kevinw

No. They used the seat frame of course but all new foam. They sent back the old stuff because I guy I know wanted it. Funny, I sit noticeably higher in the seat now and one notch back from the panel. The old stuff was pretty compressed and I'm sure the new will wear in as well.

Not bad at all but it probably depends on how the trim panels are attached. I asked Hector the same question. Mine were attached using double-sided tape and I re-attached the new ones the same way. I also used an "adhesive helper" I guess I would call it from 3M that helps the tape stick better. The cargo panels were simply 10 screws. Not having to pull the carpet or plastic panels made it much easier. If I had to do that I think I would've made a trip to San Antonio.

I wanted to give a shout out to Hector from Aero Comfort in San Antonio for the magnificent work he did on my seats and trim panels. A little background...the interior on my '82 J was done back in 1999 and was in "reasonably" good condition. The plastic was good and the carpet was very good. So I decided to send my seats and trim panels down to AC and have them reupholstered. I had previous experience with AC when they leather wrapped my yokes about three years ago. The work on those was perfect so I knew I was in good hands. Plus, I've read nothing but raving reviews regarding their work. I wanted to go with black leather but it didn't go well with the carpet so I went with a dark gray. I also added headrests and had the cargo area reupholstered as well. While everything was out I cleaned up all the plastic panels with soapy water and a magic eraser and also cleaned the carpet. Attached are before and after pics. I think I lost 3 lbs of water weight installing the new stuff but the reward was well worth it. I'm very happy with the work and would recommend Aero Comfort to anyone considering new interior. This option of sending everything in really saved me a lot of money. I'm not a member of the CB club but I do like saving money where I can!

Hot starts can be frustrating and it doesn't build a lot of confidence in your passengers either; I've been there. I have a J so my hot start is just like Don's video. One thing that helped me a lot was switching to fine wire plugs. Have you done this or considered it? If all else fails I would fly to a shop or to a fellow K pilot and have him demonstrate it to you. Facetime is another option as well. Perhaps there's an issue and it's not your procedure. Good luck, hope you figure it out.

At the recommendation of several mooneyspacers I use Plexus. A little spendy...about $15 a can but works very well. A can will last quite a long time. Windex is a no no. Anything with ammonia is not good I was told.

It takes some guts to admit a mistake like that. If it makes you feel any better you're not the first and certainly not the last. I came close (twice) doing the same thing. Just came in a little fast and really light. Bounced once, then twice, gave it moderate power and was able to make a safe landing. Both times were early on and once with my wife. She was very unimpressed but still flies with me. I should've gone around but I made a split second decision and fortunately it worked out. We all know what happens on the third bounce. The silver lining to this story (and yours) is events like this make us better pilots. For what it's worth, I signed up for the Mooney PPP in Des Moines, IA in October. Anyone here in the Midwest should consider it. Training makes us better and I believe prevents accidents.

My guess is it was his third attempt to land and he was bound and determined to get it down this time. Came in once again too fast, tried to force it down, prop struck, attempted a go-around and the rest we all know. I routinely land at 0F3. It's 3000 x 50 and when landing to the south, a downhill slope. I watch my speed like a hawk when coming in there. Never over 70 kias and sometimes 65 if I'm really light. This poor soul either didn't watch his speed close enough or was taught by someone to fly faster approaches; my guess is the latter. Coming in a little long and at 80 kias would really push the envelope.

Hard to listen to. The terror in his voice those final moments is chilling. Sent from my iPhone using Tapatalk

Go to the link the OP included and watch the news video. At 1:35 the plane is shown. It was apparently involved in a forced landing earlier due to engine trouble. A student landed it on a highway. Can't quite make out the N-number but it looks like N49453.

How convenient to call it an "unauthorized flight". Let's be honest, we'll never hear the pilots side of the story. Sounds like damage control to me.

Here's mine. Does anyone recognize the signature? N1151V Airframe Logbooks.pdf

From the FAQ section at electroair.net: 1. If I choose the option of one mag/one EIS, the mag has a fix firing advance and the EIS has a variable firing advance: how can this set-up work properly?Our electronic ignition always fires at the same time as the magneto or earlier. Magnetos are set to fire at fixed timing point (like 25 deg BTDC), period. So the combustion is already underway when the mag fires and hence has very little effect. I've been very happy with mine. Two recommendations if you install the unit: Get the fine wire plugs and the newer red plug wires. I had some radio interference with the old plug wires but after installing the new ones problem gone. There's a lot of voltage going through them and the red wires have much more resistance. @INA201 I believe they are working on a unit for the A3B6D and it might even be out. If you give them a call I'm sure they can tell you the status of it.

One afternoon I was calibrating some new avionics. I would land, make adjustments and takeoff again to check it. This is usually where mistakes can be made, right? I always aggressively lean during ground ops and this day was no different. When I took off I noticed the engine just didn't sound right and I wasn't getting full power. At about 100 ft AGL I looked down and saw the mixture pulled out well over half way. Panic set in and I immediately, but smoothly, pushed the mixture to the firewall and everything resumed normal. Scared the hell out of me. Incredibly stupid; I was preoccupied with the avionics testing and not focused on my checklist. In hindsight I should've aborted the takeoff but by the time I realized something was truly not right I was lifting off. It has never happened again. Now, even after the checklist and right before advancing takeoff power I double check mixture and prop are both in. To be perfectly honest, the mixture was leaned so aggressively I can't believe it didn't sputter, die, or show more signs of a problem early on the takeoff roll. In any case...lesson learned.

More info on the program in the Word doc attached. Mooney05(a)(3)(A)PosterPreProgram(2017-5).docx

The MAPA Pilot Proficiency Program was scheduled to take place in Dubuque, IA but they couldn't make it work due to all the hotels being all booked up for their foliage season. They looked at Cedar Rapids briefly and there were some hiccups there as well. They have now inked a deal with Elliott Aviation in Des Moines, IA (KDSM) on October 6-8th. This is a great opportunity for all of us in the Midwest. DSM is good pick for this; friendly controllers, good runways, plenty of parking and the facilities to accommodate everyone. I've signed up and looking forward to it. Hope to see some of you there!

Good idea Paul; go ahead and add me. I'm one of the few Iowans here. KCIN

According to the report Jerry posted the pilot was a 71 year old male. He and the three pax all have the same last name so presumably they're family. One nice thing about flying in the Midwest is lots of fields to pick from when a problem arises. Glad everyone is OK.

+1. A Mooney CFI taught me this the day I picked up the airplane. Good advice.

I was told once never to top off completely to the rim because the fuel will expand with temperature and possibly start a leak. For this reason I fill to 1-2" below the rim unless I'm departing immediately. Not sure if there's any truth to this but owning a '82 that's never had the tanks resealed I'm taking every precaution while on borrowed time.

I never run the flaps, up or down, without running trim in the opposite direction. As noted previously the motors run at the same speed so if you time it correctly there is absolutely no pitch. It's become second nature to me.

I like the typically higher UL the Eagles have but for me to consider one would require the 310hp upgrade and more importantly an attitude based autopilot. Unless I'm mistaken most Eagles have the S-Tec 30 and that would be a deal breaker for me for that kind of money. Sent from my iPhone using Tapatalk

Hmmm. Being flown regularly between 2012 and now would make me feel better about it. Hopefully some of the mechanics here will chime in and be able to advise you on this one. Good luck with your purchase.

What would be important to me is how often the low hour Eagle was flown. 500 hours over say 16 years is 31 hours/year. So the question is this; was the plane flown somewhat regularly? Once per month perhaps...or did it sit for two years or more with no activity? Look it up on flightaware and also ask if he has any flight logs.

Great video. N205J has to be the best looking J I've ever seen. A work of art.

Best tug ever! And I'm a Jeep dealer so I should be able to come up with something. Sent from my iPhone using Tapatalk