bonal

Don, really sorry to read about this and as many others that have been following this story even more sorry to read that the news isn't getting any better. You have been very professional in that you have not mentioned where (what shop) this happened but as there has been over 3 thousand views on your thread you might suggest to them you would share that information with all the Mooney owners if you don't start seeing things progressing more to your expectations. It might put a fire under their butts before having to go to the trouble and expense of an attorney. I know AOPA has a legal team that also may be of some help. But I'm sure with your vast experience in aviation you most likely already have contacts along those lines. good luck to you

Did not know that about the 252 are all the more modern Mooney's like that.

Geeez this is a tough room. My only point is we use the tools we have to the best of our ability I don't doubt that an oil level gauge would be a suitable replacement for a dip stick if you have one and I think we all can trust our oil sticks as long as we use them just as we can trust a fuel stick if properly calibrated and used consistently. I guess I don't know if I would ever be comfortable with not visually checking my fuel or the dip stick for my oil before taking the runway. And maybe I was a bit put off by someone's comment about still using a fuel stick. I guess my question is do you trust the technology that much that you no longer visually confirm your fuel before flight.

It seems some of the simplest subjects can create quite the debate. My thought is if we have fancy technology to tell us how much fuel is in your tanks are you going to stop opening each fuel cap to confirm fuel and if so you might as well stop pulling your dip stick to check engine oil as well. I think oil level is every bit as important as fuel level yet there we are still using a stick to measure this vital level. I use an air hawk to measure fuel and my o360 doesn't have much variation in consumption given a set performance in power and leaning to rough then smooth etc. I think it's also safe to say that modern automobiles have very accurate fuel gauges yet people still run out of gas. I don't think the problem is in how we measure our fuel but in thinking we can push to known limits on duration. My aggregate consumption is 9gph flight after flight so don't have a problem making certain we have enough for planned legs plus reserves.

Very sorry to read about your conditions but things like this remind me of one of my favorite quotes "tomorrow is promised to no one" and the best anyone can do is die without regret. I hope you find yourself in the airplane of your dreams soon. You will find plenty to keep you busy tinkering as an owner and plenty to challenge your mind as a pilot.

In my case that would be the right hand

I don't think you will find a single person here that won't agree that any one of these 40 plus year old Mooneys no matter how nice will not provide lots of opportunities to work on and spend precious time tinkering with to make them your own. As Nobody aka Scott stated find one that fits and is ready to fly and get your butt in the left seat and start enjoying it ASAP

I don't think the OP was making a negative comment but was very informative about his experience. I can say that the Mendocino complex fire had a big impact as not only a TFR that lasted almost a month but also ground operations were not permitted by Calfire so even if the airplanes were already on site no run ups or movement was allowed. My last annual was done just a few weeks ago and I was not required to pay a deposit but since I have been doing business with them for five years and have a good relationship with them they did not require it. I will say that doing the owner assist does not reduce the flat rate and IMHO think it should to some extent. I'm sure there are cases where having someone with minimal mech skills could even add to the total labor. In my case they have learned that I am very capable doing this work and for a big part of the work am left alone to complete these tasks. My last annual took 4 days and was completed for under 3 AMU's. Lake Aero is an important resource for us Mooney owners and it would be a bad thing if they don't survive.

Thought I'd share this with the group, just finished this morning and was one I set aside to do the promo painting of LucasC m20c. As always the photo doesn't do it justice. I sure am enjoying retirement.

Yesterday was a trip down to LVK and first time into controlled airspace with the new transponder which functioned perfectly (thanks B26) weather a bit warm but was a nice trip coming and going. As we were heading north towards home we heard on the radio A Mooney ending in bravo bravo and I asked if it was Mark ... To which he answered in the affirmative. I guess he now owners Bennets Mooney. As we approached home the landscape sadly shows so much area of destruction from the fires we have suffered over the past few years is really hard to look at. As we enter the last part of the fire season I can only hope and pray we are done for this year and the rains will come soon.

All I know is if I had such a budget to be in the market for a new ultra after seeing one and sitting in it at our little west coast gathering in Paso Robles and then looking at the flight aware profile of Richards flight home to Arizona I would not think twice between a not quite new (needs a PPI) etc. Mooney and that beautiful new Ultra.

Not if the roads are flooded deep. I think this is a great thing to do for a lot of good reasons.

As someone who is a member of AOPA I look forward to my monthly copy of Pilot magazine however as I read each issue it almost seems as though they go out of their way to avoid any thing Mooney. Other than the paid add for the new Acclaim and of course the story on the Ultra which they really had to do it seems that there are no stories or photos that show or mention our beloved Mooney's.

Thank you all for the very kind words. I sent a PM to LucasC but I don't think he has been visiting MS so still doesn't know he has won. And as MIke Elliott has mentioned there will be a silent auction for another original at the Mooney summit for a very worthy cause. John

Lucas C with his picture of his C parked in front of the rocky desert background. I chose this because I was really excited about the challenges of painting the very low angle of the sun and how the light played on the subject. Believe me it was not an easy choice as there were so many that I really wanted to do. Thank you all for your entries.

I typically fly the base as a continuos turn with a constant descent. And if I'm doing a down wind departure I do the same for the crosswind to downwind. Just seems easier and makes it so I am able to fly a small pattern without needing to go more than 15 to 20 degrees bank.

All I know is we took a short flight today and had some tricky cross winds to deal with and as I was flying the approach on the different stages of the pattern all of these post and the ones on spinning the Mooney were buzzing through my head. I had to shake it off and fly the dam airplane. But this stuff is very good to read and let soak into your mental tissue.

One AMU equals one thousand dollars

Used to spin my 150 and was loads of fun. You really have to force that airplane if you want it to get into a spin. Did some basic aerobatic training and was a blast. We would do at least 3 rotations before my instructor would have me recover. All of the threads on Mooney Space discussing spins in our Moonies have made me real careful about maintaining coordinated flight. Except when doing straight ahead slips. And when discussing spins make sure you are referring to spins and not spirals.

Not quite as modern but from what I have read and seen on documentaries the Harrier was very easy to land and did not have any computer assist.

Progress report, coming along nicely and am very pleased with how it's looking. The one I chose has some real fun challenges to resolve.

That would be my first thought. Especially if your on the ramp

For our o360 which should be no different on oil pressure we see high 70's in climb even with temps above 200 and in cruise at 24/21 with OaT around 90 degrees still between 70 and 75 with oil temp around 200. The numbers you show do seem a bit low.

We were able to use the one in the plane

Thanks but I have to give credit where it's due, almost all of the in flight pictures I post were taken by my wife.