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The whole topic of T&G landings here on Mooneyspace is interesting. Here's my takeaway: Those who feel T&G's are unsafe, for whatever reason, should NOT do touch and go landings.....There is a reason you feel as you do. Pay attention! To all those who have successfully engaged in such and believe them safe,....carry on.

It is usually caused by your idle setup not being quite right.

I know it's a typo and I should just let it go, but... that may be as effective as any other inspection method!

I got my second type rating (IA-Jet, aka Westwind) with a gentleman who was the former Rockwell factory pilot. Very interesting guy who had - no lie, I saw his cert - 27 type ratings. Amazing teacher and pilot. Anyway, we did T&Gs in training, much to my shock and awe, in the jet, at real airports. Learned a lot, was a better pilot, passed the checkride. Any and all risk should be assessed and mitigated as needed, and where it can’t, make a new plan. I’ve rightseated with pilots with shockingly bad habits and zero risk awareness, much less mitigation. If your policy is no T&Gs, kudos to you for your assessment and mitigation. But I’m not sold T&Gs are *always* unacceptable.

I started in the days of every "stewardess" was Playboy caliber. I also had one at Eastern that had to go down the isle sideways and wouldn't fit through the over wing exit. I've had 18 yrs olds to 70 yr olds back in my cabin BUT I tried to protect them. I had the dubious honor at one airline of kicking off a 3 year old and kicking off the most pax on one flight (4) I also have had a standing ovation by the passengers for kicking someone off I made it a rule to never take a problem in the air. For my protection and my FAs. When asked by the Chief Pilot - 91.3 Never had that challenged. You get back what you sow. I greeted my passengers at the door while boarding with a smile. I did the same at the end of the flight. No one seems interested in doing that today At one airline we found that pax would change airlines for $5 on a flight segment. Hence we now have Spirit and Frontier (one of which I retired from and they treated me very well my entire time I was there). I gave up non-rev because of the seat hassles. I now book myself up front (because I can) when I have to go fly in the death tube. Had my worst ride ever on Westjet (booked by a cruise company) Absolutely horrible people. Never again. I do think some times trouble in flight today is self induced and there is also a generational shift in attitudes today that I didn;t have to deal with. Most of the time I go Mooney and I can beat airline trip time as far as HOU most of the time considering all the time wasted going early to the airport for the death tube and TSA crap. Especially if I leave out of my home airport and have the transfer delays for connections.

Take Me To Your Leader. FL210 16.1 GPH/LOP 215 KTAS Life is good. -dan

Sometimes things just magically start working again.

I always like to have some fuel in each tank. That is part of your redundant systems. If you run a tank dry, you have no options. I switch every 1/2 hour. I still have an analog stopwatch clock. If the minute hand is on the left, I’m on the left tank, if the minute hand is on the right side of the clock, I’m on right tank.

Until the compression drops below the acceptable daily limit, or you risk running out of oil before fuel or the plugs get oil fouled and won’t clear, fly on.

I feel really bad, I did 5 or 6 days of TG @ KSGR over the last few weeks; really didn't think of how much danger i was putting the world in 8)

Loading up at Wilson Air Center at KCHA after dining with friends, we were treated to a Strawberry Moon sitting atop the control tower.

I think we scared the OP off. It’s just a bunch of MSers talking about theoretical pre-buys at this point

You really only need the last one. If there are questions as to the accuracy of the last one, having some of the recent history may be useful. If you intend to have multiple configurations, e.g., with and without the back seat installed, then you need a W&B for each case or at least for the case covering the current configuration. If you have a W&B sheet from before that modification and know what was deleted and installed, a new W&B can be computed from the last known "good" one. If that isn't possible, you can always weigh the airplane and start anew. Many people don't like to do this because all of the weight from accumulated dirt, grease, repairs, unremoved wiring, etc., etc., suddenly shows up. I did this a while back and started with the equipment list in the POH, which had the original list from the factory delivery, and just deleting stuff that was no longer there and adding stuff that had replaced the removed equipment or known additions. It was a lot easier than I had expected it to be. I don't know anything about Aero Space reports, but you can get the officially recorded documents directly from the FAA. The old process was to send in $10 and they'd send you a CD with everything on it, but now you can create an account on a new site and download the documents directly. Basically if it's not in the files they have, it doesn't exist. Go to https://cares.faa.gov/home and create an account (which was a little tricky for me for some reason). Once the account is created you'll be able to directly research all kinds of documents, including all of the files (337s, etc.), for any airplane. Usually manufacturers allow direct access of that sort of documentation, e.g., you can just look up AFM supplements for any installed equipment and download it. You can then print it out and add it to the POH. A more modern method is to keep all of the related documents, POH, AFM supplements, etc., etc., as electronic files in your EFB, on your phone, or at least on a thumb drive that remains in the airplane or readily accessible when demanded during a ramp check or annual or whatever. Given the large AFM supplements that come with a lof of equipment these days, printing them all out to add to the physical POH gets pretty ridiculous. The bottom line, though, is that you do need to have all of the relevant supplements in the aircraft, but they can be electronic. You only need the version delivered with the airplane, i.e., specific to your serial number. There is a document, I think a spreadsheet or something, floating around that shows every POH version related to all the models and serial numbers. I replaced mine with one from Staples. It's good that you're trying to do things as correctly as possible, and this place is a good resource to get info regarding that.

The carb you want is the one you have: 10-4164-10. It has the higher fuel flow. I would not change it, the other options flow less fuel and if your fuel flow is 1 GPH higher still, I wouldn’t even consider removing it until it gives you a reason. They normally go the full TBO for the engine. As for your #3 cylinder: that is certainly not abnormal for a (newer) overhauled cylinder. It could also be because it’s at the back of the engine and doesn’t get as much air flow, or you’re losing air pressure across that cylinder due to gaps at the back of your engine. Just make sure it stays below 400° (420° for short periods during initial climb) and let it run.

The lack of detail in this sentence suggests an over-simplified understanding of insurance. I wouldn't be surprised if your insurance company agreed to add your friends as "named pilots" after a checkout, perhaps with some minimum, nominal amount of dual instruction required. This status protects you, the owner of the aircraft, if one of the other pilots damages it and/or other property and persons. But it provides absolutely no financial protection for your friends. In fact, in the event of an incident that causes your insurance company to pay you or others for damage, your insurer has the option to turn around and sue your friends - the named pilots - for the full amount of the insurance company's obligation. This is called "subrogation", and is a concept not well understood by most pilots I speak with that say they're "on the insurance", with no further detail. It's fair to argue that it's not your problem to explain this to your friends. It may also be the case that if they themselves are aircraft owners, their own policy may cover the rental of other aircraft, in which case all is well. Just something to be aware of. Data point: we've had a partnership in our Mooney for almost 20 years, with 3-4 partners at a time, and various members entering/exiting over the years. The airplane has never flown anywhere near 200 hours in any single year. More like 75 in a bad year, 125 in a good year. The primary reason for this is that all the partners have had full-time jobs, and in most cases, families, which limited their time and flexibility. No retirees. Net result is lots of local training and one-day, $100 hamburger trips, very few multi-day travel events. The airplane in question is not a Bravo, and therefore arguably less of a traveling machine. But it's also true that every single partner thought they would fly more than they did, and yet in the end everyone has been satisfied with the partnership arrangement in part for this exact reason - that they didn't fly as much as expected. This story has repeated itself so many times in our partnership that when we cycle in new partners, I never worry when they say things like, "I expect to fly 100 hours a year, is that a problem?" I know there are folks who actually execute on such plans, but they're rare. 100 hours/year is a $100 hamburger run every single weekend, or a multi-day trip every single month. Most people do not have the leisure lifestyle that accommodates this.

Being an airline pilot I have free flying on any company.... I needed to fly from Florida to NJ this week for family stuff.... I could not stomach having to ride on any 121 carrier, beging for a ride, dealing with the pax and gate agents, figuring out which website to use to sign up with, getting denied at KCM...its all a major hassle.. So I fueled up the Mooney and flew 800 nm north by myself...dont care that it will cost me 600 dollars just in gas and parking fees round trip.....and I saved about 90 minutes on total travel time.

Following the transitioning moon westbound in an early morning flight to KC. Butter smooth, very quiet on the radio - no meows on 121.5, weird to get Chicago Center on initial call up instead of Grissom Approach. And nice to discern the ground for my just-in-case needs about 30 minutes before sunrise.

So.. still sort of a Mooney, then

Another possibility that hasn’t been mentioned is the old SWTA “201” cowling, which looks much more like a real M20J cowling than does the ARI cowling modification but still retains many of the OEM vintage cowling parts, including the removable side cheeks. A picture is worth a thousand words. Show me what you’ve got and I’ll tell you what it is.

MU-2 Solitaire

When I started flying, I kept my Mooney at the now abandoned Aurora Airpark in Colorado. We used to do approaches in to Buckley ANG and then circle to land at Aurora. It was sometime in the 90s that they said that was not allowed. Civilians are not normally allowed to land at the military base (they did have a flying club), so you can't just file for there. That being said, I would just file to the airport with the approach and if you can cancel in the air, and it is VFR at both airports, they can't really stop you from flying anywhere you want after you cancel. Just don't put your final destination on the flight plan.

Weekend trip to Lausanne (LSGL) with stop at AeroExpo in Lyon Bron (LFLY) Getting the best views of beautiful Switzerland: Lake Leman and Sion Valley !

Log entry: "Removed, "cleaned", reinstalled Lift Detector"

Yes. It’s called deliberate practice and is not at all controversial

Those last few feet off the runway are critical. Being able to manage the plane in those few feet makes the difference between safely greasing it in and porpoising on the prop. I will give you the benefit of the doubt and assume that you either don't mean what you wrote or what you typed came out wrong without a proofread. Flying low approaches all day long, never getting closer than "several feet off the runway" (and maybe not even in ground effect) and never flaring to touch down, will never make you "a better or safer GA pilot" that can actually land a plane. Off course actually flying the plane all the way to the ground, either touch and go or full stop, will make you "a better or safer GA pilot".

Sunrise over Lake Erie in Winter

Finally got these installed. turned them on approach back to linden. hope someone saw them!

The system plays a digitized version of "Taps" through the audio panel

Go to Mooney.com go to their support/technical page. Look up the correct POH # for your aircraft model/serial # to verify it matches what you have.

I recently created an electronic POH primarily using foreflight. I scanned in the original POH and then downloaded the manual for every new piece of equipment in my panel. If I had a hard copy my POH would be 4 inches thick. I still keep the original POH in the plane as well. I think this is the way to go.

I haven't studied thermocouples since an undergraduate instrumentation class many years ago. But, I don't remember drift over time in service being a really big deal. I did a little prowling around the Internet. Type K thermocouples have a sensitivity of about 41 microvolts per deg C. I found many descriptions of aging and drift in Type-K thermocouples, but it seems that it's only an issue where precision measurements are required and a change of a couple of degrees makes a difference. An aging curve I found shows that the effect of running at 500 deg C for 1000 hours causes an increase of about 65 microvolts or 1.6 deg C (3.6 deg F). From: https://www.msm.cam.ac.uk/utc/thermocouple/pages/Drift.html

If you’re going to have the interior panels out of your airplane, do yourself a favor and run an aircraft-grade length of 1” ID plastic tubing from the instrument panel to the aft instrument bay. If you need to do any wire runs in the future you’ll be able to use the tubing as a conduit and not need to do any interior removal. The back story is I had my electric standby vacuum system removed and Scotty at Precision Avionics Specialists in Griffin GA suggested we leave the vacuum line from the standby pump in the rear avionics bay to the instrument panel in place in case I need to add any wiring front to back in the future. If I need it I will save some labor hours, if I don’t it only costs a few onces to leave it in place. Genius. I’m sure this has been recommended elsewhere but I wanted to share. I’m always learning something. Cheers, Rick

^^^^ THIS ^^^^ I made two trips to my ass, before I figured this out and bent the tow bar accordingly!

A few points of confusion I will point out. Only a few contributors to this topic actually made it clear that a dry lease has NOTHING to do with FUEL. It means the lease does not provide a pilot or crew! This is both the determination of the FAA AND State Treasuries! (Ask me how I know). I lease my Mooney Rocket to my Truck Dealership on a monthly basis, with a minimum monthly rate should it not fly much. I just went through an audit on the validity of my leasing company to be tax exempt on the re-purchase of my Mooney and was actually interviewed by phone. Once they pulled up me leasing company tax records, they saw they collected more tax on the plane from leasing over the last 20+ years than they would have ever received on the purchase, hence the lease and tax exemption were approved. The dry lease was CLEARLY explained during this reveiw. My leasing company charges $500 an hour (highly modified M20-231 as a TKS Equipped Rocket), with a minimum 4 hour per month charge. My leasing company pays for the fuel, as well as all other associated costs of ownership except for the hangar. Dealership pays "rent" on the hangar and I own that personally. Were I doing what the OP is doing, fuel would be the responsibility of the one leasing (renting), and the hourly rate would come down accordingly. That would put the hourly rate down in the $300-$375 range, like noted already. I will decline on "Renting your airplane" advice. Seems you've gotten enough of that even though that wasn't your question. Tom

"Missed it by that much"....Agent 86

It doesn't say what year or model airplane that I noticed, but most airplanes with very much age at all is going to have a similar squawk list. The red items aren't that bad and would be the sorts of things you might expect to have to deal with on a used airplane. If the ELT battery needs replacing because it is expired, a good question would be how much expired. If was expired at the last annual that may be a bit of a caution, and if the airplane hasn't had an annual in a long time, that is also a concern. +1 that for a Continental the compressions aren't a big concern. As others have mentioned, it has the appearance of potentially having been a cursory pre-buy that may not have looked at some things that are potentially important in a Mooney pre-buy. If they did look at them and they're all good, it could be a nice airplane. Bottom line is that this pre-buy report by itself doesn't tell you much.

A short hop from Fullerton to Catalina. The channel was covered in a marine layer that also covered most of Catalina Island. The airport was sitting just above the tops of the clouds living up to its name "The Airport in the Sky." There was a lot of traffic in and around the airport but we easily slid in behind a Pilatus. A year ago when we were going to AVX regularly the landings were smooth. This time, after 8 months between flights there, the upslope got me and it was more "planted" on the runway than "touched down."

Applicable Sent from my LM-V600 using Tapatalk

To be fair, when considering a partnership, one should analyze the risk in the context of a limited number of partners whom one likely has vetted carefully, knows well, and interacts with frequently. This is not the same as the risk in a leaseback/flying club/flight school environment where the clientele is the general pilot public. The difference in risk profile between these two scenarios is large, but they are often co-mingled in people's minds. As a CFI, as well as an owner in a partnership, I have some data points on this. In the last couple of years, I've been heavily involved with one flight school (6 airplanes, hundreds of clients) and one flying club (2 airplanes, about 50 members, only half of whom are active) Every single one of these aircraft has had issues of the type @FLC worries about: long lead times for scheduling, canceled reservations, equipment damage no one owns up to, frustration over the general state the airplane is left in, and so on. In the worst cases, one of the flying club airplanes was totaled (by a pilot who made a poor decision about landing at night in strong, gusty crosswinds), and one of the flight school airplanes was maimed (hangar door fell on the vertical stab, arguably due to the pilot being in a hurry, though to be fair there was a strange failure of the bi-fold door). The flight school owner and the BOD of the flying club suffer and complain about this in exactly the manner you'd expect - wishing people could just be more careful, and more honest. But mostly, it's accepted as the nature of the business. My own partnership is coming up on 20 years (established April 2004). In those 20 years, I have also been friends or acquaintances with dozens of pilots involved in partnerships, or in some cases owners who just loan their airplanes to people they trust. Not a single one of these aircraft has been "mysteriously" damaged in a way the responsible party didn't immediately take responsibility for, and the scheduling hassle stories I've heard about have been so minimal as to be quaint. Conversations about differences in technique are respectful, and the people involved seem happy for the most part. The two bad stories I'm familiar with both involve financial constraints where one of the partners got in a hole and couldn't afford to pay for things they were inclined to pay for in better times; but as bad as those were, they still ended in buyouts that resolved that matter. This is only one person's data, and it doesn't mean partnerships are always great. It's not hard to find horror stories, and lots of people just prefer not to share their toys (which is fine). But I always raise an eyebrow when I read rants about all the trouble people think occurs in partnerships: equipment abuse, mysterious damage, trust issues, and so on. These rants often seem to come from people who have never actually been in a partnership. My own experience inclines me to think that the risks of partnerships are overestimated to about the same degree the risks of leasebacks are underestimated.

In 20+ years of flying my Mooney I’ve never terrified my passengers with an engine shutdown over the spikey mountains of the sierras or out over open water, etc. I just keep a fuel log driven off the fuel flow counter and compared with the gauges. I don’t see any reason to run a tank dry. Never been off more than 1 gal of how much is in each tank.

How do you know there is a pilot at your party? He'll tell you. How does a girl know when her date with a pilot is half over? He says "thats enough about me, lets talk about my plane"

Please go away

Been there bought the T-Shirt. It says "Guy With Money" on the front and "Kick Me" on the back. Four points. Yes, a new one is like 7000 bucks the last I checked. Textron has a bunch of them for their Caravan 208. It will come with a "new style connector". More on that later I had mine rebuilt by SafeFlight. It was about 1800 dollars 3 years ago. If you go with this mode, call SafeFlight first, let them know you are AOG, other wise it will take 8 weeks to get it back. 914 954-9500. They are in NY. I had to do all this while negotiating NY Covid restrictions in late 2020. Your connector is the "old style". Make sure and tell them not to remove it! They will if you don't and then you are up Sierra Charlie unless you take good photos before sending it in. (they at least returned the old one to me so I was able to re-attach. I have confirmed with CAV that this connector is conformal to their STC on a FIKI airplane. If I were you, I would have that one rebuilt unless your checkbook needs a smoking hole.

This is what Savvy would recommend: https://resources.savvyaviation.com/wp-content/uploads/savvy_pdf/savvy-oil-control-ring-solvent-flush.pdf

There is a drainback tube from each cylinder head to the sump. This is how oil returns from the heads to the sump. They are bent tubing with fittings on the bottom-side of each cylinder head and run under the cylinder to the sump. On most airplanes there is a short segment of rubber hose near the sump to dampen vibration so that the tubes don't crack. These tubes are common leak points for lots of reasons, including getting breached by wear-through rubbing from baffles or hoses or wires or just random stuff that got misrouted and not secured or checked. A hole wears into the tube and it starts leaking. The joints at the rubber hoses are also common leak points if they get loose. They are usually secured with hose clamps, sometimes with the easy flat handles for hand-tightening, sometimes with the usual screw/nut tightener. They're not too hard to inspect because they're pretty easy to see with the cowl off. Often if one is leaking there'll be an oil drop hanging off of it somewhere. If there are signs of leaking around them the hose clamps can be snugged up fairly easily.

On a cross country from Vermont to Wisconsin, I stopped at KBAX (Huron Regional in Michigan) for gas each way. Great little airport. Chris who runs it is very helpful. On the way out to Wisconsin, landed about 5:30 and had 3 different credit cards declined for gas. Called Chris after hours, who picked up right away and helped me get into his office to get the FBO gas card, and said he could settle the bill with me the next day. On the way back, needed an extra quart of oil, and he said he doesn't charge for it (hopefully no one abuses that!) and again over the phone talked me into getting into his locked office to grab a quart. Also has the crew car available after hours, just sign a standard waiver/agreement and grab the key. Highly recommend stopping there for gas or a visit if you are in the area!

On Sunday, 5/21, had a lovely, well executed flight from Houston (6R3) to Tampa (KSPG) - 5 hrs, talked ATC into some shortcuts. Left at 6:30 am which helped to avoid summer buildups in Florida. KSPG is my fav airport in Tampa Bay Area.