Popular Content

Showing most liked content on 03/29/2017 in all areas

  1. 9 likes
    My wife's Hyundai is easier to load then the Porsche, but I'd still rather drive the Porsche. I'm reminded of a comparison that someone made between my M20C and a 182. The conclusion was that the 182 was better than the Mooney in every way, except when flying. It's better for loading, better for unloading, easier to get in and out of, easier for passengers to get in or out of, easier for the A&P to work on, easier for sitting under the wing in the shade at fly-in's, better for camping under the wing, and better in many other ways. But all that goes away once in the air. And at least for me, I own an airplane because of the flying part.
  2. 9 likes
    I thought it would be a good time to post an update to the saga with 252AD. We've been down the road with a DER to get a fix approved for the spot of corrosion on the spar cap. The prescribed fix is actually pretty minor. It's just a doubler of about 4" covering the spot where the corrosion was polished out and removed. There is a specific number of rivets or fasteners that must be driven through the doubler. In addition, we have to create a new gusset to attach the rib to the doubler. The doubler should go in today, while the gusset is out for heat treating. We should get the gusset installed next week. Then it will just need to go back to the tank shop to seal the tank. I've also been collecting avionics for an upgrade to the panel. But had put that all on hold while we tried to determine if the plane would even fly again. We're in the home stretch and so it's moved into the avionics shop for that work. I'm removing engine instruments, JPI EDM-700, Turn Coordinator, KI-256, KI-525a, VSI, KNS 80, GNS530W, KR 87 ADF, KT76a, WX-10A Strikefinder, GMA 340, Hoskins, and the standby vacuum system. I'm installing, Aspen E1000Pro PFD, Avidyne IFD540, AXP322 remote, SkyTrax100, PMA 450a, EDM-900, Garmin G5, CiES digital fuel senders, all in a new left side panel. I'll keep the ASI, and encoding Altimeter along with the Altitude pre-select and KFC150. I'll also keep the GDL 69A and KY 196 com. I'll try to get some pics tomorrow of the repair work on the spar cap. It's been a long road, and we're not done yet. But hopefully another month and we might be flying.
  3. 7 likes
    MAPA just shared the news... Type Certificate was awarded today for the latest models, so deliveries should resume quickly. Sent from my LG-LS997 using Tapatalk
  4. 6 likes
    Thread seams to be celebrating the issuance of a type certificate for new Mooneys. Come join the party. It took 40 years to go by before my M20C was affordable enough for me to buy. It only took 15 years and an economic melt-down to make the O affordable. Today is the day I start marking time to acquire an M20V... Hope Jimmy and David will be around to take in my O on trade that far out in the future... You never know what the future holds. Stay positive. Best regards, -a-
  5. 6 likes
  6. 5 likes
    If I was being purely practical, I'd agree with you... except that if I really was practical, I wouldn't fly at all. I fly because it's fun, it's cool, it makes me happy and I can afford it. Therefore I'd never own a Cirrus unless they start coming with retractable gear. There is a cool factor that comes with retracts and tailwheels, that just can't be matched by a fixed gear tricycle.
  7. 5 likes
    Champion has their reason. Tempest has one too... If you need a plug for a desk decoration. Champion is your go to source. If you need a spark plug for an aircraft engine, go Tempest. There are two products that get mentioned around here all the time. Champion spark plugs and Gill batteries... The data is irrefutable(?) (big word of the day) Best regards, -a-
  8. 5 likes
    Okay! I feel that I am good to go now! After lots of rough air flying a few weeks ago with the Mooney transition guy, and being the hard headed student that I am I was landing pretty well, but still having trouble with getting the gear up, and generally not as confident as I wanted to be. I got back from Galveston Sunday and had my local Mooney guy lined up to fly this morning even though it was going to be high gusty wind and probably more rough air. It was indeed rough air, even worse than I flew in two weeks ago. I had time to think about it all and read some of the good input here and it all helped greatly. I lifted off the runway and got after the gear pretty quickly. It came up perfectly. It is indeed all about the technique and doing it before the speed builds up. I then went around and landed and he asked "what is wrong with that?" After giving me that little confidence boost, he had me landing and taking off with no flaps which worked fine. Of course we were on a 6,000 feet runway so it was no problem. I haven't looked at his log book entry, but there were probably about 8 landings and they all went well including batting a thousand getting the gear up. We went to my hangar field which has a smaller runway and even in the rough air I nailed the landing and take off there. The gusty wind and rough air was good training. One landing I ended up ballooning up in a gust and dealt with it much easier than I would have in my little taildragger. Once we got out we had flown an hour and a half. After filling out my logbook he handed it back and said "you're good to go." He also said that he thought it would be a good idea for me to fly more than 5 hours before carrying my sweetheart. He said I should just fly and get comfortable with all the added things to think about. I will do that, plus get in lots of study for the 430. I plan on weaning myself from Foreflight dependence and use it for flight planning rather than GPS navigation. I will leave that to the 430. I am extremely grateful for all the support and welcome that I have had here. You guys offer lots of good advice, contacts and even a demonstration flight! Many things you guys did and said were helpful. Probably the final suggestion that helped me get to the point of starting solo time was the suggestion for gear up before the end of usable runway. i look very much forward to discussion on this forum and meeting some more of you in person. You guys are great!
  9. 4 likes
    Yeah all that @Alain B said AND the Cirrus STILL looks like a trainer with its fixed gear.
  10. 4 likes
    I'm late to the game here but I'll share my story in the hopes that it helps. I don't think I'd do things differently unless I didn't do it at all! ;-) I fly pretty much exclusively for business travel. I started my journey 5 years ago at the age of 45 with the intent of using it for business travel. I now fly my 1992 M20J 160-180 hrs per year and have over 500 hours in it coming up on 3 years. I live in the Omaha NE area and fly to Chicago, Minneapolis, Des Moines, and Kansas City most of the time. Weather knocks out every 4th-5th planned trip or I'd fly every week and exceed 200 hours easily. My local (5 minutes from home) FBO provides me with heated hanger, fueling, and pull in pull out. This saves me some time but it's running $300/month for the service. If this wasn't available the time for a 250 mile drive wouldn't save me much. Most of my trips are longer. Here's what I learned along the way: 1) You buy (and you definitely buy) ultimate flexibility and save time vs commercial air and driving 2) You trade that time savings against an investment in furthering your flying education and planning. Be a student of the game to stay safe! 3) You MUST have an attitude of "I don't have to be there" to be safe. Don't fly or go early or leave late to avoid putting pressure on your trip. 4) Despite a mentor who gave me all the details involved in getting through the training it still took much more of an investment in time than I thought it would. I kept my day job so the private pilot took me over a year and a little less than another year to pass my IFR check ride. 5) I wouldn't start my training in a Mooney (but it's not impossible). I did most of this training and started my business travel in a flying club that had a C172, C182, and a Piper Arrow. This allowed me to learn as I advanced through the more complex aircraft...invaluable experience. 6) You should commit to the plan for using it before you start spending time and money. Too many get through the training then stop flying or don't fly regularly....what a shame. Business travel is a great way to make sure you use it. 7) It's very cool to be part of the flying community. You will gain flexibility and it will definitely cost you but the cool factor is priceless! 8) Don't defer maintenance if you are flying for business, you don't want to get stuck somewhere on an issue that could have been avoided. Budget accordingly: Speaking of money. Here's my breakdown for my 2016 expenses to give you an idea of what operating cost for 160 hours looks like. I fly quite a bit but even a 1992 vintage Mooney has parts that age that need to be replaced as you go regardless of hours flown: $8,500 Maintenance including $5,200 Annual $7000 Fuel (I run 145kts LOP at 8.5-9 gal/hr) $3,600 Hangar (you could save some money here but spend more time) $2,200 Insurance (pretty much the same as when I bought the Mooney with only 120 flight hours but 20 hours of retrac time) $750 Subscriptions (Jeppeson GPS charts, Foreflight, etc) $450 Upgrades (I added Rosen visors in 16...love them!) You'll want to add some things over time but you don't have too....except ADSB-out if your plane doesn't already have it) Total Operating Expenses - Approx $22,000 and $138/flight hour (I'm not including interest expense or Engine Reserves.......I've got another 6 years on this engine at this pace so not thinking about that yet) Big disclaimer....this is my experience an opinions based on that experience. I hope it helps others looking to fly for this reason
  11. 4 likes
    I toured the Continental Factory in Mobile AL last fall while attending the Lancair Owners and Builders Organization (LOBO) Convention. I noted to several employees during the tour about my current Mooney engine, the TSIO520NB, being over 400 hours past TBO and without exception every one of them told me to keep running it! I ran 20% past TBO on my last Mooney as well, an F model with an IO360A1A. I DID replace it with a factory Reman. Not sure what I will do with the Rocket once the Lancair is painted? A recent article in AOPA suggests it's better to buy a plane with the engine timed out than with a fresh overhaul. You're not paying for a low time engine you have no certainty of getting all your money back on and you, as the new owner, have full control over the overhaul. Tom
  12. 4 likes
    Yeah, but you can't lower your gear and unbuckle both front seat belts all simultaneously with one hand.
  13. 4 likes
    I went to take her to my hangar field and fly my first solo flight yesterday morning at Sunrise. Air was silk smooth. First time I have flown her in anything other than rough air. With no flaps and the same take off trim setting I was using with half flaps, she flew off the runway on her own like a Cessna (such blasphemy.). The gear came right up after a little bit of struggle operating the thumb button. I was taking her to my hangar in Hugo to see if I could get both her and my Cessna 140 in the hangar. I had a headache to a point that I almost postponed the flight, but I did a few maneuvers in the smooth air and fell deeply in love. The precision and crisp responsiveness of the controls in the smooth air made it so enjoyable to fly. I managed to do a few things with the 430 which helped me get comfortable. Just flying and manipulating the 430 and the panel helps me get comfortable and confident. It was only a 20 mile flight, but she didn't seem to want to go very fast. Flying 25 squared and trimmed for cruise she never made it to the yellow arc on the air speed indicator. When I flew the same flight with the instructor aboard she reached the yellow. The ferry pilot had said she flew 137 Knots air speed bringing her from Kerrville,. I hope she is faster than this. After my maneuvers, I did a no flap landing and it was my best yet. If I had felt better and hadn't needed to move the planes around, I would have flown for awhile before putting her away. I think I might get some flying weather late this afternoon. Both planes did not fit in the hangar so the 140 is now tied down outside. I am trying to find somewhere to get her out of the weather very soon. I can't wait to do some airport hopping and get comfortable with her. I have to do my taxes, so once that is no longer hanging over my head, I plan on burning lots of 100LL Saga will continue.....
  14. 3 likes
    First off let me say thanks to all who commented this is an awesome site! So I went down to see the bird with all the inspection plates, carpets, seats and everything else spread out on the hanger floor. That is a stomach turner! There are spots about the size of a half dollar in some of the inside panels that have white powder corrosion. Some of the control rods are light brown with surface rust. The spar and the inside of the wings look good to better then good almost 20 years newer. There are some rivets and almost all the hardware is turning from oxidation. The AP and I counted like 75 rivets that could use replacement because of rust color. The cage looks good on the CO-pilot side but I will see more when the interior is fully disassembled. So as far as corrosion I think it is fixable but will require professional help and a painter to apply new coatings to the inside of all the panels and belly section. The brake master is leaking from the casting. The flap actuator is not working because the seals are on the outside of the cylinder. The fuel valve is leaking from the shaft. The biggest problem I saw was that both lower cowl panels that the front gear doors attach to, that hide the fuel valve and pump need replacement. The same for the other side where the exhaust is. They are not corroded but such a shoddy patch of high speed bird poop welding or JB weld that it is not even usable. The oil leak is from the last AP who installed the oil cooler not tightening the fitting properly and rechecking before buttoning it up. I've got the AP sending the master cylinder, fuel valve, and the flap pump to LASAR for repair or replacement and I am spending the next two weeks elbows deep in cleaning and replacing all the rusty hardware with the AP looking over me. I am going to need a source to find those lower panels. My two cents is that anyone who buys a used plane should skip the pre-buy and pay for an annual inspection with an independent or dealer. It forces two things to happen the owner to buck up and fess up to things that are hidden and the AP to do his job and question everything. I should have gone this route but broke the cardinal rule and trusted the owner/AP of the aircraft. That said I think it will be ok and I am thankful its not worse.
  15. 3 likes
    Whew! I'm really glad Mooney finally got their new planes certified, and I hope they sell a bundle of them. I had a fantastic trip from Santa Barbara to Chicago a couple of weeks ago in an Acclaim. I make 245 knots or greater most of the way, and had another great adventure stopping in some new unexpected places for weather issues. But, even after 3 years, the still unbelievable panel and its capabilities in my airplane will prevent me from even considering any other plane, Mooney or Jet. What will the future bring this Friday when Garmin makes its new product announcement? Another upgrade...??
  16. 3 likes
    Alain, vas-tu garder N59AB au Canada ou bien obtenir un enregistrement Canadien? For those who don't understand, this is your (free, gratis) weekly French exercise. Yves
  17. 3 likes
    I have lots of Mooney time, lots of Diamond single and twin time, and a little SR22 time. When it came time for me to purchase a biz use aircraft last year, the cirrus wasn't even a contender. Perhaps because I've lived with a mooney for 12 years and know what it does well/poorly, and I'm comfortable with the compromises, the Acclaim S was a no-brained for a single. The diamond singles hand-fly about as nicely as any plane I've flown, and the moneys are pretty good here as well. The sr22 is an autopilot plane that one cannot trim to hold an airspeed. The side yoke sucks and is spring-loaded, not aerodynamically loaded to return to center. This destroys the fun of slowflight and is IMHO. an important contributor to the stall/spin crash in the pattern pattern sen with Cirrus aircraft. The Cirrus plane is masterfully marketed to pilots disengaged from flying, it seems to me, and I'm not. Oh, and $750,000 will buy you just more than half an equipped DA62. There's value in the new Mooney.
  18. 3 likes
    I dont see the usefullness of A/C when you are at FL 180 and it's 20 below zero.
  19. 3 likes
    Cool, perhaps with the flood of current long body owners selling to upgrade to a second door, I might be able to afford a newer Mooney.
  20. 3 likes
    Wow, 25 squared and the "step". Some ancient and well debunked wisdom there.
  21. 2 likes
    Can I call dibs on your O? Sent from my iPhone using Tapatalk
  22. 2 likes
    Good flight tonight and engine ran great. Cleaning the injector did the trick. Thanks to all for their helpful insight. Sent from my iPad using Tapatalk
  23. 2 likes
    Great summation as usual, but I think you've missed the most important reason why... It's the only way to know exactly how much useable fuel you have in each tank. When my safety depends on having fuel in the tanks, I'd like to have confidence to know exactly how much useable is in each tank. It's not often exactly what the POH says. And also depends how much or to what mark I fill the tanks. In my previous Mooney, because I would periodically run a tank dry, then top it off after landing, I knew exactly how much fuel I had, and then with my totalizer, I knew exactly when it would run out. I could watch the totalizer and know within +/-15 seconds, when the tank would run dry. On an IFR cross country, and after having to divert to an alternate, it was very comforting to know with complete confidence exactly how much fuel I had and where it was. That confidence allows me to calmly and confidently fly the airplane, set up properly and shoot a nice approach to an alternate without sweating over fuel.
  24. 2 likes
    Ly-Con came back with a quote of $40k which is all engine/turbo parts (but not accessories) including port match and flow balance the cylinders....to "service new standards" for an LB engine with new factory jugs. I think I will get one more quote from Victors and then line them up against the factory reman cost of about $47k. Of course, I still have to add hoses and a motor mount overhaul plus R&R but the boutique engine rebuilder option is looking better and better..
  25. 2 likes
    Plus the Mooney is handmade in Kerville, TX, USA~!
  26. 2 likes
    Based on this logic the Globe Swift is the ultimate airplane.
  27. 2 likes
    Summary: He flys to support his work, so he got a Mooney. Best regards, -a-
  28. 2 likes
    I'm the recent "mid-life" guy as @carusoam so aptly put it so I'll chime in here. I have been reading your thread on and off so I can't remember, but have you ever flown in a small plane? I think the first thing to do is find out if you even like it... I wanted to fly my whole life, so when I was finally to a point where I could I jumped on it. I have enjoyed every minute of it along the way. I have a friend who years ago was taking lessons and when he got to the cross country part he quit. He "sort-of" liked flying, but when it came to navigating he was too scared that he would get lost along the way. If he had loved flying I think he would have still pushed forward and gotten over his fear of getting lost. As it was, the motivation was not there for him. Look up some schools and take one of their "Discovery Flights." It will give you a chance to get into a small plane, see what it feels like, and figure out if you enjoy it. If you love it then move forward. At that point even if it is a wash between driving and flying, you'll choose flying because you'll be doing something you love.
  29. 2 likes
    Thanks Bob. I was going to say "who's bouncing on their landings? " I'll probably give it a try dialing it back to the lower pressure and enjoy the extra cushion. Hey, at least you got "Mooney, excellent job" from the controller.
  30. 2 likes
    As far as I can tell helicopters start shaking anytime the engine is running.
  31. 2 likes
    Gee, someone forgot to give them the memo that your plane will turn to a pile of corrosion if you park it in Florida.
  32. 2 likes
    But CapEx pales in comparison to OpEx.
  33. 2 likes
    No i have Tyres. Not sure what those tire things are you guys have. Are they worn out from the moment you put them on that's why they are tire"d". Boom boom Andrew
  34. 2 likes
    @Bob_Belville I went to the plane today to take photos for you. Dropped the phone, broke the camera. Grrrrr. However the nose wheel was placarded at a lot higher than the mains.
  35. 2 likes
    Completely incorrect, please stop propagating this old wives' tale. The certification standards require fuel gauges to be accurate throughout the complete range of the indicator. The myth comes from a misunderstanding of the sub-part dealing with usable vs. unusable fuel. I don't mean to be a jerk about it, but propagation of this OWT is a substantial reason fuel gauges get signed off when they're actually unairworthy. This just further propagates the myth they're less reliable or less important than other critical indicators. I'm sure this drives the professionals absolutely nuts. The OEM fuel gauges in your Mooney and other GA aircraft are designed to be reasonably accurate throughout their range. They need to be, because gauges are the only mechanism that will detect a developing, in-flight fuel system leak. Totalizers and timers are of course excellent safety guards against fuel starvation, but they're meant to supplement the gauges, not replace them. If your gauges are inaccurate, your aircraft isn't in compliance with its type certificate, and it needs maintenance. Kudos to the OP for wanting his fuel gauges to be accurate, and to businesses like CIES for providing technology that improves accuracy and reliability.
  36. 2 likes
    In 19 years of ownership, I've spent about $30 on my electric gear retraction system and that was for the required grease! I do the AD myself under supervision at zero cost. (Having said that, I realize that should the motor/gears ever need an overhaul, I'll be spending more than $170! )
  37. 2 likes
    After 6-7 years of ownership, I have spent a total of $170 on my gear retraction system and that was to get a prettier rechromed handle.
  38. 2 likes
    Thats the highest priced J yet. Looks like you added the purchase price plus the cost of the engine and all the expenses to date, to come up with a value. Anyways, I have flown it with the previous owner and its truly a pristine aircraft. The previous owner simply did not go for anything but the best possible. best of luck,
  39. 2 likes
    The more important consideration is your options and cost to get to the LB engine. If you go factory reman, it will be an improved LB not a GB. If you go field overhaul you'll be paying the increased cost to upgrade to LB which requires a new induction system which you were paying new cost over 4K, but I expect a big engine shop could do better. But I suggest you ask about the specifics since I only see mention of the original GB. Your engine has not lost critical altitude at 17K. That's the correct critical altitude for the fixed waste gate engines. A Merlyn would improve it, (i forget by how much) but not an intercooler. If it was not making its expected critical altitude it would only need a new turbo, not a new engine to fix. Push rod gaskets are inexpensive to replace but leakage at the base of the cylinder(s) are not. Nothing wrong with field overhauls; especially done by specialist like Western Skyways. But I suspect the 11K difference will shrink considerably when you factor upgrading a GB to the current LB engine being used.
  40. 1 like
    Positively one of the most insprational dudes on this site. Thanks Anthony- I needed a little today.
  41. 1 like
    Just one question. You're on Mooneyspace why?
  42. 1 like
    And you have to deal with other Cirrus owners. Seriously. Cirrus owners.
  43. 1 like
    Nah I don't like how it handles. Particularly don't like the bungee trim system. Sent from my iPhone using Tapatalk
  44. 1 like
    People look at my "OLD" Mooney for so much money - and anything over 100k sounds like a lotta money to people around here - and i know they are saying, "for that kinda money I could buy 15 Datsun B210's, and old ford F10 pickup, and several snow mobiles, a jet ski, and a bunch of fishing rods..and money left over for 8 pizzas at pizza hut".
  45. 1 like
    Yep, I've pulled the a lot of stuff out. I've installed the Aspen and the EA100. While I'm excited to "go glass" I'm even more interested in the UL i can gain. The 252's are often UL challenged and so I'm going for every pound. I think with everything I'll get more than 20 lbs.
  46. 1 like
    Let's see. A new Ovation currently costs how much? This J is a relative bargain, IMHO, and is well worth whatever wiggle room Justin probably built into his asking price. Again, GLWS. I wish I could justify the expense and needed the added capabilities this J would offer over my own.
  47. 1 like
    The airplane id free you just need to pay for the full tanks of fuel and the hat.
  48. 1 like
    Very true. And I love your Rocket and it's at a perfect location. Don't get me wrong, I want a K. But do I really 'need' one. Probably not.
  49. 1 like
    I don't see what the problem would be with 25"/2500RPM. It's an approved power setting for the O-360 Lyc. I run my E at 27"/2550rpm when I'm trying to get somewhere, that puts me in the middle of the yellow at 3000' DA. To gain some speed, overshoot your cruising altitude by 100-200' and then descend back down onto it. Brings the airplane up onto 'step'. In smooth air, can be good for 5-10mph.
  50. 1 like
    Mike Busch reminds me of Click and Clack, the Tappet brothers. Educated in math at Dartmouth and Princeton Mike chooses to get his hands dirty while challenging the sacred cows and OWTs. Ray and Tom Magliozzi were MIT grads (Tom had the PhD) who chose to be auto mechanics.