Hector

I believe you also get 30 days free with Foreflight so I would check them both out before you make up your mind. Sent from my iPad using Tapatalk HD

Wanted to, but raining and low ceilings all day Sent from my iPad using Tapatalk HD

Until you get used to it, you can flip the seat belt buckle upside down so you don't accidentally unbuckle yourself during gear extension. Sent from my iPad using Tapatalk HD

I'm from Florida, could someone please tell me what that is? Sent from my iPad using Tapatalk HD

The Johnson bar will become second nature before you know it. After liftoff and positive rate of climb, gear comes up in one fluid motion. Don't worry, the nose bobbing will soon stop. Just keep your eyes outside and don't look at the Jbar. Sent from my iPad using Tapatalk HD

Around 90 hours in 2013. Sent from my iPad using Tapatalk HD

Front and center in my C as well Sent from my iPad using Tapatalk HD

If you can find a nearby field with a compass rose it is really no big deal to do a compass swing. I had a buddy go with me and he stood in front of the airplane as I taxied through all the cardinal headings to help me line up properly. I was done in 20 minutes or less. Sent from my iPad using Tapatalk HD

As a stress/strength engineer working in the aircraft industry for the last 25 years I find it difficult to believe this is a true fatigue issue unless you happen to be flying the two Mooney's with the highest number of landings/cycles in the fleet (fleet leader). If the Mooney landing gear exposed to normal loading conditions had true fatigue hot spots leading to fatigue cracking and subsequent overload failure, there should be landing gear failing or being found with cracks every day. The fact that you had two cases of cracked landing gear is extremely suspicious to say the least. You are either loading that gear outside of design parameters, or the gear has been rigged in such a way to cause abnormal loading. You are saying they failed due to fatigue cracking. Is this based on fractographical analysis of the fracture surfaces by a qualified material's laboratory or your mech's opinion? How well maintained was that landing gear? Any evidence of corrosion? Sorry....not convinced at all there is a wider problem here, but there is definitely something wrong with your airplanes and/or maintenance or usage. Sent from my iPad using Tapatalk HD

It's a chemical conversion process and indeed creates a layer of corrosion, but inferior to ALCLAD. Nothing wrong with scuffing the surface, but no need to deliberately remove the ALCLAD. I found some guys in our paint shop (large airframe overhaul facility) doing just that because they thought it was better to replace the ALCLAD with fresh alodine. Had to gather around everyone in the shop for some re-education. Sent from my iPad using Tapatalk HD

Welcome aboard Bernd! This is a great place to talk about and learn from folks that have owned these aircraft for a long time. I'm a relatively new owner as well (14 months) and check here often as I usually pick up nuggets of information that can be quite useful and I try to contribute when I can as well. Sent from my iPad using Tapatalk HD

It's all about risk management. It pays off for some and not for others. Within the last few days someone here posted about his bad luck in having his nose landing gear collapse twice in one year. I bet he thinks hull insurance has worked out well for him!

Yes, some sanding is always required, but there is absolutely no point on purposely trying to remove the ALCLAD layer to get to the base metal. Alodine will restore some corrosion protection (along with primer and paint), but alodine is not as effective as ALCLAD.

It's called 'insurance' for a reason right? You are paying for the peace of mind that if something bad happens (destroy your airplane, damage property, and hurt people) you will not be financially ruined. I don't have any expectations that I'm paying insurance so I can come out ahead. I pay so that if the worst happens my family will not have to suffer because of my passion for flying.

There is absolutely no need to remove the ALCLAD layer and I would be furious if I saw a paint shop doing that to my airplane. Sent from my iPad using Tapatalk HD

Don't know. I set my DG to the vertical compass every 30 minutes at the same time I switch fuel tanks. I have three separate GPS's in the plane but they show you track, not heading. Sent from my iPad using Tapatalk HD

Is he using the iPads built-in GPS, or an external GPS. I've never had the external GPS drop out in the iPad. Maybe a cheap $100 solution. Sent from my iPad using Tapatalk HD

Thanks Bob. That worked. Oscar, beautiful video once again. Sent from my iPad using Tapatalk HD

For some reason I can't see it either Sent from my iPad using Tapatalk HD

Thanks Mike. I've heard a lot about Phil and was actually thinking of him as I wrote the post. Have not heard of Arnold, but the Florida Mooney lunch group is holding the 10th anniversary reunion in Leesburg In January and I was planning to attend. Maybe I'll call Arnold and see if he can get me in. Do you have contact info for him? Both Phil and Arnold would be very convenient for me (short flight from KCRG) Sent from my iPad using Tapatalk HD

I think it would come in handy if you fly into Sun N Fun or Oshkosh and camp with the airplane. In fact, any camping situation even if not flying related. I was looking at it just for that. Looking forward to the PIREP . I was looking at a similar unit (Goal Zero Yeti 150) in amazon. Less expensive but lower capacity. Sent from my iPad using Tapatalk HD

I'm a little paranoid now. My C has been flawless since I purchased her over a year ago. My local A&P does not see a lot of Mooneys in his shop, but he does have the tools to do the pre-load check (he actually showed them to me). During my first annual I did not get to see him do the gear swings and pre-load checks. I'm going by faith and his word that it was done correctly. For peace of mind now I'm thinking I should check it myself (rent or buy the tools), AND maybe its not a bad idea to let a real Mooney pro do the annual on my bird, if not every annual maybe at least every 2 or 3 years. It's a touchy subject though, my local A&P calls me to schedule maintenance when is due. He is not likely to take it well if I go somewhere else. He is a very good wrench, and I have confidence in him, but the minions that work for him scare me. I would hope he understands as I would continue to use him for unscheduled maintenance and some annuals possibly, but not all. Sent from my iPad using Tapatalk HD

I've always heard of flooding issues with the IO360, but I've yet to experience it in my 67C (O360). Are you sure you don't have a weak battery? Cold start in my O360 consists of mixture rich, boost pump on, pump the throttle twice and push it in about 1/2 inch , prop full forward, hit ignition and it starts in two turns. Hot start is the same but I don't pump the throttle at all or maybe just once. Starts right away every time. Sent from my iPad using Tapatalk HD

I say we take up a collection and buy the man a new pair of pants. Maybe black cargo pants so he can wear them for weeks and won't look too dirty Sent from my iPad using Tapatalk HD

Know how that feels. Lost my black Lab Sadie a few months ago to cancer and I miss her single day!! Sent from my iPad using Tapatalk HD