Stephen

Understandable and wise advice. Taking it one step at a time with a little boat first should be under < 5AMU (....or is that now BMU now for me????) for first boat to see if Mrs. Stephen and myself both are game for next steps. Since you, like I, am from AZ, check out Sailing SV Delos on Youtube. He is from Flagstaff (Go Lunberjacks!!) and has a very nicely developed 10 year running world sailing channel that is worth a watch. https://www.youtube.com/c/svdelos/videos

Thanks Squeaky! Great suggestion; I'll look into it.

HI MS, We just closed on N9150V and would like to publicly thank the forum for all your wonderful support!!!!! I am sure the new owners will pop up here somewhere and can look forward to participating in the extremely high-value community. My software deal fell through ("Time kills all deals") so my wife and I are aiming some of our proceeds at some recently occurring medical expenses (our youngest son was in a very serious car wreck but is now out of the woods and healing quickly ) ....and on the lighter side learning to sail! We are looking for an entry level trailer sailboat (Catalina? O'Day etc??? 22-27 ft) that we can use to have fun and learn as a step to eventually becoming semi-full time catamaran cruisers in a few years. To supplement that activity, I am planning on taking sailing classes and looking for daysail/passage crew opportunities in the coming year or two. Anyway, thank you again for all your contributions, encouragement and support and I'm off to those blue-er pastures, although being water not skies (for now). That said, BLUE SKIES and Tailwinds to you all! Kind regards, Stephen Holcomb Formerly KHAE

This aircraft sold yesterday; thanks to Mooneyspace for all your great support for me as a Mooney owner and pilot. I hope the aircraft brings the new owners a lot of joy and utility! My software project opportunity has passed ("time kills all deals") so it is on to exploring the world of sailboats for me.

Yes, we are under contract and may could close as early as today. Thank you Mooneyspace for all your strong support in my flying; I very much appreciate it. This forum largely exemplifies about as good as it gets!

Thanks guys, great discussion. I've thought about the offset Bob suggested after takeoff. The offset, presumably should be downwind so you can turn up-wind in the event of a failure. That said, if the offset turn is downwind, it will carry you away from the runway more quickly and you will be fighting the wind (albeit holding airspeed) to get back. Interesting thought though. If during a crosswind takeoff, if you crab a bit into the wind you are also already pre-oriented in the upwind direction and have some varying degree of turn angle reduction in the event of a turn-back. I was looking at a youtube video and he indicated that his experimentation seems to indicate that the 60 deg vs 45 degree actually results in less altitude loss. Obviously with 60 or more degrees it becomes increasingly *essential to push to maintain airspeed* and avoid loading up the airplane with excess AoA. At 5:16 in the video it gives a pretty good sense of the windshield full of terra firma effect:

Thanks Seth, great breakdown

Thanks @Ragsf15e

Hi MS'ers. For BFR fodder and general knowledge, I had a question that I would like to get tap some collective MS wisdom on: How high do you feel you need to get after takeoff before you would consider turning back in the event of an engine failure, and have you practiced idle 180 procedures/what are your experiences/thoughts/technique/considerations? Thanks in advance for your thoughts, Stephen

1969

I have added interior picks and some "internals" pics from the annual.

^ This. I find 120MPH statute 105 kts cools cylinder heads well for my plane, gives good over the nose visibility. Consider an EDM 9xx if you don't have 4 cyl engine monitoring already.

Hi MS, as I posted, I am selling my F Price Updated: $83,000 Aircraft hangared. Location: KHAE (Hannibal, MO) (ALL following times will change due to activity) Aircraft Total Time: 4130 hrs Engine SMOH: 22 Hours (times will change due to activity) Overhaul by Jewell Aviation, Kennett, MO. September 2019. Prop SMPOH: 300 RT tank resealed Wetwingologists 12-22-2014 Repainted - 2014 Annual: September 2019 (Jewell) Special Equipment: EDM 900 2017 CIES Fuel Senders 2017 Speed Brakes (electric, overhauled 2018) Most speed mods except 201 windshield/cowling, if you in the market for one of the nicer 201's around, add that to this plane and fly. Single side window modification. KT 74 Mode S Transponder with ADSB OUT 201 Yokes Recent MX: Engine overhaul (new Lycoming case) DLC Lifters (harder surface to resist lifter corrosion resulting in lifter/CAM spalling) New landing gear shock pucks 2018 New flyweight starter 2019 Nose Tire replaced 2019 Prop balance at overhaul Annual completed 10/2020 Mags Overhauled 10/2020 New Ignition Harness and all new fine wire plugs 10/2020 IFR Panel: King HSI Garmin 530W GPS STEC 60-2 approach coupled autopilot Logs: Complete. Note: For clarity, logs were Re-indexed i. 8-2020 to show est Aircraft total time due to 5 (yes count them, 1 per decade ) tach changes since 1969 The latest (EDM 900 was installed 0 time, but *can* be re-set to aircraft total time to ease log reference if new owner so desires). Damage history: Deer (?) strike on runway. Wing skin replaced, engine IRAN and prop blade replaced. This all predated my ownership and the 2019 overhaul. PM me for further detail. Price firm. Will deliver to prebuy with states of MO or IL. This is an excellent basis for a "forever plane"; not entertaining low-ball offers. Regards, Stephen Walk-around video 9105V.mp4 Panel Pic: Landing power settings video: Flying_Vid.mp4 RT Main: Tail: RT Main (new pucks, good rubber, same left main): Interior Video: (I have the matching carpet for the hat shelf removed to clean up old insulation. It is a 5 minute install. 20200930_162211.mp4 20201003_144709.mp4

I would be happy to take you up when 9150V gets the mags returned from overhaul and also gets out of annual - likely October but hopefully this month. I am based at KHAE so it might be a bit of a drive.

Can I be the crew chief and ride in the other cockpit?

Maybe it was @Ragsf15e working his side hustle .... I think his type specifically specializes in low & fast... go mudhens!

Sounds like any Tuesday around my house. Might be the Boeing test pilots occasionally get a bit too hot when testing out the new F18s from the STL factory...

Just Donated

I think I solved my issue....pending test flight. I replaces the probe with new unit...still 0 Fuel FJpi edm fuel flow has 3 wire molex connector to probe. With master on per Tim at JPI you should get 12v ish on red to black and 4-5 V on white to black with probe disconnected. I was getting 0 volts on white to black. I took off the P4 labled dinn connector and reseated it . I now shows 4.8V on white wire 12V on red and allso shows FF during priming.

I replaced my JPI transducer yesterday with a new unit from JPI and have zero fuel flow priming the engine...get fuel pressure but 0 fuel flow. Have verified continuity through the flat connector. Expecting now I have to trace wiring back to unit and/or re-seat the unit.

Probably true, all I know is that this 'Wing seems to be pretty bulletproof

Definitely not a PA28 wing at all. They are based on a Navajo, if you look at a Cheyenne (I, II, III) you will recognize the Navajo lineage:

If I found that under my Goldwing I would figure a Harley must have driven by shedding parts...

I have the same issues with my JPI 900 .... have a new in box to go in sensor but will try the Hoppes 9 thing.

Might be a little rust on the gusset, but don't let it fool ya bout what's inside.