Ross Statham

I have a hard and fast rule, my wife gets to name the airplanes we buy! She named our M20J “Jane” when we bought her, which she abridged to “Plain Jane” because of her downright ugly 1978 paint job. (“But she had a great personality .....”) After Hawk Aviation gave her that fantastic paint job three years ago, Audrey redubbed her “Plane Jane.”

I absolutely and totally agree. I was hesitant to use Hawk because they were a little more expensive than the other people around, but Joe did a magnificent job on my plane as you can see if you look at my profile, my M20J as in the background. Hawk in Zephyrhills did that paint job and I can only but sing their praises. Not only did he do a great job and helping me select the right color scheme, but he replaced all of my hardware, and had the airplane professionally rerigged when it was done. Start to finish his is a first class operation. Joe is a straight shooter and ethical. That still counts for something in this day and age.

Thanks. One of the things that I learned while researching this was that frequency changes don’t just apply to fields with 122.8. Generally speaking, and it’s not a hard and fast rule, airports do have some flexibility in selecting the CTAF frequency and changing it. The reason that most don’t is because it is quite a bit of work to do the research, but the biggest problem is what I described above, the cut over. So I don’t condemn anyone who doesn’t really want to go through all of that, but I did find the process simpler than I thought it would be. Most airport leadership is already pretty busy just trying to take care of a host of other problems, so I don’t blame them if frequency changes are not on their immediate radar. One of the biggest problems the FCC faces is overcrowding. There just aren’t enough frequencies to go around, As any HAM radio operator will tell you. But by keeping the transmitter power fairly low, and by prudent planning, this can be dealt with. Also appreciate your point about many pilots using 122.8 can often times be poor communicators on the radio, and like you I get concerned when pilots aren’t communicating well on a ‘pilot controlled airport.’ Frankly, on smaller airports, including my own, I keep a sharp eye peeled for other airplanes all the time. Just like learning to drive, you can’t do this fully on trust..... that’s why it’s VFR.

Thanks, kind sir. I started this post to ask about things like you’re describing. I do wish we might get a little more back to the subject at hand.... I’m particularly interested to hear about the different reactions on the second dose. So I’d encourage everybody to keep us updated on those. Thanks y’all!

Right now is the perfect time of year to do that too. I live about an hour northeast of there in Chipley Florida, and fly out of 1J0. Weather is perfect right now so come on down y’all!

That may win the prize for being the FUNNIEST COVID movie I've seen yet!~~ Thanks, Bubba~

Good point about the sectional! We made sure the cutover didn't take place until the date the sectional cutover took place. Seemed to really help. Was really looking at a sectional the evening before-- November 4, 2020-- and seeing the old frequency on the sectional, then getting up the next morning and seeing the new frequency on the sectional. But yep, that was one of my biggest worries.

Greetings all, Yesterday my darling bride and I received our first of two COVID-19 inoculations, which was a pretty smooth process. (We are both age 65.) They want us back in four weeks. We live in a small county with only 25,000 residents, and it was conducted by the local health department with help from the Florida Department of Health. They had given us an appointment date and time, and we drove up and got into an automobile line-- and all we had to do was roll our windows down while wearing masks. It's now been 24 hours, and neither of us has had any side affects, other than my wife having a slightly sore arm. (I had a much sorer arm getting my flu shot last year.) As you all know, the FAA has said that pilots and air traffic controllers should wait 48 hours before resuming their duties: https://www.faa.gov/news/updates/?newsId=96258 I thought it might be interesting to hear about any experiences that others have had so far in this regard, especially side effects.

Spot on. I used to own a Cessna 150 (named “Lulu”) years ago, and I had an A&P at KGVL where I was based tell me this trick. It works very well. Cheap, simple fix.

We had hoped to be able to include it on our AWOS, but ours is an older system without the capability. But- great point! Anything we can do to increase safety is always a good idea. We also had volunteers the first two weekends we had the new frequency that were monitoring handheld radios just in case.

I serve on the airport board for the Tri-County Airport in Bonifay & Chipley, Florida. Last year one of our projects was to work to migrate the airport off of the over-used 122.8 over to a lesser used frequency-- of which there are quite a few to choose from. It was a lengthy process, but I thought you guys and gals might find it interesting. Here goes: Got the Airport Board (good folks, by the way) to recognize that our sharing 122.8 with all the other small airports around us had the potential for some safety issues, and that moving to a lesser-used frequency only made good sense. (In fact, the FAA and AOPA recommend it.) I used online tools to get a list of all airports within a 120 mile radius of ours, and created a report listing the airport, distance and CTAF frequency each were using. I then looked up the multiple CTAF frequencies available (nice article on the AOPA website), and compared them against that list. Found only one airport using 122.725, and at about 100 miles distant- so that was our logical choice. I presented the report and frequency recommendation to the board, which approved it after lengthy discussion about safety issues and discussing how we would notify our local pilot community and those in our area. A note about 122.725-- most of the older King and Narco radios only have five digits; they display 122.72, but it's actually 122.725. (One of our most commonly asked questions.) Now to the FCC bit. I got details on our proposed antenna location at our FBO (it was our existing location) and transmitter power, height of antenna, etc. Then went to the FCC website, and after a few phone calls to their helpdesk, I finalized our application in their system (after some minor wrangling). Six weeks later they ok'd our application, assigned us a "call sign". Some back and forth with them about some details, but not too bad. I simultaneously discussed our choice and thoughts with our FAA FSDO as well as our FAA representative in our state that "handles" our airport. I also discussed with our Florida DOT airport guru. All said they thought we were on the right track and had "no issues" with what we had planned. Our FDOT guru even gave us an attaboy. One of the FAA folks gave me the name of the person that helps enter and track that in the FAA database. VERY helpful. I formally submitted our requested change to the FAA, and included our FCC approval documentation. After several managers and folks at the FAA reviewed it, I got an email back stating it was approved "without comment" after about six weeks. At that point, I was instructed which FAA database to use to enter it into a second time(??) and eventually worked with the FAA guru in Oklahoma City who helped me do so, and who next gave me a planned "chart release date" of November 5th, about four or five months out. Key point: We planned the cut over date to be on the upcoming chart release date. In other words We didn’t put it into affect until the charts said it went into affect. Less confusion. When we got six weeks out from the cutover, I reached out to all of the EAA chapter presidents within 75 miles and told them of our new frequency and cutover date. We also emailed Cairns and Tyndall Approach and gave them an early heads up. We had two large banners printed up listing our new CTAF and the effective date. Posted one on our vehicle entry security gate, and the second one at the fuel farm. (We plan to keep those up about two years.) Our airport manager did some research, and confirmed that he could change the DIP switches that control our runway and taxi lights, and he tested doing so. Important detail. (He did not make that change until November 5, however. ) We pushed out one final email to all aircraft owners based on the field at the one week out mark. When I went to bed on November 4th, my ForeFlight charts and information had the old frequency. The next morning (November 5), Foreflight listed the new frequency on its charts and information for the field. How about that? Since our ASOS did not allow us to record a message, we had volunteers with handheld radios the first two weekends after the change was made. However no one used the old frequency. The result? A seamless cut-over come November 5, 2020. No issues. Amazing.

Mooney N6201Y Checklist 2020-10a.docx Well said, Skip. I've created new checklists for every aircraft I've owned, as well as those I flew often enough to warrant doing so. Never had a flight instructor try to bust my chops over any I've created myself, but as long as we're covering what's in the POH-- it's only logical. For example, I now include things like "iPad mounted and connected?" as well as some manifold pressure settings during different phases of setting up an approach to landing and reminders such as "fuel pump off" after climb-out. A great example: I have listed "Cold Start" "Hot Start" and "Warm Start" procedures listed for my bird. These listed procedures are based on trial and error and make starting the aircraft SO much easier for me and others. (Oh-- and I learned these cold/warm/hot-start procedures from others here on MooneySpace three years ago. You guys have done a great deal to help me and others learn "best practice" on a full range of topics. It's why we have this site.)

Ryan, these are good goals. One is similar to mine-- I have done two west to east (California to the southeast) trips where I bought aircraft in California and flew them east. This year I am planning to fly the central Rockies route up to Washington and Oregon with another pilot buddy-- going to do a week long trip. One thing to think about is taking a different route east than you do west. My two east bound trips were superb-- some of my best memories flying. I also like your avionics choices-- I have a GTN 650 and LOVE it. Wish I had room in my panel for a 750!

Yes, yes, yes! I have a trifold two sided for my 78 J in a Word format if it’ll help. Stathamross at gmail. Happy to send your way to tweak, fix, improve.

What a beautiful bird! Love the paint, and really like the avionics. She’s a real eyecatcher. Have you set any goals for what you want to do with her this year?

Been a really interesting discussion so far. Like you, I owned a Cessna 172 years ago, and decided I needed something faster and gooder. Fortunately I had a Civil Air Patrol buddy (and flight instructor) who educated me on complex aircraft (and Mooneys) and ultimately we used his M20G for me to get my commercial ticket, which was easier and far more fun than I was expecting. Did it in his Mooney, which got me hooked, and shortly thereafter I sold my 172 and bought my first Mooney. (But I digress.) As noted, length of runway-- especially landing your Mooney-- is vital. I'm fortunate to be based at a field with a 5400 foot paved runway. One of the nice things that the American Bonanza Society folks do is an "Ambassador" program, where prospective Bonanza owners go for a ride with a current Bonanza owner, and make themselves available to discuss the ins and outs of flying a Bonanza. Why can't we do that for you? Might not be a bad idea for you to ask around a bit, including right here on this thread, and see if you could find a few folks that are willing to take a couple of hours out of their life and talk to you by phone, and in person, and fly with you. I live in the Florida panhandle, and I'd be delighted to take you up in my bird as well as sit down over a cup of coffee or two and discuss some of the pleasures-- and pitfalls-- of transitioning to and owning and flying Mooneys. Don't even need to split the gas with me. (Weather's nice this time of year, by the way.) One of the nice things about Mooneys are the variety of models available. I have owned both an "F" as well as currently a "J" (N6201Y) as well as the above "G" I learned on; those three flew very similarly. You'll have LOTS of models to choose from, in a variety of price points, with a variety of options and avionics, both normally asphyxiated and turbo. But for the price point you're describing, you're going to have no problem in getting yourself lots of airplane. The folks in this forum are already doing a great job in helping you see that already. My personal preference is to get one with an autopilot with altitude hold-- very helpful on long cross country flights like you're describing, and indispensable when flying IMC. Call my cell (770-329-5400) if you want to talk-- or go fly.

Thank you Hank! Well said. I was taught to fly Mooneys in a G model by an instructor buddy in his airplane, and taught me precisely how to get the numbers right. Once you learn the process, it’s repeatable, and you’ll find it’s no big deal after you’ve practiced. I highly recommend you create a checklist for steps to take to set up in the pattern to successfully hit your numbers, first using a standard pattern, and after you’ve mastered that process, create a list for the times you’re directed to make a straight in approach or you fly an instrument approach. You’ll find that’ll help you get it right every time.

I live in the western Florida Panhandle, and had a “mice in my hanger” issue two winters ago. When the weather turns cold here, and it does get into the 20’s, the mice leave the nearby pastures and woods and head for the shelter of hangers. Fortunately they left my airplane alone, and went for the boxes we had stored. The little suckers did quite a bit of damage to our stuff before we found their handiwork the next Summer. I end up getting some Great Stuff spray foam and blocking the panels to the rear of my hanger, and that solved my problem. I also set out mice and rat bait, but of course I am careful not to allow visitors with dogs to come in to my hanger, for obvious reasons. It does look like a mice issue though, and part of me says it’s good they gave you such solid evidence on your pitot cover instead of doing damage to your interior or inside the cowling and your finding it the hard way. I really do like the idea of blocking the wheels with aluminum strips. Don’t know what you can do about the ones that decide to bungee jump from the ceiling though besides putting in security cameras....

Funny you should say that. Had the gear rebuilt and reconfigured last year, and didn’t know that my A&P had gotten quite a bit of grease inside the tow socket. Sooooooooo... along comes yours truly, to take his nicely repaired bird Plane Jane for a test flight. I slip my short factory tow bar into the socket, and ZING. On my fanny. (Didn’t help that my tire pressures were low, either.) Hurt my pride, but it would have made a good Three Stooges video clip.... Hope y’all enjoyed the chuckle. The things we Mooney owners learn....

Rich is most likely on to something. I’m a HAM radio operator and former COMM guy at CAP, and aircraft frequencies are very close to HAM VHF 2 meter frequencies (140 MHz or so) and are similar to issues encountered in mounting a VHF antenna on a vehicle. I suspect you may be having a ground issue at the antenna mount, which would hugely lower your available signal by raising your SWR (standing wave ratio), which is a six-dollar way of saying that too much of your signal is staying in the radio, coax and antenna and isn’t radiating the way it needs to. You may also have a poor antenna or radio coax connector- those can be tricky to soldier correctly, and could also cause the symptoms you describe. It should at least be checked, because most Issues like yours that I’ve had with weak output strength have been caused by a grounding issue or an issue with the coax, as was described above. It’s not rocket science. Hope this helps.

So glad you posted this topic! I have a few of these myself: Fly the northwestern states with a pilot buddy over a week, preferably this Summer, and finish up my having flown all 48. Trip with a bud to Key West. That’s SOUTH Florida. Week long trip with my darling bride at a destination of her choosing. Day to “First Flight” (Kitty Hawk) with a couple of EAA pilot friends, perhaps as a group, probably this Fall

That’s an OUTSTANDING idea! Will do.

After a trip to Lowe’s Aircraft Supplies (plumbing isle) I dug deep into my overall pockets and spent $24 for some 1/2 inch black pipe, one elbow, and one T, which I (mostly) stripped using paint thinner and steel wool I already had on hand. I then used some denatured alcohol to remove the thinner, and hung it up to paint. Used red spray paint I had on hand, two coats. (The enclosed photo is after the first coat.) I plan to let it season for at least three days, and did not paint the socket length at the bottom, for obvious reasons. I used an 8 inch length to insert into the nose gear socket, a 48 inch length for the body of the bar and two 12 inch lengths for the handles. Came out great! Appreciate all the great advice- all were super suggestions!

You guys have been GREAT. Looks like a trip to Lowe’s is in my immediate future. Oh, I fergot tew tell you guys that I do have a powered one, too. Duh! But I’m going to make one out of steel pipe- save a few bucks and will give me an hour’s entertainment too... thanks to all who chimed in.

They did my 201 three years ago and did a fantastic job. Joe knows his stuff, and helped me with colors and layout. I get LOTS of nice comments about our girl.