skydvrboy

I didn’t even notice you’re from Oshkosh. I may take you up on that, we’ll see how he enjoys it and whether the bike is worthy of storing over the winter.

I heard about that and plan to send him to get one as soon as we land. I hear the good ones go fast.

Wondering if anyone else is taking their teenage kids to Oshkosh this year, especially if they've been before? I'm taking my son (15) for his first trip to Oshkosh and he's not too thrilled about going. It's not that he doesn't want to go, he's just not as excited about aviation as his dad. I was thinking he might enjoy it more if he had someone his own age to hang out with who could show him around. I assume it is OK to give him a time and place to meet and let him run around with other kids to explore on their own. He's very responsible, so I'm more worried about him getting lost or not having fun than I am about him getting into any trouble. We'll be traveling and camping with the Caravan, so that will give him an opportunity to meet any other Caravan teens and hang out with them a couple days before the real show starts. Advice from veteran attendees who survived taking their teens to Oshkosh is also welcome!

My cruise setting for anything under 2500' MSL is 2350 RPM, 18" MAP, and leaned as far as possible without running rough. That nets me about 110 mph and some really low fuel flows. The only reason I'm flying that low is because there's something I want to look at and if there's something I want to look at, I don't want to blow past it.

I agree. If they get too pushy, just reply "Dallas Approach, cancel flight following."

I understand what you are asking for and I don't think there is anything that will be correct every time. I have had very good luck with the enroute charts, but they don't include any of the military GCA's that may be working an area at the time and they don't include approach frequencies you will be handed off to as you pass B or C airspace. Most of the time you can get the GCA and approach frequencies by checking the AFD for various airports along your route. A program or app that would provide a list would be great, or even a map that shows ALL the frequencies you will be handed off to, and their boundaries, as you go would be nice. I have a radio that allows me to program in 8 frequencies and scroll through them one after another. A great feature... until you are handed off to an unexpected frequency,

Granted, I am a very new Mooney pilot and I've only flown my Mooney, but I've never understood all the fuss about moving the gear. Maybe my springs are adjusted "just right" but I can easily operate it at any speed at or below Vge. I could see how you might have a problem if you had a shoulder injury, but I'd think range of motion would be a bigger problem than amount of force. I also thought the "Mooney dip" was just from people moving the yoke without their elbow firmly planted in the armrest. I learn something everyday on MS, now I have to go flying to try it. The only time I've had trouble with the gear was when my copilot thought the space between the seats was meant for her purse.

I think it depends entirely on the pilot. If you are one of those students who studied before you started taking lessons and was ready to solo in 6 hours, you are going to have no problem. If you were one who constantly showed up unprepared for lessons, flew occasionally, and took 40+ hours to get your LSA, then I'd advise against it. How comfortable are you in the LSA? Do you FLY the plane or do you ride along and sort of make it go where you want? Can you put it on the numbers, on speed, and stop in 1000' consistently? If so, you are definitely ready to transition to a Mooney. Your transition will be minimal and you will be able to focus on the additional requirements for the PPL. By being proactive and posting your question on here, I'd guess you are the type of pilot who is ready to transition.

If I remember right, don't you do a GEEAR check instead of a GUMPS check? Gear... Everything Else As Required.

I was wondering the same thing. I learned in a Piper Warrior and was taught to always flip the boost pump on, then change tanks. That was the same procedure for switching tanks or engine problem. That habit carried over to my Mooney, flip the switch, change the tank. I've always wondered if it was necessary as the engine comes back to life immediately upon switching tanks. On the other hand, it only takes about a second to flip the switch first, so I can't see any concern with doing it that way unless there is a problem with running the boost pump dry?

Brakes? Brakes for stop. Plane not for stop, plane for GO! Why you need brakes? On a more serious note, though mine is an F model, I can lock up the brakes at just about any speed if I want to. Typically though, I don't use the brakes until I am ready to stop at my parking spot. Just slow down before you land. I often find I need to add power just to make the 3000' turn off with nothing more than aerodynamic braking.

Ok, so it wasn't "today's" flight, but I just got the pictures from a flight we took on Memorial Day around St. Louis. Big thanks to @Junkman for leading our tour and to my brother, Matt, for being our photographer. My dad, Everett, rode copilot with me and my son, Matthew, rode copilot with Junkman. Photos in order: Preflight briefing, taxi, Daniel Boone bridge, river bluffs, the Stan Span, Gateway Arch, Busch Stadium, Budweiser brewery, close formation, post flight smiles.

My prop looked exactly like that and I was worried about how much that repair would cost. Did some searching on MS and found that it wasn't a big deal and could be from a number of things. I cleaned it up, started monitoring it, and haven't seen any since. One of the possible culprits mentioned was oil spilled during an oil change. I think that was my problem as I had dumped a lot of oil on the engine before that flight trying my own oil change for the first time.

What is this simpler process? My process (not that it is approved by anyone anywhere) is to run 15 - 30 minutes off my right tank (just to make sure fuel doesn't dump w/expansion), then switch to the left. I run that tank until it has 10 gallons of fuel left, which becomes my reserve. I then switch back to the right tank, knowing that if it ever runs out, I it's time to put it down and get fuel, ASAP. I also don't switch tanks prior to landing unless I am getting low in my right tank. Fuel management is one reason I do this, but the other is that my plane tends to roll to the left. By intentionally creating an imbalance in the tanks, it doesn't take as much control input to fly straight.

I have the same problem, but on the other side. Like @KSMooniac, I have an eyeball vent on the pilot side at my knee. However, on the copilot side, I can't find the vent. There is air blowing in from somewhere over there, but I haven't been able to locate where it comes from, so have no control over the airflow. Maybe I can look at one of the other Mooneys at Stearman this weekend and figure out what it's supposed to look like.

News article reported it was a twin-engine Hawker Beechcraft 58 Baron.

Or water contamination in the fuel you just pumped in. I refueled at a small little airport and got about a half a cup of water out when I sumped my tank. I was taught to do that before every flight and especially after refueling for this very reason.

Been there, done that.

Nope, this poll is intended for all models.

Today's Aviation eBrief from AOPA contained this poll. The results thus far were close to 87% saying yes. I thought the results may be different for us Mooney owners, so I am repeating the poll, but specifically for Mooney aircraft. Besides, who doesn't like a strip poll!

I think an F would be perfect for your mission, but having an F, I may be a bit partial. My useful load is 1,067 lbs, so you can fit your 750 lbs and still carry 52 gallons of fuel. I always flight plan 10 gph and 1 hour reserve (makes the math easy). You could plan for 4 hours at 140 kts or 160 mph giving you 560 knm or 640 miles range easily. If I want to nail actual fuel usage, I plan 14 gph for climb at 105 kts, 8 gph for cruise at 140 kts, and 7 gph for descent at 160 kts, which has always gotten me within a gallon of actual usage. For your longer trips, 800 miles at 160 mph is only 5 hours, and with the easy math, you have 5.4 hours available plus your hour reserve. If your budget is $50k to $100k, don't even mess around with upgrading a cheaper plane. Any F model out there should be within your budget, so get one that is fully upgraded to your liking. I went the other route and bought a "cheap" one for $30k and am upgrading as I go. If I'm not upside down already, I will be soon! I've never been in a Cirrus, so I can't comment as to which is quieter or has less vibrations.

I'll be there with my dad and son in tow. I'll also drink a beer in memory of M20Doc's absence and the days when you needed nothing more than a drivers license to cross the border.

Already had one tire/tube on hand, now have the second on order. Went with retreads and Michelin Air Stops. While interior trim panels are in need of paint, the problem is they are warped, which is what really makes them look bad. Any advice on straightening them? Being cosmetic, it's not high on my priority list, but rather something to tinker with. I read your post about covering them with leather and will most likely do that at some point. I'd be surprised if they didn't grease the landing gear. Could that appearance be from sitting outside in a dusty environment? I'll certainly inspect them at the next annual and make sure it is done with the zerks cleaned off. Why do you suggest replacing the brake lines? I am loosing a bit of hydraulic fluid but thought it was from the flaps, though I haven't found a leak. Did you see something that clues you in that the brakes lines are leaking? Already have the Home Depot version of the door seal, though I ordered it online since the closest Home Depot is an hour away. We (my instructor and I) talked about masking off the end of the wing and painting it all white. It would be far enough from the body that you would never be able to tell the difference in color. That still leaves the vertical stabilizer and rudder though. It probably wouldn't look too bad all white, but I think it would be noticeable that the accent lines don't carry through.

Looks like my tire decision was made for me. I went to check on the plane yesterday and the "good" main tire was totally flat. Tried to add air and it leaked out almost as fast as it went in. I think it pinched the tube when it went flat all the way down to the rim. So, I have another tire and tube on the way and now they'll match.

Is there any risk of damaging the cowl flaps if they are open over a certain speed? My F has a placard that says not to open cowl flaps over 150 mph, but I'll admit, I've forgotten to close them in the past and exceeded that speed. I have inspected them and not noticed any damage.