Skates97

I'm with the crowd on this one, not a fan of either one. The top one doesn't do much for me and the bottom has too much going on in addition to the dark fuselage. You could try reaching out to Robert at Flight Lines design. https://www.flightlinesdesign.com/ I worked with him when coming up with the paint scheme for my plane. I gave him ideas and pictures and then he ran with it giving me different schemes and modifying as I told him which parts I liked and which I didn't like. One thing I am very happy with was putting a dark color on the leading edge. I did it specifically to be able to see any ice building and it has been great. The few times I have picked up ice it stood out easily where on the white I'm not sure it would.

I had about 500 hours in the Mooney at the time plus about 50 in Cherokee's from my primary training but zero Cessna time. They wanted (rightfully so) a 1 hour checkout with a CFI but I just paid for the CFI to come with us for the 2 hour flight. It was great because he knew all the local landmarks for traffic callouts and played tour guide for us as well. All I did was fly the plane and look out the window.

Mine is any state I have landed any plane in. The only one that wasn't a Mooney was Hawaii where we rented a 172 for some flightseeing.

That's what I did with the carpet in front of the back seat. Rear seat passengers kept pushing it forward, checked underneath, nothing there, drill and sheet metal screws and it hasn't moved since.

Checked the log entry, Stratoflex 193-2 was used, cut to length and ends installed. Spruce says it is not rated for fuel, McFarlane says "designed to withstand most aircraft fuel, oil, coolants, solvents," https://www.mcfarlaneaviation.com/products/193-2/?srsltid=AfmBOoro-aCvjgIVazwt5eDcDAtYm7lg2s_WWXCVvHJ4fh9kwkkTfnHf https://www.desserhoses.com/dtr_hose_types_sizes.html#:~:text=Desser Hoses - Hose Types and,optioned with orange type firesleeve. There's this old post from Clarence saying the IPC shows 193-2. The IPC calls for AN6270-2 which according to Dresser is is MIL-H-5593 and is also 193. Sure miss having Clarence around.

Be careful with that fitting on the carburetor, it has a reducer inside it and is expensive. When I had my engine replaced a year ago it was broken. I replaced that hose I think during annual in 2024, I can check my logbooks to see what was used this weekend.

The other thing to remember is that the faster you are when you lower the gear the faster the bar will want to swing up from the drag on the gear. Right at 120mph if you aren't holding on to it tight, it can slip out of your hand and slam into the panel.

Reach out to @donkaye, MCFI, he's in your neck of the woods and the best Mooney instructor out there. He has a dvd on Mooney landings that although it's been around awhile it is very well done and helps learning the site picture. (And no matter how old the dvd is the site picture landing hasn't changed. ) You can get his video off his site. https://donkaye.com/

I'll second the PMA products. I put the PMA 450B in my plane. If my son is flying he's listening to whatever he wants in the back seat and is isolated from the radio calls. My wife and I often listen to the same thing but if we want to we can listen to different things or she can listen to what she wants and I don't have anything playing if I'm on an IFR flight and don't want to miss a radio call. Another bonus to the stereo is that I can have my #1 radio on Tx/Rx and #2 on Rx to pick up the weather. If they are both receiving at the same time #1 is in my left ear and #2 in my right ear. It takes a little practice but you learn to ignore a call for someone else in your left ear and can listen to the entire weather recording instead of having it constantly cut in and out for transmissions where you have to listen to it 5 times to hear the whole thing.

Yes, they like that. The first time I asked for a heading (which they gave to me) not knowing or remembering that function from my IFR training. I wrote about it in an article and Don Kaye was kind enough to email me and fill me in on what I was missing. I spent some time with the simulator on the computer and figured it out. The next time they assigned me an outbound radial I pushed all the right buttons and tracked it out.

I'm one of those that has GPS only in the panel. I have a GNC355 and a SL-40 (comm only) as my #2 radio. I'm not saying it can't happen, but in five years and about 600 hours I haven't had a GPS failure. As Mark mentioned above intercepting radials is more difficult (especially the outbound) but it is doable with some practice. In my IFR training we may have covered it, I can't remember, but I learned it all over again after I got my ticket and know the buttonology to do radials if necessary. My homebase is always advertising the VOR so I request the RNAV. Only once did I get pushback from ATC and I told them I was GPS only and needed the RNAV unless they could vector me and get me below the layer. They said they needed to vector me around a bit but would put me on the RNAV and did. The vectors added maybe 10 minutes to my flight. When I was doing my IFR training the way the ACS was written I couldn't take the check ride in my plane. In one of the appendixes for the Non-Precision Approach it said: "Task A. Nonprecision Approach The evaluator will select nonprecision approaches representative of the type that the applicant is likely to use. The choices must use at least two different types of navigational aids." The interpretation was that GPS is one type so you needed a ground based option as well. They have since updated the appendix removing the "two different types" which now reads: "Task A. Non-precision Approach A non-precision approach is a standard instrument approach procedure to a published minimum descent altitude without approved vertical guidance. The applicant may use navigation systems that display advisory vertical guidance during nonprecision approach operations, if available. The evaluator must select and the applicant must accomplish at least two different non-precision approaches in simulated or actual instrument meteorological conditions:"

Oh, I thought Jolie had hers there.

If you're on Facebook check out the West Coast Mooney Club. There's Mooneys at Oceano, Santa Maria, Paso Robles, and I'm sure others. If you make it down further south I'd be happy to give you a ride.

I've been using Ben Kellogg, Ben's Motorworks at KFUL for seven years now. He works on a lot of Mooney's and does a great job. https://www.bensmotorworks.com/

Done, that's a sweet picture!

They painted my plane, very happy with it!

I did the same thing, the kit is well done and it works great.

Yes, wide deck. The doghouse had to be modified a little and I had to buy a new starter ring gear and support.

I replaced my O-360-A1D last year. I had been shopping for a core that I could send out for overhaul with no luck and ordered an engine from Airpower. I sent them the $8,000 deposit and was told 12-14 months. 12 months later I checked on the status and was told an additional 6 months so started shopping again. I found one at Airmark Engines in FL that they said they could have overhauled in 7-9 weeks with a cost of $33k for the overhaul. They had it done and ready to ship in 6 weeks. After sending my core back it was deemed not acceptable. It was an old narrow deck with 7445 total hours. The shops that the case and crank were sent out to condemned them. The reports from the shops stated the case was "TOO THIN TO REPAIR" and the reject reason for the crank was "DEEP GROOVES IN ROD THR DID NOT CLEAN UP AT MAX." Fortunately for me the core cost was $16k and not $30k. I am told that if you go through Lycoming they will accept any core but can't confirm.

Not sure cadence makes a difference in this situation, one-five-echo sounds much different than one-sierra-echo. They're writing it down and just seeing the 5 as an S. Even the local tower folks at my home airport who know my plane, tail number, where my hangar is (they don't even ask as I'm exiting the runway and give me taxi instructions to my hangar) still substitute Sierra for Five from time to time. I think it is just the brain seeing what it expects. I tried a couple different tactics with N78878 when they mixed it up, Mooney 7-8 (pause) 8-7-8, Mooney seven double-eight, seven eight. Sometimes that helped.

I initially thought N78878 was a great number and easy to say. Turns out for ATC it's too many 7's and 8's and they would mix them up all the time. I changed it to N1015E (10/15 has some significance) when I had the plane painted and thought my troubles were over. At lease once a month ATC will read me back as N101SE, I guess they are used to seeing two letters at the end and their mind changes the 5 to an S.

That's been my experience with most controllers. Last Wednesday talking to Vegas Approach I heard, "Novemberxxx, FYI when you departed Henderson you climbed right through my Bravo and I had to move guys around, just letting you know." Pilot responded with "Sorry, I thought we had stayed under." There wasn't anything else said about it, thought that was nice of the approach controller. Did this just last night coming back into FUL. Was in the clouds from about 7,500' until 2,700' just after I intercepted final. I was getting vectored around. The controller had told me the vectors were to get around traffic (assuming keep me out of the arrivals into SNA and LGB). I could see he was pointing me at the IF but could also see at the speed I was going he wasn't going to be able to give me much time to descend and cross it at 3,000' because of the 4,000' hills below. I pulled some power to slow down and buy time. Was still 100' high passing the IF but if I hadn't slowed down it would have been a slam dunk.

Not sure what it has to do with timing an approach, but if you don't make power adjustments to compensate for varying winds you will not stay on the glideslope.

These are my settings in my 65 M20D. They get you close and then adjust for wind as @Pinecone mentioned. I don't add flaps until after breaking out and then slowing to 100 (Vfe). Approach Settings.xlsx