By the completion of the maneuver I was always spot on. -During the exam be aware of what is going on both inside and outside the plane. My examiner started hyperventilating on the first part of the "planned" cross country trip. He used this (ya, fabricated issue) to terminate the trip and set up for an emergency landing at an unplanned location. He was looking to see that I could handle a passenger issue and fly the plane safely. I dished it back by having him sing a favorite song with his face in a sick sac. It kept him distracted so I could pull up the nearest airport info. -As far as flight training....I spent about 6 hrs with an instructor. 3/4 the time was spent up front learning basic flying techniques, the rest was spent after I had practiced about another 5 hrs. I felt very confident knowing the numbers (and looks) for multiple points in each maneuver and could reproduce them consistently. -I'm not sure a "Mooney" specific instructor is necessary. Some one who really understands the procedures and how they are to be completed correctly is all you need. The flight principles are the same and work for all makes of aircraft. The numbers and visual may be different but that's what personal practice will iron out. A Mooney does not need to be flown differently from other aircraft. Things just may happen a little faster is all. You will learn to stay ahead of your plane. A very good habit to learn. -Ground school. I personally completed the King course and passed the written exam on my own time prior to the flight stuff. The King program (there are other good ones as well) can be done at your leisure, in leu of time spent watching TV. I will most likely never fly for hire. However, I am glad I completed my CPL. Even after >5,000 hrs of experience, I was able to further polish my skills and become more knowledgeable about flight, work flow and weather. Pushing yourself to continually improve keeps you safe. An unintended perc.- although it may or may not be true........passengers, friends and family feel added comfort knowing you are commercially rated. The relatively small $$ investment is well worth it.

The interior is in and got to test run the engine yesterday. After a few setting changes on the JPI the plane is buttoned up and ready for a test flight as soon as the weather allows. It’s not the best panel out there, but it’s the best my panel has been. I gained 23lbs of useful load. I hoped for a little more but after all the clean up we did future upgrades should go really fast. Sent from my iPhone using Tapatalk