Culver LFA

I've been a client of Dana Boucher at Aviation Solutions for several years, both on my airplanes and the hangar. He is fantastic, 816-353-1047.

I tried to register but capacity was full, I'll be quicker to do so next time! Count me in!

I read the article and do respect his expertise and agree with his opinion - for most efficient operations. Running wide open definitely has it's advantages but I would love the opportunity to learn from him discussing his statement of, "There is no reason on a normally aspirated engine to reduce the throttle for climbs. Why sacrifice climb performance for nothing?". I'm quite certain that we would come to an agreement that there are such times that this could be appropriate. How about this scenario, I find that people are more comfortable flying if the noise, vibration, harshness levels are reduced and the climb/decent is less aggressive. Flying is not always about getting to cruise altitude at the highest speed covering the most ground while burning less fuel. Unless the passengers with me are pilots or I know that they are comfortable in 'small' airplanes, I make every attempt to make the flight absolutely as smooth as possible from start to finish. A smooth transition from rolling down the runway to flight, pitching to the desired climb attitude, and then reducing power settings at a safe altitude is the first opportunity to make a good impression. Carrying lots of speed at lower altitudes, lots of engine/prop noise, and aircraft pitch changes is not always the best. Raising the gear and flaps without noticeable pitch changes is challenging enough! I find that passengers want some distance between themselves and the ground, they get uncomfortable in the early climb and short final stages of flight. Get the airplane away from stuff on the ground quickly (don't let them count the leaves on the tree branches at the end of the runway), make the airplane cabin environment as comfortable as possible, make the pattern work as smooth as possible with nice gentle inputs, and then grease the landing in the end with proper approach speeds. Slightly off topic, but sometimes I wonder if the declining population of pilots is due to the way current pilots handle the airplane on a guest ride, once back on the ground people walk away excited that they are still alive rather than asking how/when/what they need to do to become a pilot themselves!

I really don't want to speculate but wow, 10,000' and 11 miles away? It will be interesting to hear what more comes of this as that seems very doable. Dropping excess altitude when you don't have the airport made, I'm scratching my head over here wondering...why? I'd rather land on the wheels but even if I know it is going to be a chute pull at 1500' I'd want to be in the vicinity of the airport. This was an emergency situation, I was taught to fly the airplane first, and even if it's later while you are on the ground filling out paperwork, talk later (and only to the people that you absolutely are required to). I wasn't in the airplane with him, no judgement made. There was no loss of life so it's a good outcome.

I take off and climb out at 2700, then around 1000' AGL I will pull it back to 2500/25" (that little bit really reduces the noise level in the cabin and the climb rate is still quite steep for passenger comfort). Someone commented to me the other day how well the Mooney gets in and out of our little grass strip; It's all the airplane, the performance is really great. When you are light and leave everything 'in' it will really climb out quite aggressively. I smile now every time I watch the old club airplanes that I flew (Cessna 172's) come and go as they are just clearing the trees with only one person on board

Sounds like there is enough interest here alone to host a SARL race in the Atlanta area next year. Anyone want to volunteer to head this up? If not I'll consider putting it on my 'things to do' list (but it will be on the southside and we may launch from grass )

The nose gear turnbuckle method worked for me!

Thanks for the detailed feedback Clay! Another option to experience old airplanes, which Clay has spent countless hours flying at, is Peachstate Aerodrome - http://www.peachstateaero.com They have a 1918 Jenny that is flying again as well as many other antiques and classics. Some spectacular events throughout the year, a great museum and restaurant. People say that the grass runway is rough but I think it is pretty Mooney friendly. I have my best landings touching down uphill on 13, you climb that hill in your flare and just reach down with one wheel until it just starts to skim the grass...then hoooold it off. You'll impress your passengers every time!

Looks like you'd be flying right by me on the way there, let me know if you decide to go!

I didn't see a post for this years fly-in at Triple Tree (SC00). My wife, daughter and I will be there with the Mooney camping out. Not sure when but probably two days/1 night. Who else is going? It would be good to see some Mooneyspacers out there! http://www.tripletreeaerodrome.com/triple-tree-fly-in.php

I got as far as the hangar, pulled the plane out and then found that I didn't have the keys... Must have tossed them in my luggage when I unpacked from KOSH? So I ended up washing the airplane instead of flying

I might be able to make it. After two weeks of vacation, flying around Michigan and Wisconsin, I may need to attend to some of my honey-do items this weekend.

I have been using an iPad Mini over 150hr (mostly in Georgia/Florida) without overheating issues using this mount: http://www.aircraftspruce.com/pages/ps/ipad_mounts1/ramxgrip2.php

I'll be there all week, probably arrive on Sunday or Monday. We plan on camping in the vintage area. Joe

Interesting, my M20F was converted from Johnson bar to electric when new (1967 or 68). I found this info while going through the logbooks on my first annual this year and then looking at all of the gear mechanism parts closely I could find no indications of manual gear once being installed. Definitely no cutting the Johnson bar off that I could see, appears to be with proper replacement parts. What would it take to properly convert back to Johnson bar, does anyone have a list of parts normally required or is airplane converted different?

24k for the conversion parts? They really want to get people to consider buying new rather than used airplanes, but support like that will drive a previous Mooney owner over to a different brand (with fixed gear). I just found that my 67 F was converted from Johnson bar to electric by the first owner back in 1967-68. Maybe I should convert it back to manual and sell the electric components to keep another one (like this) flying. It would save 4-5 hours of work at the annual cleaning, inspecting, repacking that actuator every year. Anybody have a parts list to convert back to original? By the way, Brent at Lapeer Aviation is a great guy. He dropped what he was doing to install some missing screws on my underbelly before my first flight. Then he did it again when my generator was acting up (again on my first flight). Great group of Mooney guys there.

Looks great! I'll look for you next time I'm at KFFC

Nice F! Very close sibling to my F which is SN670221, they shared the assembly line.

Is it this one? http://thenewfirewallforward.com/linked/tnfwf_horsepower_plus_stc.pdf

Here's an example if what the F will hold, there was still a bag or two in the plane when this photo was taken. This was returning from our first trip in the Mooney, Atlanta (KFFC) to Plum Island (2B2).

The F being faster, right ;-)

What airport are you flying out of, Paulding or Brown? If the weather is decent I may be able to come up your way for a quick stop.

Hi Piotr, I'm in the Atlanta area, should be flying this Saturday AM from 8GA9 down to PeachState Aerodrome (GA2) for an EAA 468 meeting. Not sure if you're interested, or maybe we could meet another time, I have a '67 F. It would be approximately 9:00AM to 1:00 PM. If your time is tight, you could meet me down at Peachstate around noon and we'll go for a quick flight from there? Message me your phone number if interested. Best regards, Joe

I'm with Starr, my agent is Dana Boucher from Aviation Solutions. I can't say enough good thing about Dana, 816-353-1047.

I thought I did good at KZPH this week until I stopped in at X60 on my way back to ATL, $3.35/gallon!