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Fly in at a friends private grass strip. My wife caught a cool smoky start up!

So while my Mooney is in the shop, I'm doing something I've always wanted to do... get a tailwheel endorsement. I've always said, the sexy airplanes are all retracts or tailwheels. And I've always been just a little bit embarrassed that I can't fly a taildragger. So I'm addressing that issue and putting it behind me. This is just pattern work so not all that interesting. But I'm having a great time learning to fly all over again. (Actually the flying is the easy part, being on the ground is the issue.)

Gents, I recently departed with my beloved M20F and will miss her dearly. This was my first airplane, and she will always have a special place in my heart. Its strange how attached you can become to an inanimate object, but I always felt like she served me so well. It was not uncommon for my wife and I to take 6hr long trips from central Texas to the east coast to visit family and friends. We rode in style, comfort, while going fast and sipping fuel. These airplanes are truly remarkable and I am sure one day I will come back to them. For now I have gone the Vans RV route

I know you have all had the same excitement as I do today, but it was finally my day. Multiple instructors after my first one decided flying a Falcon was more fun than flying with me, COVID, and managing to fly while taking care of my family, I soloed today. The setbacks of starting with new instructors was frustrating, but SO worth it. I hope to join the ranks of Mooney owners one day, but I’m happy to just be plane crazy about them until then.

As requested. Im the first ship

The GFC500 for the F/G is fully certified and flying! Expect 2-3 weeks for the PMAd parts kit to be available to ship. I picked up my F, which was the certification aircraft, yesterday. I was only able to fly one coupled approach (LPV) into my destination. I wasn't up for much after the 5 hour flight. I of course have the full system to include yaw damper. I did like the yaw damper in the climb, as I was able to be feet on the floor and the ball was centered the entire time. I have quite a bit of time behind bigger aircraft autopilots so the transition was very easy and stra

I don’t think I was beating the brand. I love my mooney, and I have loved every one I have had. I am 100% supportive, donate considerably to this forum as well as MAPA. I am also a big advocate to my peers and anyone who will listen to convert all I can to mooniacs. I also am aware that what I am getting from the factory, I am lucky to get. They had no obligation to help me with the state of the company, and the challenges they face. The poster asked what mooney was today, and I was honest about my experience. If someone disagrees with my opinion I can handle that, but I’m not wr

and here is a picture which I thought was too awesome not to share, another mooney parked by mine when we were at lunch... Pay attention to colors!!!

Saw this at Sun Valley Aviation in Harlingen, tex. this morning. Not sure which model. P&W R985?

Not sure what the proper etiquette is, just wanted to introduce myself as a new mooney pilot... Just recently (last Friday) acquired this beautiful plane - M20J ‘78. About myself, been wanting to become a pilot since I was a kid, uncle was a plane constructor and always was talking about planes when I was growing up. Started to work on private in 2012, put it on hold due to work and with covid, got enough time to complete my private at the end of September. Currently have 100 hours, completed 12 hours in the plane with Krikor (awesome CFI - mooneycfi.com). Really like this plane! It is much mo

This is partly why I often fly my plane 1200NM to get work done as I pass many MSCs and mechanics along the way.

Hi everyone Since the Mooney Summit was cancelled, I did the Vz presentation I was planning to give at that venue for the local EAA Chapter in Spruce Creek, FL instead. I recorded the video and audio as a "virtual" Keynote (Apple version of Powerpoint). It is in the Safety and Techniques section in Downloads, above. This is a presentation of the concept of Vz, an efficient climb profile for small airplanes. This was my 2012 Master's in Aviation Science Capstone Project (thesis, basically) for Embry-Riddle, and it was judged as one of the top two Capstone projects submitted for

I’ve been reading “Mr. Piper and His Cubs” by Devon Francis, which I found at a used book sale. In the book I ran across a description of the management at Piper considering an upgrade to their product line. It considered buying a new low wing 4 place design from Al Mooney.....

When you guys take a dump on your maintainer, as so many do with your stories of being ripped off in some fashion, please realize that the pricing structure has changed dramatically over the last few years. I call it the Aircraft Spruce effect, "same price for everyone" My discount from Spruce is lucky to break 10% on a few small range of parts, and even less on the rest. To top it off they give the same account status to anyone with a pulse, then some of you share that among yourselves! It's little wonder there are so few of us left in the GA market place. Both Cirrus and Diamond,

Airworthiness is rarely definitive or black and white. There have been many discussions about how any IA or FSDO could probably find cause to ground any airplane on the ramp, given a close enough look. Of course it seems like every guy walking across the ramp thinks himself to be the expert on airworthiness. But much like the Constitution or the Bible, there are as many interpretations as there are people to give them. If the airplane has a current annual in the log book, then it's up to me, the PIC to determine if the plane is airworthy or not. No shop is going to ground my airplane as

Of course! We also have to keep a journey log of our own personal movements for walking, cycling and jogging. Although some of us have opted for the implanted microchip to save time.

I built one in on my Lancair. It has an annunciator that gets checked during my preflight upon power up. I also installed one for my tow bar where it stores in a holder on the fuselage baggage area ceiling. The beauty of experimental. Tom

Too late to make a difference in terms of closing KSMO, which is closing in 2028, unfortunately. And it's not closing because pilots were making low passes over it. It's closing because people bought houses near an airport and then complained that there were low-flying airplanes overhead. The airport opened in 1923. I do the noise abatement departure over the golf course when I depart VFR, which is 95% of the time. I don't turn until reaching the shoreline. But I get angry every time I think of the impending closure of the airport. Rant over.

Like almost everything else, I think it's a gray area. It depends... How low? 100'? 50'? 5'? At some point it becomes a safety issue bordering on reckless. Where that point is I don't know. Why? To clear game off the runway? Good plan. To impress friends and relatives? Not so much, but done in a reasonable manner, probably not a big deal. Unless you pull up too hard at the end of the runway and either over-stress the plane or get an accelerated stall. Or you turn while at a too low altitude and scrape a wingtip. In the Air Force we used to say something along the lin

Wife wanted to go North to visit friends in Minnesota. Then this happened... There is a deer in this photo... The flight back was a great experience builder dealing with icing and convective activity. I called the briefer on both ends of this trip (probably the first time since 2005) just to make sure I wasn't missing anything. Departing Flying Cloud (KFCM) Looking a little sporty out here for this Southerner... Snow is gone.. Put on the big boy pants to go IFR and get around the crap building up Ea

I've had a number of good times, great memories and cool pictures while flying and hanging out at the airport. But my all-time Favorite Flying Moment has a back story. A coworker had asked to go flying, to help get over her fear of flying. I guess I talked about it a little too much? Anyway, we met at the airport with a friend she brought along for moral support. She was so nervous that she had to stop at a gas station to pee despite being only ten minutes from home. We had a leisurely introduction to the plane, in the hangar, with the bifold door closed. She almost jumped out of her skin

As I’ve previously stated, this new bunch of Mooney folks could not be a more perfect fit for the Mooney brand! They’re not just a bunch of suits. They are people passionate about the Mooney brand and the Mooney legacy. They are Mooney owners, Mooney pilots, Mooney airplane support business (s?), etc. I call it the Mooney Dreamteam! It’s the best opportunity to come along for Mooney in a very longtime. As Jonny has asked for...... patience please. Go Mooney!

The prototype had Mooney like gear with pucks instead of oleos. Clarence

There are a lot of very good people doing everything they can to continue the Mooney brand in very tough times for General Aviation. They have great plans and will do their best to execute and become a vibrant company once again. We would all be well served to do what we can to support their efforts and the efforts of the service centers to be able to be there for us when needed. Kevin, Stacey, Barry, Steve, Jonny, Misty, Paul and all of the team still working their butts off deserve our appreciation and support along with the great service centers that will continue to be able to support our

Nothing spectacular but an important flight for me. This is from the last weekend, dropped off CFI at Monroe, LA and flew a first flight in my mooney by myself with a fresh complex endorsement and insurance requirements met...

Today’s flight just to fly and support the fossil fuel industry. Mount Baker and San Juan Islands

DRF, You probably know this already... 1) You can get the pilot out of the Mooney... but you can’t get the Mooney out of the pilot! 2) Once a Mooniac, always a Mooniac... 3) You are always welcome to be present around here... I’ll add your reason for graduating to our existing pile... needed six seats needed second engine needed a parachute needed a turbine needed a twin jet (my favorite reason to have to sell the beloved steed) needed a classic with a Radial... needed aerobatic capability... Before you go too fa

Back when I was a tower controller, there were several occasions when I asked pilots if they would like a low pass. It was usually military aircraft, but I also asked the occasional civilian pilot flying an aircraft type that I thought interesting/rare. The down side of being a radar controller is that all airplanes look the same on the scope.

It should be nearly impossible if Garmin knows anything about digital security protocols....oh wait...they just got hacked a month ago....nevermind.

I can't speak for Richard but I think this article was about when and how to speak up to other pilots. Not about the dangers of low passes. Low passes in them self's are not more dangerous than any other takeoff and landing. I'm guessing Richard did a poor job articulating what he and his friend saw, if we were there we may have felt the same. The problem is when a low passe is done to impress, usually with a steep pull up at the end. There are plenty of NTSB reports featuring this maneuver, often with very experienced pilots. I have spoke at several events that Richard has spoke

Lots of great advice here and from different perspectives. Just for perspective, the USAF takes someone off the street and their first 80-90 hours is in an 1,100 hp T-6A Texan II, then their next 80-90 hours is in a T-1 (based off of Beach 400) or T-38 (supersonic capable). That means someone who starts flying the C-17 or F-35 will have between 180-220 hours total. It's all in the quality of instruction. Find a great Mooney CFI and they'll get you ready.

I’m glad I don’t do PPI’s for you guys, it far to dramatic for me. Clarence

I had posted some pics on FB from a recent trip and my brother sent this back.

Got a new laptop! I tried it out by making this very short video, regretfully I had only one GoPro and no audio. But I tried to make it nice with some local color!

Earlier this year, Garmin released a new version of the basemap database for GTN series navigators, version 20M1. That database version had a bug, see https://s23634.pcdn.co/en-US/aviationalerts/wp-content/uploads/2020/08/BasemapDataAlert_2020_08_14_basemap20m1_2092.pdf If you updated to 20M1, you were advised to revert back to 19M1. We got advance wind of this and never updated to 20M1. More recently, basemap 20M2 was released to fix the bug in 20M1, but turns out there's a lesser issue with version 20M2 as well. You can download 20M2 to an SD card, upload it to the GTN, and fly a fl

Clarence, If you weren't such a nice guy and so helpful to all of us, we wouldn't tolerate you.

I don't understand why the question OP would be asking is offensive. It seems like all he had was a question.

How can a mechanic declare an airplane that is within its annual inspection term unairworthy? They can note what they feel are deficiencies, but like Paul said, the final say is with us. I actually think an annual inspection for purchase is overkill. A decent mechanic should be able to spot show stoppers with a PPI, which is really what you're looking for. There are few airplanes that don't have at least a couple squawks. I don't expect the seller to deliver me a perfect airplane, just an airworthy one.

If someone wants to blast their monthly bandwidth budget, the full resolution version of the presentation, at 3.5GB, can be downloaded at https://www.dropbox.com/s/nn8vn07b605wlo0/Capto_Capture%202020-10-13_11-00-11_PM.mp4?dl=0 Let me know how it works!

In all cases I have been involved with just a copy of relevant logs go to the mechanic for use during the inspection. No log books are involved until inspection is complete and plane is purchased

WOT and 2700 RPM, full rich at sea level, use "target egt" to lean on the way up starting at around 3000' density altitude. 25 square destroys your climb performance. Fly the Vz profile, lots of posts here on that, basically 1.3 * Vy or 115 KIAS to start.

This is similar to my procedure. WOT until descent. I dial Rpm back to 2600 after 1,000’ for noise and cruise at 2500 RPM. Also reduce fuel flow in climb to maintain takeoff EGT. Lee

The E flew for the first test flight yesterday. Install es complete and testing has begun.

I think a big player is also where you do it. I was once doing pattern work at John Wayne, and a guy in an A36 asked for a low pass. As i'm taxiing back to the runway, I see him pass by at give or take 150 to 165 knots, and laughed. nothing wrong with that. Even the tower approved. However if somebody did it at for example at Oceano, or Pacific city airport, 2 very small beach airports in the middle of a small town, those guys are assholes. You do it at an airport like Agua Caliente, or Amboy, 2 airports located in the middle of no where with no community around and no one to bother, who cares

Me: “why did you waste my time if you never intended to pay the agreed price”!

Since I'm visual person, I made videos of leak locations with my GoPro. Posted on youtube. Now the fun of removing all this soap from the tank. Any suggestions? I thought of water and shopvac.

The interior is stunning on the Pipstrel. I also prefer the Mooney exterior. If I am involved in an off field landing I will take the Mooney hands down. I value the Mooney structure over a chute. I know, “here we go again”...

Not many chances to fly IMC in a piston single around here (Colorado). But coming home from Texas yesterday afternoon, I cruised over an undercast for more than an hour. And with the sun at just the right angle for it, I saw for the first time ever in my Mooney, glory.