gsxrpilot

One bounce followed by a good recovery is just fine. Going around has it's own complexities and while you should be comfortable with it, it's generally no problem to salvage the landing after a bounce. On the other hand, someone who bounces a second time, or third time, probably isn't salvaging anything and would be best to take it around and try again. But I think the Mooneys are easy to land. Finish up the hours for insurance and then get out there and work it out. You'll figure it out quickly and get really good at landing.

Both of those have really good reputations, but AGL in Morganton is on that same list and is much closer to you. They would be my choice.

Professor @carusoam might claim to only be a PP but he's certainly attained Tenure in the Mooney world. Thanks for all you do around here Prof.

Yes, sorry, should have mentioned that.

Send Jimmy Garrison an email or PM and ask for his pricing guide. It's about the best one I've seen.

Unless you specify why these were unacceptable, you're not gonna get much help around here. I've only assisted 7 or 8 finding Mooneys here, and others have helped many more than I. But you're not giving out enough information for anyone to help. Good luck...

Since I've been to Burning Man twice, this one is definitely on the list. Expect to see my Mooney out there in the next year or two. Thanks for the pictures!

I agree with @ilovecornfields. You want Nav data on your G600 as well as on the GTN750/650. But Charts are much better viewed on an iPad. I quit buying the Chart subscription for my IFD and just use what ForeFlight gives me on the iPad.

I would think if there was nothing wrong with the planes and the problem was just a couple of pilots who crashed it, they would be back in the air by now.

The same thing happens to me as well. There's someone in Mississippi flying a B55 with tail number N525DD. He's obviously a bit dyslexic and always gets it mixed up to N252AD. I get pinged all the time by people asking if I'm in Mississippi.

So I went flying with a friend of mine last weekend. He owns a 2006 Cessna 172. As I started to climb into the right seat, I noticed the little cardboard CO detector stuck to the panel. I asked him to wait two minutes while I went over to my hangar and pulled the SensorCon out of my Mooney. I just clipped it to my jacket and climbed into his airplane. We had a great flight, and it was fun to be back in a little high wing after quite a few years. Of course he asked why the concern over the CO detector and so I related Dan's story. He ordered one the next day.

Nothing about an FAA type certificate ensures high quality. 737 Max could be exhibit A. Likewise, an Experimental placard doesn't automatically mean the opposite. @Yooper Rocketman experimental home built is likely the highest quality aircraft I'll ever fly in. And that list includes plenty of certificated aircraft.

I rest my case.

Would you install a sewer pipe in your new Ferrari?

The APS guys have done a bit of testing and say that their data shows that to cool the cylinders rapidly enough to cause damage, you'd have to dive the plane directly into a lake. Of course in that event, shock cooling would be the least of your problems.

Yeah, anyone looking for an F, this is a good one. When you talk about buying a plane that is turnkey with nothing to do but fly, this is one of those.

A classic example of how to let your airplane die a slow and painful death. With enough time and $100K or so, you might be able to turn this into a $50K airplane. Unfortunately it's true value is now measured by today's price on scrap aluminum.

Yes. And my speed in the descent is almost always well over 200 knots TAS or high in the yellow on the ASI.

Neither of those. I'm curious where you were studying that you came up with those two options. As you can tell from the responses already, Mooney pilots, just like their airplanes don't like to slow down. There are lots of other airplanes that are really good at slowing down. But we don't like slow, and so we fly Mooneys. Do some research on shock cooling and you'll find that theory has been well and truly debunked. Once free from that OWT, you'll be free to cash in that altitude and get the speed back you spent in the climb. At the top of descent, just trim down for your favorite descent rate, such as 500 ft/min down. Don't touch anything else. At pattern altitude, level off, pull the throttle back and set prop and mixture for landing. This worked well in my M20C on descents from as high as 12K or 13K. Now in my 252, it works just as well from the flight levels.

The JPI and the G5 are almost the same size, the only difference the G5 being square and the JPI being rectangular. By nipping off one side of the JPI bracket, it holds the G5 securely with mounting screws on three sides. It was easier than making a bracket in the shop as Garmin didn't offer a flush mount kit when I installed mine. They do now. Both instruments also have a 3" round section on the back which is how the bracket holds the instrument. Those are exactly the same. I think Crystal Avionics did a great job on my panel and the flush mount instruments look so much better than surface mount.

Nothing gets by this crowd There are a couple of velcro strips attached to that ring that I can use to depress and hold the button on my vernier throttle, effectively making it a push/pull throttle. I use that configuration during formation flying. I like the vernier for most operations but when flying formation there is constant throttle adjustment needed to stay in position and the thumb gets tired holding the button down.

Here's a picture... and yes, both are mounted using the JPI flush mount brackets.

No, but I thought about it. I'm looking forward to reading your PIREP about it.

What I learned from my experience was to be very explicit with my communication, ask questions, and verify that there is full and unequivocal understanding between me and the shop before leaving my airplane in their hands. We humans read between the lines so well, that we often mistake it for actual text. Obviously there was miscommunication. I'm just saying it's easier for me to take personal responsibility for the miscommunication and learn from it rather than try to enforce different behavior on someone else. I can try to "teach the shop a lesson" but chances are all I'll accomplish is ensuring that shop will never have time for my plane ever again. In all of this, I'm assuming the shop was not intentionally trying to "rip off" the OP. But rather was following what they assumed were instructions they were given. We don't have the shop's side of the story here. But regardless, if it was miscommunication, the OP should learn to communicate better. If the shop was intentionally trying to sneak one past the customer, then the OP will learn to do better due diligence on the shop before retaining them to do work and also to pay closer attention to the work being done, stop by periodically, chat about the other planes, what's being done, etc. In either situation, the OP is unlikely to affect any change in the shop. But he certainly can and has learned from this experience.

Didn't someone just answer this question?