0TreeLemur

When I landed I had about 20 knots of headwind component, so I wasn't going that fast groundspeed. Still 70 KIAS over the fence. I landed on rwy 20 leaving an enormous amount of runway to coast. I couldn't even see the end. I used no more brakes than usual, just to make a turn-off. If no headwind, a little more wear on tires and bearings landing at higher TAS. It felt normal. The ground roll on takeoff on the other hand was noticeably longer. Instead of the usual 10-11 seconds, it was probably more like 20-25 seconds. With your four bladed fire breathing beast, you might not even notice much difference.

Those are rare. Usually you gotta buy the whole strobe to get one. Maybe somebody around here has one sitting on a shelf from an LED upgrade. Good luck.

Weekend before last I landed our J at SAF on rwy 20 with winds 230@18G30 , temperature 29C, and density altitude 9200'. So busy dealing with gusty crosswind component that the 8000' runway seemed immense. RJ's and 737s use that runway. Runway length is a non-issue for a piston single. Have a good trip.

Similar to mine:

Do you have a transponder antenna on top of your aircraft? I recall reading that all GA aircraft flying in Canadian airspace must broadcast ADS-B signals up to a satellite. Since in the US our default transponder position is on the belly, this creates a need to add a second antenna on top.

Wow Rich, what synchronicity. I did exactly the same thing in our C also amber colored, because the switch is hidden behind my left hand on the yoke so I was always forgetting to turn it off. My co-pilot always reminds me to switch it on or off when she's with me. It got to the point where I started to not enjoy when she caught me not switching it on/off before she asked me "how 'bout that pump?" In our "new" J, I synchronize flaps with pump. Flaps down, pump on. Flaps up, pump off.

Last week after leveling out and leaning at 11,500' with OAT 10C (way warmer than standard), I noticed the cyl 3 & 4 CHT's were in the 380's. Being used to seeing them in the 360's in cruise, and realizing the warm OAT, I opened the cowl flaps in our '83J to the first detent. Brought CHT's down to 330-340F with no discernible effect on IAS or GS. Makes a huge difference on CHT's with very little penalty on AS, if any.

Agree, digital tachometers are generally very robust. Usually they either work or they don't (low/noisy signal). Lots can go wrong with analog tachs.

NNE bound at 11,500 about 20 NM south of the Colorado-New Mexico border last Sunday (6/18), 154 KTAS burning 7.8 gph. The photo shows the canyon of the Rio Grande where it has cut through a ~30 million year old flood basalt deposit. In the distance is the San Louis valley in Colorado. Looks otherworldly.

I thought the answer to this question was "Big and Shiny!"

While northwest bound last Friday at 8,000 ft near Neosho, Kansas, I looked up and saw this on the windshield. It looks like I ran into a blob of viscous goo. No discernable feathers. Nothing that looked like blood. Some tissue. I heard/felt nothing. Anyone have a similar experience? I stopped for fuel in Goodland, Kansas, and the nice man who re-fueled the plane washed the windshield (!) destroying the evidence before I could get a good look at it. Any guesses on what caused this strange snarge to appear on my windshield? Let the good idea train roll.

It depends on state law. Some states still have "open range" laws on the books, declaring that it is the responsibility of vehicle operators to not hit livestock, not the responsibility of livestock owners to control where they go.

Followup. Saturday June 17 I flew my son from FNL (Fort Collins/Loveland) to visit Los Alamos, New Mexico on a house hunting trip. I filed IFR because of cloud cover in Colorado. My plan if smooth and calm was to land at LAM. Sadly, it was not smooth and calm. We flew through about 120 miles of mountain wave from Raton south to Ft. Union VOR. I finally got a block altitude because the KFC-150 was about to make us both puke trying to hold altitude. Winds at 12,000 were 240@45. At the surface they were 260@18G30. Landed at SAF with a real strong crosswind component. Lessons learned: - They did not issue a SIGMET for mountain wave in northern NM (or I possibly didn't get the memo) . - The KFC-150 is very aggressive about holding altitude. It will turn a Mooney into a roller coaster in mountain wave conditions. - In those conditions, get a block altitude and turn the altitude hold off. - Thanks to its longer rudder, the J model has quite a bit more rudder authority for crosswind landings than my '67C did with its shorter rudder. Roughest damned flight I've had since one of my cross-countries (LAA-PUB-TAD-LAA) as a 16 y.o. student. Look at that velocity trace... To our credit neither of us puked.

A superior pilot uses his superior judgment to avoid situations which require the use of his superior skill. - Frank Borman

Thanks! This is exactly the information I was seeking. Much appreciated. Plan B will be Santa Fe. One of my sons has accepted a job there and we're going down Saturday for a house hunting trip. Friday I'll fly from Alabama to pick him up in northern Colorado. Might wind up spending Friday night someplace in western Kansas because of storms in north central Colorado. Saturday the weather looks fine. We'll fly to Los Alamos, then Sunday back to FNL, Monday back to AL. Gonna put some hours on our J!

Anybody fly into LAM? I used to live at the same elevation (7,200 ft) so I'm versed on high DA airport ops. Just wondering about facilities, limitations, and crosswind effects since the field is on a mesa.

For those of you without this system, if working properly it will use your Brittain vacuum-driven wing leveler to follow a magenta line all day. Buy and install this, your flights will look like this:

Score one for the A3B6D!

I bought a shallow socket that allows me to get on the filter with a torque wrench. 3/8" drive, the socket is only about 1-1/2" long. It was a real tight fit on our previous C, there seems to be a bit more room on our '83 J.

From the ADS-B exchange data, it was not aligned with the approach course. It seemed to be heading back to the departure airport. A heading of 239 would have kept them out of the FRZ.

Just read about a Cessna Citation (N611VG) that took off from SE TN on an IFR flight plan to an airport on Long Island, and climbed to FL340. Once it got to Long Island, it didn't descend, rather it made a 180-degree turn and proceeded back on course towards is point of origin, taking it directly over the Washington Monument. F16's were dispatched, breaking the sound barrier to catch it. Flares were fired, to no effect. The Citation crashed into a wooded area in Virginia. Would any modern GPS set a course back to its origin if an approach is not made at the destination? Here's the scary bit: https://globe.adsbexchange.com/?icao=a7f457 RIP

Something lightweight thrown out the storm window of a M20C in cruise can and will hit the horizontal stabilizer. Don't ask me how I know. If it is a high-drag object, it will rapidly decelerate, and may lead to damage. Might seem counter intuitive that a light weight object would cause damage. Remember the Columbia accident? It was brought down by a piece of foam insulation. Not saying that a lightweight object thrown out the storm window will cause your Mooney to disintegrate on reentry, but it might put an expensive dent in your stab.

The existence of so many squawks tells me that the owner has not cared to maintain the airplane more than the bare minimum, if that. This makes me suspicious of hidden problems. An inspection of almost any airplane that has received a paint job since 1990 and mostly kept inside will not include "Paint peeling throughout the airframe." This tells me that it's (1) been owned by one or more CB's for decades, and (2) most likely spent a lot of time sitting on a ramp getting dosed with rain, sun, bird poop, maybe salt?? What bad could come from that??? So I want to see a pre-buy that says Mooney corrosion inspection done, and no corrosion found on main spar, stub spar, or Tubular steel frame. What about SB-208b? When was the last time that was complied with? This is not a Mooney Prebuy. I agree with @A64Pilot, at best it's a thorough preflight inspection. Yeah, they clearly took off the cowl. Wow. Doesn't say that they removed any inspection panels or the belly. You gotta do that to do a prebuy on a Mooney. To buy this airplane on this prebuy is to take a series of major unnecessary risks, IMO.

With so many squawks and few major finds, it is clear to me that this airplane has not been loved. Even if it is a heck of a deal, I don't see that important Mooney specific items like spar corrosion, landing gear pucks, gear swing, play in the gear mechanism, or fuel staining mentioned at all. Nothing about compliance with ADs and SIs? Looks like a money pit to me. I've bought two Mooneys. This does not look like a Mooney pre-buy inspection. The important stuff is not mentioned.

Bonus: by starting with 7.5 on both sides, you now have two opportunities to run out of fuel!