sgrooves

Great video and beautiful plane. I’m down at KAPF at least once a year now with my J. Would love to see yours in person sometime. Sent from my iPhone using Tapatalk

PM-ed on a couple CFI's

In NC they do short-rate on the insurance credit. Basically take a percentage off of what you would have received back in credit. Bought my M20J fresh off my PPL with about 50 hours, none in type in 2015. Only a couple insurance companies would quote me. Best I found, first year was about 2,200. Second year (2016), with more experience and based out of a towered airport actually went up to 2,300. The rationale was fear of retracts. Four months later, I had 160 hours, over 100 in type, and 85 in the last year. Also had recently gotten my IFR ticket. On a whim I rechecked quotes via the sporty’s promotion and found one (Global) at 1,350 with 10k in additional hull coverage. Did the short rate cancellation on my original policy, got ~1,400 back, to basically get a 4+ month extension and more protection at no cost. Didn’t get all of my money back by cancelling but it was more than worthwhile. Rough numbers based on memory but i think it shakes out right.

Signing. I've flown in and out of there a couple of times. Unbelievably convenient to visit people at UNC. Pattern altitude at 2,000 ft above the surface makes it a little more interesting (compared to others in this area). There were probably only 2 other planes on the ramp when I was there last.

I find the yoke mount with my iPad Pro 9” gets a bit in the way of my knees if I need to turn the yoke side to side with my heels on the floor (no brakes!). Going to try and mess around with the mount this weekend to try and get more clearance. Not a big deal in flight when I slide the seat back, but with the seat even in the furthest aft notch it can be annoying on takeoff/landing. I’m 6’2”. Sent from my iPad using Tapatalk

How much play should there be in the cowl flaps -open- position? Or should they be snug with no movement?

I was in that mess yesterday. Weather was not improving throughout the day as forecasts suggested- it got worse. Heard many VFR pilots on the radio in GA/FL/SC asking for help to be turned around and a couple who landed short of their destinations. Even with my IR, I had to descend from 9k to 5k to 3k to stay under the layers once temps got too low. Although I will say, it was nice riding high above the turbulence at 9k in/out of the tops for about an hour of my flight. Sent from my iPhone using Tapatalk

I have an IO-360 but I was having similar issues with my #4 EGT probe. Totally erratic with no pattern, CHT's fine. At times it would max out on the gauge visual. There were occasional fluctuations on #2 also. This was going on for a few hours despite checking injectors etc. Turns out my #4 EGT probe was on the verge of dying and 2 flights before the annual it died completely. The erratic signals from the probe caused cross-talk on the #2 probe. Sounds like you could be having something similar. The lower reading at full rich also makes me wonder if its an old probe. I ended up replacing #4 and everything was smooth for ~20 hours until #2 started acting out. This time I knew it was likely a probe and swapped it out, no issues after. The new probes in #2 and #4 are much more sensitive at lower temps than #1 and #3.

I’m in Sent from my iPhone using Tapatalk

http://nypost.com/2017/11/08/footage-surfaces-of-roy-halladays-last-moments/

Sent from my iPhone using Tapatalk

+1 on AGL Aviation. Had my first annual there. It's about a 35 min flight from Monroe

I realized I never followed up on this post. A few of you were definitely on the right path. The EGT probe that was bouncing most frequently, #4, died completely just before my annual. Once that EGT probe went out, the bouncing stopped on #2. I guess the probe beginning to fail was sending shocks that was cross-talking to #2. They replaced the probe at the annual and all has been good since then. As far as the oil analysis goes. Maybe it was from the RAM air or a bad sample. If I recall, it could have been my first change since mineral oil. I've had the oil changed twice since, with analysis, and everything has been perfect. Had the plane at AGL for the annual and everything checked out great there too. Oil consumption has been about 1qt / 10 hours too.

I have the Flight Stream 210 connected to my 530W which is crossfed to my 430W. I use Foreflight and will send all complicated routes to the 530W. When ATC calls me with a new routing, I find it much easier to modify the route on my iPad and then send to the 530W. Without the FS210 I'd be entering things twice. Same thing for weather or MOA deviations, just rubber-band the route on the iPad and send it to the 530W. The points don't have to be fixes or airways either, Lat/long works. If you do change the route or do a simple Direct-To on the 530W instead of your iPad, it will prompt you on your iPad to accept or decline the route that was input into the 530W.

Bought my M20J fresh off my PPL with about 50 hours, none in type. Only a couple insurance companies would quote me. Best I found, first year was about 2,200. Second year, with more experience and based out of a towered airport actually went up to 2,300. The rationale was fear of retracts, hmmmm. Four months later, I had 160 hours, over 100 in type, and 85 in the last year. Also had recently gotten my IFR ticket. On a whim I rechecked quotes via the sporty’s promotion and it dropped to 1,350 with 10k additional hull coverage. Paid the short rate cancellation on my original policy, got 1,400 back, to basically get a 4+ month extension and more protection at no cost. Didn’t get all of my money back by cancelling but it was more than worthwhile. Biggest costs have definitely been maintenance, both normal and unforeseen. It was awesome getting into my plane each day for instrument training when I was also the last to fly beforehand. And lots of instruction in the plane I’d be flying.

Had a very similar situation at an unfamiliar airport in my first year with my J. Shorter runway than I was used to. Pattern altitude was also an unusual-around-here 2,000ft above the field with tall trees. AWOS reporting light and variable. Came in a little hot but not too bad, floated, floated (must've had a little tailwind too) and decided to go around a little late. Retracted all of my flaps and gear too early. Stall harn buzzed. I had to fight the urge to pull up with the trees and the end of the runway approaching. Pushed down with all that I could (trim was up for landing). Got the nose down, built some speed, and made it over the trees with some room to spare but a little too close for comfort. Now, after my instrument rating and more short-field work, my go-around technique- and decision making- is much better. I truly appreciate everyone who shares their experiences, good and bad, it helps us think about the situations that we would have not otherwise. Glad Cooperd0g made it out okay.

Had my first annual up at AGL this May. Great people. They solved a weird little power issue I was having that ended up being a bad voltage regulator.

If you're looking at mid-size models, I'm in Charlotte and have an M20J at Concord. Got it last year when I was about 60 hrs in as well. Out of town now but would be happy to show you when I'm back. Also, what @chrixxer said, I've had someone in my back seat three times. Otherwise, its where my 80# dog sits.

I was able to break in my week-old IFR ticket today. Flight from NC to southeastern WI. Stayed IFR and got vectored way over the middle of Lake Michigan to avoid Chicago. Spent about 45 min over water. Eery feeling. Going to try to avoid that again (especially without life preservers or a raft). Next time I'll cancel IFR and go VFR up the coast. Stopped at Columbus IN (KBAK) for breakfast along the way. Great spot! Had about 30min of IMC too. Sent from my iPhone using Tapatalk

I don't have a breaker for "instruments" in my J. But I do have one for "Radio and Inst Lts". That popped last summer and turned out to be a short circuit behind the panel somewhere. To be honest, didn't even notice a difference as I was really only doing daytime flights then.

Didn't take any pictures, but today I passed my instrument check ride. Oddly enough, and I didn't realize until this evening, it was EXACTLY 2 years from my first solo flight. Getting my instrument rating in my own plane was a huge driver behind the purchase of my Mooney. I made it a goal to pass as soon as possible. Took the written as soon as I put a deposit down on the plane. Got my Mooney last May and after learning the plane (and dealing with some squawks), I started my IFR training in January this year. Took about a month off in between for annual/vacation. Excited to get the certificate wet on a long cross-country from NC to WI next week (no, not OSH)! I'll be sure to add photos then. Sent from my iPad using Tapatalk

I had that issue with my aspen/stec55x combo. Just a slow turn to the right regardless. Turns out the ACU was bad. Luckily it was replaced under warranty, labor still was $$.

My M20J has about 4550 hours. Looking back, the first and only time the spring was changed in my plane was at about 2500 hours and I don't know the circumstances surrounding that change (were the gears chattering? etc.). So at ~2050 hours, I was due. There are so many hard feelings on each side of this SB (to change or not). Ultimately, after as much reading as I could find, I decided to go ahead and change the spring at my first annual this year while at a MSC. I figured going 2x the recommendation was good enough and now I'll hopefully never have to change it again. The plane was already at a MSC and I'd rather have them doing that work (who knows if I'll be able to bring it by there every year). I also got a thorough inspection of the gear and piece of mind at the same time. Now, if I go to resell, and the prospective buyer insists on this SB (and does a little more research than I), its already done. I couldn't help but wonder what an insurance company would do if, on some rare occurrence, that spring failed and they saw you had gone significantly beyond "recommendation" on the SB. I know "recommendations" are just that, and they'd probably pay up. But what about continued insurance after the fact? Nice rate hike? Not to mention the lost value and hassle of fixing the plane.

Can you add me?