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Two weeks ago spring arrived and our skiing went to crap. Decided to go visit my parents down in Nevada. First trip in the new airplane and must have been doing something right because we had a tailwind both down (Fri) and back (Sun). Only 20kts on the way down though, the way back was even better!! Apparently we even did an aileron roll!

Just a word of caution until you get the gas cap rim changed If water can get in then gas can get out on the low pressure area of the wing You might find on an upcoming flight that you port overboard a lot of your fuel from that tank all of a sudden. Being that it is the right side you won't see it until its too late. Out of sight out of mind during the flights. Don't get caught running out of gas.

I concur, I have used both. Spirit is out in the nice suburbs, Cahokia is in a bad part of town, but it is close to downtown. I was heading to NY a few years ago and spent the night at Spirit. The next morning I asked approach if I could get a tour of Downtown. Their replay was "I need you to say you won't fly under the Arch". I said "Affirmative, I will not". They said they needed a readback. I said "I will not fly under the Arch". They then gave me an awesome tour of St Louis at 1000 AGL, right next to the Arch.

I received the Engineering bill from Mooney a few days ago, it was $1034 or within a $1 or two, for the engineering document issued through Mooney and approved by the FAA. It is very similar to Grant's pics plus there is a change in a floor support brace from Mooney and the bill for that part was about $75. So as what was mentioned before the price may very depending on what you can purchase the actuator and associated parts for. I would also recommend sending your "new" actuator off to LASAR and have it serviced by them if you choose to do this. The price is $450 for them to inspect it and service it. If it needs other things then you would have to figure that out with them. My A&P and I came to the decision to do this while there was no answer to the gear problem, maybe the solution is good, we'll see. I hope it is for those who chose that route. I like the fact that my gear actuator is very solid and doesn't have issues with finding parts or have to get it inspected every 200 hours incurring more time and money for inspections. If you decide to go the route I did contact support@mooney.com. I'm glad to let you know that the folks at Mooney are working to help the Mooney owners solve some of the issues we have with our airplanes. I'm grateful for Frank and Kevin's support to get this accomplished for my needs and those of our community. Good Luck

With the TIO540AF1A engine I'm not sure Lycoming would even give a core credit. I look at that airplane and remember mine 30 years ago. It's really sad to have to say that there exists a TLS (it is not a Bravo) that basically has no value as a usable airplane without inputting an unreasonable amount of money, but that is the case with this airplane in my opinion. I wouldn't trust flying it in it's present condition at all. Of course everyone knows that we all got our airplanes at a discount. Right? Most, if not all of them were sold at less than the cost to produce them. It's not an accident that they aren't made anymore. We are the lucky ones.

Realistic Price: 119,500 (Asking)+110,000(Engine+Installation (2 Year Wait))+3,000 (New O2 Tank)+12,000(New 4 Puck Brakes)+125,000 (New Avionics)=369,500 = Find a different Airplane

I’m pretty sure that centrifugal force would preclude it from coming even close to the airplane. I would think vibration damage could be bad enough to rip the engine from the plane.

A slightly different sort of minimum I learned years ago: If more than 3 mistakes happen before take-off, then don't fly that day. (Or if its important, work out what you'll do to mitigate that you're not in the right headspace) I mean mistakes like forgetting a fuel drain, trying to start the engine without priming it, making a radio call before turning on the radio. The point being that we all occasionally make mistakes, but when there is a pattern, then we are likely to do something serious unless we change it. And it might just mean "you're stressed and dehydrated, drink some Gatorade and take 10 minutes to focus on the flight and stop thinking of work"

OK I finally get it. Ovations and poor man's Ovations ie The Eagle are freaking fast. Picked it up yesterday flew 800 miles home in 4 and half hours. Made it south across East Texas in an hour. Mooney Zoom. Oh there is a F model with Dynon Skyview for sale.

@Aaviationist It's hard to take your "advice" seriously when you seem to base it on a lot of doomsday assumptions made with very little information, and you're not reading the little information I am providing. I'm trying not to give a novel of a backstory on every question I ask but I do try to add relevant information. For example, I said the housing on the wingtip light was broken and replaced with the non-matching part, I didn't say I had the mechanic do because he had one on hand for cheap. I assume the old one got bumped at some point and it was cracked, again, no big deal. You assume this is evidence of something far more nefarious for some reason. All I asked was for advice on refinishing the housings, that's it. The trim boot isn't in great shape but it's there, and again, you're making weird assumptions about multiple paint jobs and coming up with interesting backstory on nav troubleshooting. The connector was clearly on when it was painted, and disconnected recently, as everything was clean. My mechanic opened up that area and showed me during the prebuy/annual, they must have disconnected the antenna for whatever reason and missed it when putting the cover back on. What's wrong with just saying "hey that jack screw boot looks like it's in bad shape, might want to check it out" without implying that complete structural failure is imminent based on half a photo? Maybe just chill out. The guy I bought the plane from is pushing 90 years old and he's had it since the late 90's, there's going to be a lot of little things that got deferred over the years. I have multiple mechanics that I talk to on a regular basis. I like sharing my "journey" but I don't really need or appreciate your theorycrafting nor does it add anything valuable to the conversation.

I've got an easier way than all that- Its called DAY VFR ONLY ! :-) After 60+ years doing all the 200 & 1/2 I care to do I'm now enjoying 1500 AGL day VFR trips all over the country. Try it, you"ll like it.

I would check the door fit. Over time, the hinge wears and gets some slop and the door can sag and when you open and close the door, the door and fuselage skins can touch in this area. When you latch the door, it will pull this edge forward and there will be a gap. When you unlatch the door, the skins can touch and then when the door is opened it could catch the fuselage skin if it’s not flush.

Would have probably been simpler to hack off an antenna or get a 1mph speed mod to justify it being a 202

Had a big weather system come through and dump a bunch of snow, so we went up to take a look. This is the Sedona area on the way back. You can see the airport on the mesa toward the upper right of the pic.

I've witnessed that exact same rip in the exact same place on a Mooney. The one I saw was due to something caught in the bottom on the door (think headset cord). Door was then closed on the cord which flexed the door to slip tight to the skin and maybe a little under. There was no issue or tightness closing the door. Door was a bit hard to openand was then forced open slightly and "pop", skin is ripped. It was clearly apparent the door was jammed a little only when trying to reopen. The pilot was surprised the skin ripped so easily rather than either the fuselage skin or the door just giving a little. Lots of ways to fix it given the non-structural nature. The repaired rip mocks the owner every time they are entering the cabin. William

Several have asked about a potential webcast of Andrew's funeral since it is being held in England. Below is the link to access the Wesley website to view the service. Use the pin to go straight to Andrew's page. The service is will be held 10 March at 11:30 London local time. You can log in anytime before to test the link, and it gives you a countdown at the top of the page. Webcast Login PIN 275-5050 https://www.wesleymedia.co.uk/webcast-view

No telling, good point though, anything that will dissolve Jet-Glo is a serious solvent. Problem with actual testing is it takes a long time and for metals it takes a lot more than just eye balls, like does it cause Hydrogen embrittlement in steel etc. However I still think that a real issue here is that the stuff that’s in this fuel is likely more damaging to health than the lead it’s meant to replace. Being as how everything in California causes Cancer or at least anytime I buy anything it has a label attesting to that I’m surprised that hasn’t been brought up, but suspect it’s because of the Laser focus on lead must go. On edit, I’m not saying the testing that has been done isn’t without merit, just saying sometimes the damage doesn’t present itself so quickly and sometimes it’s not visible to the naked eye.

5 days later still no pics = fake news

Alright, the first part is done (starboard, before finishing, see pictures). Quality-wise, I am now about 90% there (some minor cosmetic flaws in the weave on the visible side and some "dry" spots on the edges, ~1mm misalignment of the inner and outer part). Tomorrow, I'll make a fit-check on the airplane, but am not very confident. Here's what I've learned: 1.) 4 layers of 250g/m^2 for each side (inner and outer) = 8 layers total is too thick (~2-3 mm) to mimic the aluminium sheet metal part, so I have to reduce to 4 layers total 2.) Even small misalignment when bonding the inner and outer shell leads to undesirable distortions of the final part. I will make a better run with these lessons learned. It takes a bit longer, but I am confident, it is worth it.

I rarely use my brakes other than engine start, runup and stopping to park. I do brake gently when exiting the runway, but rarely feel pressure to make any particular turnoff; at home (5000') there are now only three runway exits--at each end, and one spot off-center since the FAA made everyone remove ramp entrances to the runway. When landing uphill on 36, it's an easy turnoff, but going downhill on 18 I often just roll to the end, as the exit is closer coming that way. In 1000+ hours, I've replaced my brake pads once that I remember. At 2575 gross, though, I'd expect much less wear than a long body with one third higher gross weight.

If it was something that changed suddenly, you probably lost a phase in your alternator. Did you also notice an increase in alternator whine? This is usually caused by vibration cracking internal solder joints in the alternator. Losing a phase (1 of 6) will reduce the efficiency and total output of the alternator. Actually, there are two phase failure modes. 1. lose a diode by an open diode or an open connection and lose 1/6 of the output. 2. lose a stater phase and lose 1/3 of the output.

Analysis will tell you the alloy. Lycoming can tell you what parts use that alloy. My mechanic likes to put the element in a big jar and fill it with solvent and shake it vigorously and then strain the solvent through a coffee filter.

I think Lycoming's guidance is a teaspoon or two; that looks like a common magnetic retriever about 1/4" diameter, so you're still a tiny bit of the permitted amount. Watch it and see what happens in the future. Cutting the filter open at your next oil change may help, just realize that if it's at 25 hours and this one was at 50 hours, if nothing changes, you will have 1/2 of what you see here.

If you are having vibrations, you might want to look at that... In my rocket, I do not find the 305 HP to be excessive at all.. that being said, I fly jets for a living. But I dont see how anyone could find the acceleration intolerable, it really isn't that quick, the average automobile accelerates faster. However, reducing runway required and having great climb capability greatly adds to safety IMHO... I will take an overpowered aircraft every day over an underpowered one.

That’s what the phone is for. Nah, WiFi only tablet is plenty. If the Stratus fails, there’s still the panel GPS. If both fail, it’s probably a GPS problem and won’t even come to the phone. Seems like the most common point of failure is overheated iPad. Otherwise this stuff just works.

Engine has 2494 hours. Needs O/H. That's what you are missing. Add minimum 100K for engine, more like 120K.

I think the 'commercially available' argument was correct - In terms of the case at hand. You have to read the original agreement. Commercially available was defined in the agreement. The dictionary definition is meaningless, and the judge addressed this at length. I've argued here an on Beechtalk that the judge would find exactly as he did. And I was told I was nuts. (I mean.. they're not wrong there, but...) The decree defines it as " on a consistent and sustained basis at prices and on terms, in quantities and at times sufficient to meet demands of the customers of that Settling Defendant in California (“Commercially Available”), " Simply having a fuel that has lower or no lead available for people to buy does not alone meet the tests presented by the agreement.

I'd have to double check the STC for my STEC-30 but I believe it is registration/serial-number specific to my M20F. So, yes, to be legal you'd have to pay for the re-certification, I'm afraid.

I recently changed my takeoff minimums.. they were high - 800’. We were heading out a the ceiling was 600’. It was improving so we waited. When we took off into the 800’ overcast it was easy. Time to decrease it. that was it. Do something at or near the current personal minimum, see it was handleable, change it.

I’m redoing my panel right now and had him do all the switches. He is a great guy and does fantastic work! Priced very reasonable too. cheers, Dan

I just went through this: what I found in the filter: what it came from: did an IRAN with new cam, DLC lifters, cylinders, bearings etc… -Don

Apples to oranges. You have a K with a Continental that uses a "coupler". The OP has a J with a Lycoming that uses a V-belt.

So I just completed a basic training with a new student who bought an Acclaim Type-S. He had just gotten his Private license a few weeks earlier. I didn't have the time to teach him about the LA area so I referred him to another good friend and 787 Captain for additional training in the LA area. My friend objected to several items from my teaching: First, he wanted all trims set before taxiing, and second he really objected to my teaching where the aim point should be, about 400 feet before the threshold. That all sounds reasonable, right? Wrong! Set the rudder trim full right before taxiing and the plane will want to go right all the way down the taxiway because the rudder is connected to the nose wheel in the Mooney. Aim for the threshold and you'll have difficulty landing on a very short runway such as Oceano (L52) with the long body Mooney. I always teach to land assuming a short runway. Unless you have an extended amount of time teaching in such planes even a really good non Mooney instructor really wouldn't know that. I have a few hours teaching Mooneys (see https://donkaye.com/flight-instruction). Personally, I don't know of anyone else with more Mooney teaching time. I've specialized in Mooney instruction nearly full time for the past 31 years. I know how to control speed down to the knot and slope to less than a degree and I teach the same. So when I say the pucks need to be changed in the long body Mooney with the old 2 puck braking system about every 70 hours, it's not because I come in too fast. There was a reason Mooney changed to the 4 puck system. 2 pucks on a 2740 pound airplane are quite different than 2 pucks on a 3368 pound airplane. Of course you could land and not apply brakes and chew up a lot of runway. Of course you could aim for the threshold and sometimes due to obstacles you have to. But most of the time you don't have to. The 4 puck braking system on all long body Mooneys starting with 27-107 (mine is 27-106. I just missed it) was a big benefit and a worthy upgrade. I agree with the Rolls Royce comments having owned mine since 1979.

I'm sure I have what you're looking for. I have compiled a very unhealthy and massive collection of Brittain parts. I don't want to show it all. It's embarrassing. -David

Coming up on 77 living the dream. Life’s good.. D

As many have said, if you are using an iPad, if you want the GPS chip you have to get the cellular version. But that doesn't mean you have to get cellular service. I don't have cell service on my cell-enabled iPad mini. I'm glad to have the GPS in it for when my Stratux has been forgotten. When I need to update I connect to WiFi. From my phone, or home, or hangar, or whatever.

On another forum, a pilot friend of the mishap pilot reported that (paraphrasing): the mishap pilot thought he lost a cylinder at 3500’, was astonished at the vibration, and immediately shut it down. He dead sticked it to that landing. Well done. Along that route, it looks like the prop picked the best available time and place to depart. I’m not a socal flyer, but from ForeFlight, the coast looks pretty inhospitable for a forced landing. -dan

I bought my Mooney it had an old KT-76A in it, worked but wasn’t a digital display and of course didn’t display the alt I was transmitting. It simply just didn’t match the rest of the radios. A yellow tagged kT-76C was maybe a couple of hundred bucks, slides right in and is plug n play with an A. What I can’t wrap my head around is all these people that spend tens of thousands of bucks on new glass, when their engine is past TBO, sure it may last a little longer but the clocks ticking. I just don’t fly IFR anymore and my dual ILS, with Garmin 430 old King instruments is just what I want, and guess what, I can still buy replacements cheap, and or still have the old King stuff repaired, but bet the much newer 430 if it’s not already but soon won’t be supported anymore.

Started on repairing the cosmetics on mine today.

found one

I bought my Mini 6 with cellular to have GPS chip. Did not get a SIM. After a while, I found I was using it enough that it made sense to add it to my cell plan. I like getting the latest iteration of my flight plan from FF or Flight Aware without having to pull out my phone to enable hot spot. For security, I do not leave hot spot on. I have a power cord in the plane, so even without putting it in Airplane Mode, it charges during the flight.

You can use your iPhone as a hotspot if you need WiFi. In flight I’m connected to the panel so I don’t need GPS and have never missed it.

Android tablets and EFBs don't have any restrictions on using the GPS with a WiFi-only device, so that's how I've always operated. That said, my Stratux has a GPS receiver, too, so even if the tablets didn't have native GPS reception they'll get everything they need from the Stratux.

What is that hairy appendage between co-pilot legs lol?

I will give them a call tomorrow and check. I also placed my order on Oct 8! Unfortunately online it says processing still.

Good news! My V-Band Clamp was sent Tuesday, March 4, 2025 from Air Power. No confirmation e-mail or anything, I got a SMS from FedEx about a delivery and when I logged in and checked it says Shipped. I placed my order: October 8, 2024 I'll guess for you guys that are waiting, we now know they are shipping them out soon as they can.

The double puck conversion is by far the most expensive part of the conversion, new master cylinders, new calipers, new gear leg to flip the pucks from front to back, new gear doors. Without these, you do not have a legitimate Encore in my opinion. The balance weights are relatively minor, but the stabilizer does require some trimming. I can tell from pictures whether these have been done or not. the Vne does not change, gross weight might have some influence on flutter speeds, but I think production line convenience was part of it. The engine changes are minor if you do it smart. There’s a reason this is an expensive upgrade. Don

It still would probably been faster in your plane.

True. Thinking that you did sufficient ADM and actually doing it are different. Probably why we went with personal mins to begin with, but they can get superfluous, overly restrictive, or just plain unwieldy if you actually think it all through in the first place. Oh, and you need an accurate estimate of your own abilities which is probably the most difficult part.