Skates97

I love it! Hoping one day to have our paths cross and see it in person.

So behind posting flights... Had to finally pull the AI and send it out for overhaul along with the altimeter that decided to start sticking on descent on our way back from Phoenix on Mother's Day. After putting them back in and having my AP/IA sign the logbook I took her up for a short flight over to Redlands. http://intothesky.us/2018/05/25/redlands-for-fun/

My plane was on the lower end of the spectrum cost wise but we still used an escrow company. Well worth the fee in my opinion, just in case.

I received that same email had had those same thoughts. I am not looking for something free from Trio but to be a test plane I would have thought the number should have come in a little lower. I guess if they don't get anyone to volunteer they will either move on from the Mooney or lower their price point until someone decides to give them a test plane.

As other's have said it comes down to the mechanic and you. I've been fortunate to have some good ones on the small field where I am that I work with. My AP/IA that has signed off on work I have done I have paid when he signed. The other AP/IA that has done work on it just puts the plane back in my hangar along with the keys and an invoice on the front seat. (He has the code to get in and out of my hangar, I figure if I am trusting him with keeping me in the air I should be able to trust him to leave everything in my hangar alone). I will drop a check off to him the next time I am at the airport, often on my way to take the plane for a test flight. I'm not worried about something being wrong and having to pay again to fix it because if there has been follow-up related work a simple phone call and he gets my plane from the hangar, corrects anything that needs to be done, and puts it back. When I first got my plane on the second or third flight the MP stopped working. Turned out that the line had broken off right by the engine. I walked around the airport meeting new folks and looking for someone that could flare the end of it. (My other AP/IA couldn't find his tool to do it and although Aircraft Spruce is less than a mile away buying the tool was a last resort). I ended up at the hangar of an AP/IA who had never met me before, took a look at it, flared it, and sent me on my way refusing any kind of payment. I knew then I would be doing future business with him and he has put in the EDM830, replaced my generator, and a few other things along the way. As Paul said above, a lot comes down to the relationship with the mechanic. I write checks as little as possible, everything goes on my Visa/Amex and paid off each month (or bill pay online that sends a check for me). My AP/IA doesn't like to take CC because of the fees associated with them. I could pay him through bill pay but I like to drop off the check and thank him.

With the traffic and not knowing anything about the winds or weather I am planning on just paying a CFI to go up with us. Takes care of a couple things, one I get to take an aerial tour and two, I can check that off the list of states I've landed a plane in.

120kts is 138mph (everything in my plane and POH is in mph so that's what I use and think in) which is higher than what Va is for my plane... If I was worried about rough air breaking my plane I would get a different plane to fly or not fly at all. As Ken has said, summertime flying in the west can make for some bouncing around, although I'm glad I haven't had any like the couple of experiences he just mentioned. One of the reasons I got a Mooney was because of the structural strength of the plane, even if it is 54 years old. I'm confident it can handle more than I can.

Does anyone know if we have anyone in Hawaii? I was checking the map but it doesn't show anyone. We're going to be in Maui in Sept and would love to take a flight. If not there's places that I can rent a Cessna and take a local CFI up with us.

I appreciate the concern guys. I thought I was clear in what I wrote but I suppose I could have been clearer. On a 2-500nm trip I typically cruise at 8,500, 9,500, or 10,500 (any lower and you run into rocks most directions out here) and my IAS at those altitudes is usually right around 135mph, sometimes 138mph at 2,400rpm. Va in my plane is 132mph so I'm not terribly concerned with the plane breaking up if I encounter some bumps when my IAS is 3-6mph above Va. (Again, never been in anything more than what I consider to be moderate, and that's a subjective term although I've never had anything get tossed around the cabin, nor had my butt come out of the seat). The yellow arc in my plane starts at 150mph. In descent I push the nose over and slowly walk the throttle back to keep that same apprx 20" that I saw in flight if the air is smooth. If it is smooth I don't have a problem with an IAS in descent between 160-180mph when the Vne is 189mph. If it is bumpy I am not comfortable with an IAS of 160-180mph so I pull power back more to keep it slower.

For me it depends on who is with me. By myself or with my son we would have to get tossed around really good in cruise before I'm slowing down. However with my wife if it is more than a few bumps I'm going to power back and slow down some. I haven't been in more than what consider to be moderate turbulence. The only time I have slowed down by myself isn't in cruise because at 8,500-9,500 my IAS doesn't get into the yellow, I have intentionally pulled power in descent if it got bouncy but only because I'm not comfortable with the bumps and an IAS of 160-180 when Vne is 189.

They run a great school, that's where I got my PPL. Never flew their Mooney, just their Cherokees. I bought my Mooney with 58.6 total hours all in Cherokees, no complex. Insurance wasn't terrible the first year (just over $1500) but it seems people are seeing higher premiums right now than when I got it 18 months ago.

Also, what radio do you have and if it was both radios what models?

As Anthony said the prop control issue could be different than the power issue. I had something similar happen after I had bought my plane and changed the plugs/wires. I thought it was related but it wasn't. It turned out that the cable had slipped up in the clamps (they were too old to hold it in place) and it wasn't travelling as far as it should. A thank you to @M20Doc who got me pointed in the right direction. New clamps and some safety wire fixed it and I haven't had an issue in the 150+ hours since then.

Renewed, can't believe it's been a year since I donated. Minimum is $10, average is $25, sent just a tiny more than the average (See if we can't up the average number). I love this forum, definitely worth the price of a few gallons of Avgas.

That is why I will most likely never "upgrade" from my plane. Most of my trips are in the 3-500nm range and it is perfect for that. I do have a coast to coast trip in the planning stages for 2019 and will make the trip to AK in the coming years, but even then I will want to get out an stretch, and I never get tired of just enjoying the view out the window, the journey can be as much fun as the destination.

I bought my plane with LED's in it. The previous owner had them in for years. He also gave me a small box with the original bulbs in it "just in case."

I know I've seen you and I think others mention that before, something like a "Vintage Status." Not only would it allow the owner to do more work on the plane, that would also allow owners to install the experimental stuff which in most cases is going to make the plane better/safer than the old stuff that is already in there. Sure, they could put in the certified stuff but most people with 30-50+ year old planes don't want to drop that kind of money into them. Instead they continue to fly around with aging equipment that is refurbished and patched together which is what the regulatory world demands. As with most things, when the government tries to improve safety through regulation it goes overboard and hurts safety in the process.

I think that is most likely the case. I also think that most of those owners are also aware of the vast fleet of "experimental aircraft" flying around in the same airspace with parts that are legal for "experimentals" and can be installed by hangar fairies (actually the fairies don't show up because the owner can just do it), but they can't use those parts on their own plane (even if the parts are better than what is "legal"), nor install something themselves because it hasn't been given the blessing of the government. I wonder how many vintage planes would be flying if there was an audit done on every plane out there and if a hangar fairy had done work on it then it would be grounded... Personally I would feel more comfortable getting in a plane which had a competent owner who regularly had the cowling off, poked around, tightened things, (God forbid replaced a leaky gasket or something themselves), etc... than one where the owner never checked things themselves, only opened the door to check the oil level and just trusted that nothing is wrong because their A&P had looked it over 25-40 flight hours ago when they did the oil change. But what am I thinking, everyone knows nothing changes under the cowling between oil changes and annuals...

To take advantage of an Oshkosh discount do you have to be there or do they run an online promo code of sorts?

This is just another tangent to the great outcome of Erik's flight, the camaraderie shared among not only those who fly but those at ATC watching out for them as well as the people on the ground associated with them. Airport manager who dropped what he was doing to return to the airport. ATC making a follow up phone call to check up on him. A pilot who heard, the situation on the radio and searched online to find that all was well. I remember as a kid living on the Air Force Academy and singing the Air Force Song at the top of my 5-7yo voice. From the 3rd verse: "Here's a toast to the host Of those who love the vastness of the sky, To a friend we send a message of his brother men who fly."

I'm looking forward to following your journey.

Thanks for sharing the story and as the others have said I'm so glad that you are all right.

I have had them divert me on multiple occasions to different headings, different altitudes, restricted at altitudes on climbs and descents, etc... for converging traffic. I always appreciate the extra set of eyes looking out for me.

At the risk of starting up a VFR vs IFR debate, here goes... I'm not IFR so I can't say how much more relaxing it might be, but VFR with flight following is easier and more relaxing than VFR on your own. I use flight following all the time on cross country trips and enjoy the help ATC provides. They will clear me through the Bravo in Vegas and Phoenix quite often, I don't worry about Charlie or Delta space as they take care of it and hand me off when needed, they warn of traffic conflicts, etc... "Some" of the benefits of IFR, just not all of them.

Yep, make sure you check the laws before going, and even if you have been there before check them every time as they often change... Even here in the People's Republic you shouldn't have a problem as long as everything is locked up like it is supposed to be. I know the OP isn't talking about commercial travel, but I've flown commercial out of John Wayne (SNA) before with my handgun without issues. It has to be in a locked case, you tell the ticket counter you have a firearm to declare, they give you a form to fill out, and it goes in the checked luggage. If you are flying your own plane that makes it easier and shouldn't have any issues walking through an FBO and out onto the ramp with a gun case.