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Showing most liked content since 01/12/2018 in all areas

  1. 16 points
    The cirrus forum sucks. Popular threads this month "I need a second jet, how about a phenom 100?" "My yacht is now for lease it's only 25k per day, contact me for details" I can't roll with those guys. They also don't have the technical knowledge this forum does. More popular threads "I'm flying ifr with a fuel stop, how do I file my flight plan" Really??
  2. 15 points
    I told my wife about Peevee's problems and the Cirrus forum. This is what she said: "I have noticed that when real pilots land and get out of their airplanes they stand back and look the plane over to see if everything is ok and they all pat the plane before they walk away. Cirrus drivers just get out and walk away wondering why they don't have a clicker to lock the doors."
  3. 12 points
    Hi, everyone! I'm a new Mooney owner -- I recently bought and ferried N201XG, a 1978 201, from its last owner in Texas to my base in Seattle. I decided to buy a plane back in September of last year and settled pretty quickly on an M20J. I did a little bit of looking at Bonanzas and Super Vikings but, as I'm sure you know, the M20 (and in particular the J model) had a really attractive mix of efficiency and speed and features. It also fit my mission profile pretty well, which was generally 0-2 passengers for quick flights within a 400nm radius. The fact that the M20 isn't immensely popular also appealed to me. I daily drove a Porsche 914 for years and I like something that's a little quirky and unusual. I was really methodical about selecting a 201, and have a spreadsheet filled with details on every M20J I found on the market in the last few months, organized by a scale of 1-3: "1" planes were exactly what I was looking for, "2" planes would do if I couldn't find a suitable "1" plane, and "3" planes you probably couldn't pay me to take. I did pricing workups on most and ended up with analyses of varying levels of 68 aircraft in all. N201XG was one of 8 aircraft I took a really close look at, and after spending a lot of time with remarkably patient and helpful selling broker, I bought the plane and moved it from its last base in Texas to its current home in Seattle. It turns out that N201XG spent 16 years in the Puget Sound area, from 1983 through 1999. Some of the maintenance logs show entries from Galvin Flying, the local flight school (and MSC before they got out of the repair business) where I met my insurance minimums in a rental M20J, N161MP. After that, N201XG spent 17 years in new England and 2 in Texas. This plane has a recently overhauled engine with the Firewall Forward 225hp STC, which was previously installed in the plane in 1987, then removed in 1999, before being reinstalled in 2017. It's an amazing plane and I've had a blast on local flights. I'm looking forward to expanding my radius as the weather warms and I work through the small list of remaining minor maintenance issues. Feels pretty neat to have an aircraft that has such a long history in my neighborhood.
  4. 12 points
    Hi everyone, My wife and I made our first long cross-country this weekend: 1600 NM round-trip to Colorado and back from Alabama. On the return with favorable winds we did the 800 miles in 5.0 hours. The trip out took 6.5. With the PC system and properly trimmed, it almost acted like there was an autopilot on board. Sweet. My only complaint- cold knees. My wife had a heavy coat she used for a blanket. I didn't. The central duct put out a nice jet of hot air, as did the two ducts pointing towards the rudder pedals- just not enough of it. The door seal is pretty leaky in the bottom front corner. Probably need to look at that before the next long cold flight. We think we really like this aircraft. Smiles all around.
  5. 10 points
    My wife doesn't hate it but she doesn't LIKE it either. She sees the plane as a useful mode of transportation to get from point to point quick. When I had the turbo failure a few years ago and the first long trip after the repair came up, a trip to Spruce Creek to look at a recent listing (I had a couple 1 hour flights completed), she asked if we could do airline this trip and hold off on the Mooney until I had some more hours on it. Not wanting to push her, I said "sure". That trip took 10 hours down and well over 12 hours back (my Mooney does it in 6 with a fuel stop). So, the next property comes up in June (the eventual one we bought), and she pulls the same thing, "I've checked airfare and we can do it for $xxx". I paused, looking at her behind her desk at work (we work together in my dealership) and then told her I was having second thoughts about this whole deal. She said she was too, as the price looked awful reasonable. I said it wasn't the specific property I was having second thoughts about, it was buying ANY property in Florida and doing airline to get there. Flying was half the reason I had finally come to HER side on the prospect of having a winter home where it is warm. Then I walked out of her office and let that sink in. When I got home that night she had all her stuff packed......in Mooney luggage. Check Mate. I have a favorite story I tell sometimes, and have made sure it's been told in front of her a time or two as well. Back in the 90's Flying Magazine had a GA Mooney pilot as one of their popular writers, Gordon Baxter. In one of his articles back then he wrote about speaking at some sort of convention and opening the floor up for some Q&A after his talk. One young gal stood up and told Gordon; "My fiance loves flying. It's all he talks about and seems to be his biggest passion in life. I really don't have any interest in flying. What would you suggest?" Gordon looks at her for a few seconds, then responds; "That's how my FIRST wife felt too". The pilot audience reacted as you would suspect. I love to fly. You will have to pry my cold, dead hands from the yoke or stick of my airplane when I go!! My next project is a PA-16, Piper Clipper. I need something to fly in my old age when Lancairs and Mooneys are too fast for this old fart. Tom
  6. 10 points
    I think this statement says it all. There's certainly nothing wrong with this sentiment and in fact a huge majority of the population would certainly be in agreement. I know that if I felt this way I would not own an airplane. For me on the other hand, flying seems to be like a virus that I just can't get rid of. I don't care if it takes longer, costs more, and is more of a hassle, I'd rather take the Mooney and be up front in the left seat any day and twice on Sundays. I just got off United after 24 hours of travel from Mumbai home to Austin. We're leaving in a few hours for our place in Durango to spend the long weekend. I was originally going to fly the Mooney, but the family voted and decided not to ride with me. They don't trust me at the controls after just walking off the plane from India. I'm sure it's good advice and so we'll get back on United and get to Durango this evening... but I'm still a bit sore about not taking the Mooney! If it wasn't for this seemingly terminal condition I've got, there's no way I'd own an airplane either.
  7. 7 points
    This IFR Pilot’s Progression to Glass: I get a tablet & subscription. Instantly realize that’s way better than lugging around charts and plates. And they update themselves! Gleefully throw away the Jepp binders. Also get a portable GPS with an XM antenna. Carefully mount it on yoke. Wow! Graphic view of surroundings. Weather, winds aloft, lightning. Ground track, distances, ground speed, and I can “see” what’s ahead even in IMC. That’s transformational. Then I add a portable ADS-B with AHRS. Soon realize the tablet is now prime reference for weather, traffic, navigation. And I tend to use the attitude reference on tablet. Occasionally I sneak a peek at the old vacuum AI to confirm. I tell folks I still have steam gauges but I’m mostly using my glass— because the amount of information and the clarity of presentation they give are far superior. Next in disgust over intermittent audio in my C model one day I start ripping out stuff. I’m an EE, I can fix this.... All the avionics and all wiring go out. A used 530W snared from eBay goes in. Now I can fly RNAV LPV into my home ‘drome instead of the usually worthless VOR approach. The precision is astonishing—if I never see the runway at least the debris field will be down the centerline. Up to this point it’s been fairly inexpensive. Then I buy a plane that’s glass from left to right. As the motorcycle guys say, never look back.
  8. 7 points
    First off, I'm sorry for your bad fortune. The "golden BB" can cause enough damage to bring an airplane down if it hits the right spot - in like fashion, its painfully ironic when a maintenance action results in grounding the airplane. Second, I'm also one of those guys who sees virtue in being able to top a high cloud line or maintain a nice altitude margin over the Rockies. More gas? Everything is relative, isn't it...? In the final analysis we all like to go FAST. My wife is a reluctant flyer but very grateful for the time saved and the places we are able to go in the Mooney. Part of that is because she understands and supports my love of aviation. I, like you, prefer to have a mission for each flight. So I create a mission every time I want to go fly, be it very specific training or more data collection on my engine performance. You can never have too much data (so I've heard from the engineers I collect data for at work). It sounds like this latest event has prompted you to re-evaluate the cost/benefit of all things aviation-related in your life, as well as your opinions and perceptions of the motivations and attitudes of those who fly. You're a CFII? May be a way to re-channel your efforts for awhile and regain some energy about flying, and remember why you got started. There's nothing like the moment when the light bulb goes to high intensity in a student to get the juices flowing again. A lot of us have been there, either because of a costly maintenance issue or due to some other major outlook-altering event. You'll get through the ensuing hardships to get your bird airworthy. That's when you'll want to step back again and take a good long look at this aviation thing. You and your wife will be able to make the right decision for you both then. I'm not a counselor, but I love aviation. Good luck! Cheers, Rick
  9. 7 points
    I was talking with the father-in-law of my sales manager after church a month ago and he had just heard my wife and I bought a Florida winter home. He asked if I was getting any flack from employees or friends and I said not really. He said anytime someone gives him flack about his Arizona home, telling him how "lucky" he is, he says "Yep, I'm lucky. The harder I worked, the luckier I got". Tom
  10. 6 points
    1 It's like pulling up the hand brake on my old MG. You don't have to look at it, it only goes where it's supposed to go. Same with the Johnson bar. Just push it down until it clicks into place. There isn't any other option. The things I liked about the Mooney manual gear... When it's down and locked, you know it's down and locked. There are no light bulbs to be burnt out, no relying on a gear horn that has come disconnected. No checking a mirror to verify that at least one of the three are down. No motor to burn out, no gear ratios to change. No emergency gear extension mechanism or process to check, use, know, practice. The "cool" factor. Kinda like being the only guy at the club who can drive a stick shift.
  11. 6 points
    I'm gonna kick the hornet's nest and say I couldn't disagree more. The ipad might be superfluous if one is lucky enough to have dual modern panel GPSs for extra screen real estate, or maybe a huge one like the GTN750, but that is hardly the most economical approach. A modern GPS like my GTN650 has a great diversity of valuable functions to offer, but in flight the default nav seems to be the preferred page to display when IFR, with the flight plan / procedure pages occupying most of the rest of its use. The moving map thus doesn't get shown enough to provide continuous big picture situational awareness. This is just as well because that map can become cramped pretty easily. And simultaneously trying to use the single GPS box for traffic, terrain awareness, datalink weather, and airport info in flight would be a huge distraction from its essential IFR navigation function. The Ipad + Stratus (or similar) picks up these other functions beautifully, eliminating the cost of ads-b-in install in the panel, and Flightstream displays flight plan updates from the GTN automatically on the ipad. The resulting situational awareness from using the ipad as an mfd is spectacular in comparison to the panel GPS alone. For pure VFR missions, I'd actually prefer the ipad/stratus alone (with maybe a backup ipad tucked in the flight bag) over the panel GPS alone - the latter just isn't worth it in this context. The full vfr sectional as the moving map plus datalink info overlaid on the ipad provide more protection from blundering into an airspace, TFR, terrain, or adverse weather than the more cryptic panel GPS display. For me, the only debate as I get into IFR is whether to switch from Ipad to an Aera 660 or 796 +GDL 39 for these mfd functions and then use the ipad as strictly a preflight tool and efb. I have an open mind here, but for now the Ipad remains my mfd. A second panel mount unit may be the most robust and dependable solution, but as a value proposition, I don't see going that way. The ipad is doing a terrific job for cheap!
  12. 6 points
    It only took me 15 years and about 2700 hours of Mooney ownership before I joined the club. My advice to those who don't believe it could happen to them is that you need to get a Cirrus or a nice Cherokee 'cause you're cruising for a bruising. The cliche/slogan should be taken very seriously.
  13. 6 points
    Gear down Undercarriage verified Make sure the gear is down Put your hand on the gear switch and look at it again Surely you put the gear down
  14. 5 points
    Of all the things I'm licensed and rated to fly, paragliders are my least favorite. But if you like flying, this video is worth 6 minutes of your life. Go full screen and enjoy the music that goes with it.
  15. 5 points
    My only British car was a Spitfire, and I'd rather not talk about the Fiat 124 and 133 sedans I had in the early 70s. But my wife's first car was a MGA Coupe. Her father was an auto mechanic, otherwise it would have been intolerable. Even then, it quit so many times that she ended up leaving it dead on the side of a MS road. She still loved that car enough to commission a portrait of her first car; it hangs in our house.
  16. 5 points
    First off, the guy making the comment was not "born in some third world poverty stricken village ...............Egypt" either, and the comment was "his perspective". My recently passed "mentor" WAS born nearly as you present, and died last December with 4 airplanes, a helicopter, an airpark home on Heavens Landing, (and established a scholarship fund for the less financially fortunate that want to become a pilot). I'm sure he was "lucky" too, as it clearly had nothing to do with perseverance and hard work. Our lives, absent our birth place, were remarkably similar (including writing an aviation scholarship) and I think that's why we got along so well. I was born with extreme poverty in my family, the oldest of 6 kids, watching my parents do everything they could to NOT accept government help. No college and rarely working less than 100 hour weeks for 30+ years, putting every asset I owned, including the house I lived in, to finance my business, yah, I guess I was lucky too. Tom
  17. 5 points
    For the final result I still have to label all the fuses and triple check that they are connected to what they are supposed to be connected. Sent from my iPhone using Tapatalk Pro
  18. 5 points
    Max Conrad, a famous delivery pilot for Piper who set a number of distance records in various Piper model. Search for his story, “Into the Wind” Clarence
  19. 5 points
    I certainly have no love for the current occupant at 1600 Pennsylvania. But I don't think the VIP TFR's have anything to do with politics. These were put in place by the Secret Service, Homeland Security, and FAA. Politicians have to be able to travel. And it's not their fault that the security apparatus has over reacted to 9/11 and continues to over react. TFR's and TSA - Security theatre, a waste of time and money.
  20. 5 points
  21. 5 points
    The voltage regulator should be above the copilots knees. With the cowl removed you should have battery voltage at the heavy output terminal and that the field input terminal on the alternator with the master switch and alternator field switches on. Broken wires on field input or field ground are quite common. If you have battery voltage at the field input terminal, turn the switches off and carefully removed the field input wire from the alternator shield it to prevent a short to ground and check for continuity from field input to field ground. If no continuity, remove and inspect the brushes and check for continuity through the slip rings. If all are good the field circuit is good and the output side is the issue, possibly bad diodes on the rectifier plate. Clarence
  22. 5 points
    Just a follow-up since I originally posted and had the loss of power event. I received the order from Amazon and even ordered some Prist from Spruce. After a sudden power loss and you have had time to reflect you are willing to try any and ALL suggestions. To say I over ordered and took everyone's advice is a understatement. Neil is fairly local and gave me a call the day I posted this and gave me his reasoning and background about the water in the fuel theory. I bought some of the ISO-HEET the next day and put a bottle in each tank. I also did a very thorough pre-flight fuel test and drain..much more than I normally do. Everything appeared good. I'm happy to report I've had about five separate 1/2 hour to a full hour of flights with no engine issues and all gauges are reading correct. Hopefully that was a once a lifetime event, but at least I now know what that type of situation feels like and I feel slightly more confident knowing under a minor emergency I remembered procedure...for the most part anyway. The landing leaved a lot to be desired. I was just glad to be on the ground. Thanks for all the info and input. -Tom
  23. 5 points
    A few more pictures.
  24. 5 points
    It's great to discuss making a fortune on this thread, but all the other threads deal with how to turn a large fortune into a small one: own a Mooney.
  25. 5 points
    Real estate doesn't have to have explosive growth. You just need to buy early enough in your life cycle to have time for the tenants to pay off any loan you might have on the property. Then you have free and clear property and income for life. Appreciation is a bonus. In my area it was a big bonus, but when I bought that certainly wasn't a known quantity. Luck does play an unknown part, so the sooner you buy the better to capture that luck if it's going to happen. For me, except for net worth calculations, I don't care what the values of the property are because I don't intend to sell in my lifetime, just collect the income. One other thing. To be able to sleep comfortably at night, I'd keep the value of the toys including airplanes at 10% of your net worth. This number can get very large by the time you're in your 60's and make it so that a new engine, any avionics you could possibly want, and all other costs associated with your airplane become so small as to not even be a consideration in your life.
  26. 4 points
    Your application to the CB Club is under review! We will notify you when our findings are complete.
  27. 4 points
    Funny you mention that Gus. There is a gentleman at our airport who owns one of those new production wacos, It is equipped with a G500, Garmin GTN750 and 650, along with a EDM-930 and a RC allen electronic backup AI. It always made me laugh sitting in the cockpit of an open cockpit biplane and doing a software update...
  28. 4 points
    Glass is for wimps. Real men fly open cockpit bi-planes with tailwheels and no instruments!
  29. 4 points
    Opinions yes, but your one man crusade of slamming Aspen is getting old. You never owned one and everything you spew negative is based on secondhand information. This is a disservice to those people who are looking for an opinion based on firsthand experience. Here is mine: JPI products (830 or 900) sent back for repair or firmware updates to FIX a problem: 3 times Garmin GTN 650 taken back to the shop to FIX open squelch issues: 2 times Garmin GNC 255B product taken back to FIX a problem: 0 times JPI causing another open squelch issue not related to the actual GTN open squelch issue: 1 time STEC 60-2 taken in to FIX a problem: 1 time L-3 ESI-500 taken back to FIX an issue: 0 times L-3 9000+ taken back to FIX an issue: 0 times Electronics International RPM, MP & FP gauges sent back to FIX a problem: 0 times Aspen PFD or MFD sent back to FIX a problem: 0 times All of these electronic products can have new firmware installed to enhance or improve the product. I'm not counting those in unless they FIX a problem. And as just as a point of reference, since 2012 I have spent more time with avionics shops than most people on this site. I research not only what is on the open web about these products but also speak at length with the avionics shop employees about issues they encounter with glass systems. Where I will agree with you is the presentation capabilities of these devices. I'm not some glass panel junkie who got my private and instrument on glass panels. I spent years flying steam as an instrument rated pilot. I was a late adopter of both the GPS and glass technologies. I was convinced that GPS was another fad like LORAN-C (anyone else own a LORAN-C unit?). I shared the opinion of many on this site that glass is overkill. Now that I have 6 direct years experience with these systems, I have learned these products add so much more to the experience of flying. Whether it is providing more information, safety, redundancy or enhancing the capabilities of what I already (GPSS for my STEC 60-2 autopilot for example) -- it's all good.
  30. 4 points
    I’m betting there’s more to the $400 O-ring story. The only O-rings that would cause the flaps to retract (as in not stay down) are located on the actuator piston Which has two rubber O-rings and one leather O-ring in the center. O-ring failure typically causes minor seepage but has little effect on operation. What’s more likely is the cable to the release came loose and ceased to actuate the cam that unseats the check valve. If this happened with the cam in a certain position it would cause the flaps to bleed down slowly. Perhaps it’s subjective, but after getting to know the hydraulic flap system both operationally and mechanically (I’ve completely overhauled mine and helped several others troubleshoot their systems), I think it’s one of the most reliable systems ever installed in an aircraft. Most functioned flawlessly for decades with no maintenance. Most of the systems that have problems (overly fast retraction, spongy handles) have been “worked on” by people unfamiliar with the system. My retracable step turned 50 this past year. No mx other than lube and still performing perfectly. Do you have empty weight numbers for each machine? It’s be interesting to see the difference between an all manual and all electric F model. I would vote for 67. It was one of Mooney’s most successful years in terms of production. The twist wing has no perceptible benefits that I have seen. But the manual flap and gear systems are about the most reliable you will find on an aircraft. The 67s also have flush rivets and panel panel fitment. Cost-cutting in 69 meant less expensive hardware and less detailed sheet metal fitment.
  31. 4 points
    Certified GPS units are great. With one installed, why bother trying to navigate with an ipad??? I've never understood the thought process there . . . "Let's ignore the installed unit that has every airport location, runway length & elevation, nav aid, radio frequency, etc., in the country, and is hooked to the intercom as well as CDI with glideslope, and try to get around using this unapproved hardware" (because it's never been tested, the manufacturer being aware that it likely wouldn't pass) strapped to the yoke? No comprendo . . . I do admit that navigating with an ipad can be better than no GPS at all, just recognize that it's not nearly as accurate. I'm all about reading moving numbers being much more difficult than looking at the position of a needle. Its easy to tell with an analog Altimeter if I've drifted up or down 100 feet, not so easy with an altitude tape. And let's not even mention setting airspeed accurately using the digital airspeed tape! YGBSM! This is someone grasping at straws to back-justify a purchase he wanted to make. We fly Mooneys, most of us have Vintage models with Vne = 200 mph. The only airspeed limits I've ever seen or heard of start at 200 knots = 230 mph. And I'd bet that all of us not flying turbo models in Bravo airspace set power for the most airspeed we can get. Or the most ground speed. Don't get me started on the magically-disappearing VSI, either. I really like to know if I'm drifting around at 40-50 fpm, rather than waiting for several minutes then discovering that my altitude is a couple of hundred feet off. If an instrument is important enough to display, then display the durn thing, don't hide it! And I'm very attached to my IVSI, and don't want to go backwards to "what was happening a few seconds ago" on that instrument, either. In my opinion, a certified panel-mounted GPS in a field of needles is the best set up. Add a tablet for approach plates if you want, it is sure easier to stay up to date. Navigate with a tablet? No thanks . . . . . . For the anti-vacuum crowd, I'm keeping that for my Brittain autopilots anyway. Sure, something may come available to replace it at a reasonable price (approximately equal to an engine overhaul isn't reasonable, and the two new "inexpensive" units aren't approved for Mooneys yet) at some point, and I may do that when a Brittain unit succumbs.
  32. 4 points
    When I was much younger, I had a great affinity for MGs, the little British sports cars that leaked in the rain. Now, more than 50 years later it's MGs again, only this time it's Mooney-Geezers. History does seem to repeat. How lucky we geezers are to be in a position to continue to enjoy our Mooneys.
  33. 4 points
    I've had a 930 in a '66E for 5 years. The FF is extremely accurate. I set up a spread sheet to track actual fuel purchased vs. JPI USED for 10 fill ups and adjusted the K factor. I've continued to maintain the spread sheet and find the JPI is within 1% of actual. That's less the 1/2 gallon which is well within the variation of filling the tanks. The MPG is a simple division and is accurate. The % power works great as well, I have not changed the power factor since my original calibration flight and it shows a value that matches the OM charts over a wide range of power settings. I run LOP most of the time and the % power LOP matches the formula for LOP which is 10 gph = 75% (200 hp engine). I know only the 930 so I can't compare but imo the 930 does everything you'd need. And I suppose the 900 is identical except for the inferior display screen.
  34. 4 points
    1000 pounds of people in my 67 C? No problem. I even have enough room for 4 gallons of fuel. I can taxi them all around the airport. There is your airplane ride [emoji16] Sent from my iPad using Tapatalk
  35. 4 points
    Flew N1084L to Troutdale, OR and left her with Greg at MSC Advanced Aircraft for annual. 1.4 hour flight with 25 knot headwind. Surface winds were light except at KTTD, 25 G 30 right down runway fortunately. Strange funnel effect down Columbia River gorge. My hangar neighbor picked me up in his RV 7-A. Not a comfortable fit for my 6’3” body. Cascade volcanoes in photos.
  36. 4 points
    This Acclaim driver only tops off fuel if traveling a long way, like Denver to Northern CA. I also keep the TKS tanks half-filled because I've never needed more than a gallon or two in the worst of the conditions that I've encountered. Other than that I rarely fill to more than 50 or 60 gallons. 60 gallons gets me comfortably from Petaluma to any other location on the West Coast, with plenty of reserves. Believe it or not, an Acclaim really can fly with less than full fuel and TKS!
  37. 4 points
    The airlines bought glass because glass was cheaper to maintain. Until it retired NWA's old DC-9's a couple of years ago, Delta was flying them with steam gauges /A in the same skies as all the gee-whiz airplanes. I'm not convinced that those economies have been reached in the little airplane world. Marauder's panel is a thing of beauty and the gee-whiz effect is stunning, but my very basic steam gauge C with a G430W has exactly the same minimums. It's not until you get into the world of HUDs, Cat II/III, RNP that capability is expanded. I'll keep my old panel until stuff starts failing and take a look at cost/benefit at that time. A mechanical gyro overhaul is probably still a lot cheaper that a "flat rate repair" on glass.
  38. 4 points
    Just checked the specs on the 930, wow. Didn’t realize it was a 900lb full fuel UL 330 knot screamer. That thing has some legs with a 60kt advantage over the pc12. It would look mighty nice next to the C in the hanger.
  39. 4 points
    Fun? I have always worked to Iive NOT lived to work. Good for those of you that are in a career/profession that you are passionate about and enjoy. For me, NEVER have I identified my “self” with my employment...
  40. 4 points
    You don’t need to buy a new J. There are many decent airframes in the fleet. I won’t go over all the details (see the achieves on MS), but I bought a fairly well maintained 1983 J, which I brought up to LASAR, with instructions to essentially replace all the wear parts, and make sure the airframe was as close to “remanufactured” as possible. The airplane was at LASAR for several months, and the airframe was as good as new. I then flew the airplane to ArtCraft in Santa Maria for a complete strip and paint in 5 colors, airbrushed stripes, etc. to their highest standards. Then off to Executive Aircraft Maintenance in Scottsdale for a complete new panel with Garmin “everything”, plus backups and multiple redundancies. Next I flew the airplane to Tim at Pine Mountain Lake (Aircraft Designs) who stripped out the old interior and using Aircraft honeycomb, Kevlar, carbon fiber, and leather, built an interior that matched my SL500. The airplane was featured in AvWeb and other publications. The point here is that it was all done for about $225,000, (including a Top Overhaul of a mid time engine), and from a functional basis, I ended up with a better than new Mooney J at a fraction of the cost that it would cost to build, let alone sell, a new J. Some of the work done was a bit “over the top”, and a similar refurbishment could be accomplished for less. No, I don’t expect to get my money back when I sell her (in the too distant future - I’m 83 this year), but I am sure that she will sell easily to someone who appreciates the J model. Sent from my iPhone using Tapatalk
  41. 4 points
    I built this wiring harness myself. No smoke on first power on!! Sent from my iPhone using Tapatalk
  42. 4 points
    Got my panel laser engraved today, built a felt lined glove box too. Sent from my iPhone using Tapatalk
  43. 4 points
    What’s the saying, it it Flies, Floats, or Fornicates... Sorry. Like others, I have the virus. Wife: Let’s go to dinner, Me: somewhere we can fly into?
  44. 4 points
    Just crossed 300 hours total, of which 155 hours was in 2017 , all sans 1.5 in the Mooney alone. My goal this year is 500 hours total time, along with IFR and Commercial done, and hopefully a job getting paid to fly SOMETHING by December In the meantime, new brakes for the Mooney:
  45. 4 points
    Nobody knows how expensive the future is going to be, especially when it comes to health care costs. Aging is expensive from that perspective. Nobody knows how long they're going to live or what ailments or injuries they're going to incur along the way. So detailed planning isn't possible, and you just need to do as well as you can and have some sort of contingency plan for when things get to a certain point. Obviously non-health related expenses can pop up unexpectedly as well. Inevitably for everybody this means having to stop flying someday. If you're extremely lucky maybe it's the day you keel over at 97 years old, but for the vast majority of us it's unlikely to go that way. So converting assets to cash as you don't need the asset any more but need the cash is definitely a realistic plan, and one of those assets is easily the airplane. If you never reach that point, then kudos, but nobody knows how it's going to play out for themselves and at least having a plan is reasonably smart. Pros and cons: The obvious pro is freedom in how you use your time, and the stress reduction that goes with that. Being able to travel more freely or just spend more time in other places is very nice. For me the main con is always just the usual uncertainty around what the future may bring and facing that without the additional source of income. I've not had a salary or employer-provided benefits for a long time, though, so I don't miss those but I think many people might. All that said, a guy a few hangars down from me is well into his eighties and has an M20A. A couple months ago he was changing his oil and telling me about the epic trip around the country he'd just done, visiting friends and family in Oklahoma, Nebraska, Iowa, Minnesota, etc. 3k miles popping around in an old Mooney and obviously enjoying the hell out of it. I hope it goes that well for all of us.
  46. 4 points
    Definitely get over it and get back to flying the kids. It's not their fault and it's not your fault. You can be sure that ANYONE working or doing anything with kids these days has to go through this stuff. My wife is a child psychologist who works with Child Protective Services here in Texas. She was shocked it took EAA this long to get with the program. It is what it is and you shouldn't take it personally or be offended. The kids need to fly, so do it for the kids. Young Eagles is the only reason I pay my EAA dues every year.
  47. 4 points
    took my first lesson a couple of months after forced retirement, been 6 years. I bought a plane 4 years ago that needed to be upgraded, was the 2nd lowest price J on the market. As my investments go, so does my upgrades. If market drops, I fly a little less and put off the upgrades. No pension, so I’m somewhat cautious. My estimated budget before purchasing was pretty close, I fly more than I thought I would. It’s been great. I was born to be retired, never for second regretted it.
  48. 3 points
    Let's not go there. Please take your "current events" to an appropriate forum for that, or I bet you will hear my opinions too, and I am sure you don't want to hear them, and likewise Im sure.
  49. 3 points
    I've said it before, and often: I've never had a problem with Cirrus airplanes, their technology is amazing. It's Cirrus owners that I have a problem with.
  50. 3 points
    Pressurized fuselages are incredibly strong, imagine your 600-800 square inch windscreen with 5 pounds per square inch, then the entire airframe must withstand the same pressure. Every seam and joint is sealed, there is a pressure source from the turbo charger, a control system to prevent over pressure etc. It gets complicated. Clarence