WAFI

@Alexdangelo Give Frank Mayer a call. He owns a Mooney and is a corporate jet pilot. He flew his Mooney (J) up to meet me in North GA and did my transition training on the way down and the day after out of his home town KFIN. Saved me from paying for an additional hotel. Then some how got dropped off in one of the jets a couple days later to pick up his Mooney. Great guy and easy to get along with. Safe Pilot! Just remember transition training is the very first stage in a long learning experience. I would call transition training more like safety training. It should make you safe enough to fly in ideal conditions but by no means does it make you proficient in a Mooney. Absorb as much knowledge as you can from this forum. In my opinion it would pretty difficult to own a Mooney without the support network MS provides. Frank Mayer 703-967-9161 What's going to be your birds new home?

Breakfast Sunday’s are the best!

Found this the other day. Is there a way to replace just the tip? Only 1 out of 8 looked like this.

I don't retract my flaps in the air but as soon as my mains touch or as my nose wheel taps the runway I hit the switch. I find that is helps in gusty winds and rainy days, really plants the plane to the runway.

Slightly off topic but does anyone know of a AP upgrade that uses the existing Century II servos?

Invest in a GoPro, it really helped watching the landings after the fact and not just the good landings but learning from the less desirable ones.

and the Mooney STOL competition begins... YES!

As long as you don't say "Hey watch this!" you'll be fine.

Avemco only require 10 hours.

Something to add: Last year a purchased my Mooney and now have about 120 hours PIC time in it and couldn't be more happy with my purchase. I hired a Mooney CFI who actually owns a Mooney to do my transition training. The training I retrieved was usefully and mandatory in my opinion regards what insurance allows. The only down side to my training was I couldn't have had two better days for flying conditions, I mean it was perfect. Cool, Calm, Clear, etc... I don't think there's been a day like it since, really, a simulator couldn't have produced better conditions. Two days and about 7 different airports, countless landings and I was signed off to kill. Drop my CFI off at his home airport in North FL and few South to KHWO, smooth landing and couldn't wipe the smile off my face. Little did I know at the time, I had no clue how to land my plane. The next week was an eye opener. One crappy landing after another, bouncing, floating, skidding and my confidence was draining fast as the fuel I was burning. So, what did I do... I scrambled called everyone I knew that owned a Mooney (only 1 at the time) , YouTube, YouTube, MS, more YouTube, then back to MS. Purchased some landing videos and instruction off MS member. Nothing was really helping the landings. Finally my friend that owns a Mooney "C" was able to go up with me for practice. His method of landing was like no other and don't quote me but it was something like: 1.5 miles out, 1000 AGL, power to ideal, pitch for airspeed and glide it in with no power and damn if that didn't work. I diffidently got ride of any bounce coming in with hardly any energy and the floating went away. We did a dozen of these fine tuning the distance and altitude that was good for cutting the power. So, next day I went out to practice and found that I was lighter and had a stronger head wind so I needed to add power to make it to the runway, which flattened my approach, then power for altitude, pitch for airspeed and back to floating, etc... I always felt safe but man it was ugly! Following week, my CFI friend was able to come fly with me and he's young but experienced and we've done some great scenario training in his Archer "great pilot". So, I tell him what I have been struggling with and show him how my original CFI show me how to land and how are friend with the "C" showed me how to land. We actually preformed both types of landings to be clear. I forgot to mention my CFI for transition training, his method was what I would call a "drag it in" method if you know what I'm talking about. We chatted a bit and came up with a brilliant idea of just reading the POH and flying over the threshold at the recommend speed "71 kts" with power, without power, it didn't matter just we agree it needed to be 71 knots over the threshold power to ideal and then never look back at the speed, just fly the plane. What happened was BUTTER, BUTTER, BUTTER AND MAYBE WHIPPED BUTTER sometimes and that's how I land my plane today. If I have a strong head wind, then I need more power if I approach low or I need to approach higher and pitch down but regards if I'm a 71kts of the threshold its a good landing and most importantly safe. Over the threshold and entering ground effect to be clear. Feel free to criticize my approach or share your opinion, I've got thick skin. I know there's pilots out there that land with a completely different syle and are just fine. I would love to learn another technique that I see a lot on YouTube, is what I call the "stall horn landing". For some reason people don't land unless the stall horn is going off blaring. The only time I hear the stall horn is if I come in with to much energy and float which leads to flaring to much, my mistake but people do it and butter there landings. How about the "ride the trim" landing not sure but i think this is an Ovation thing. After I set my trim to my approach speed and angle I forget I have trim. I need to get up in an Ovation. Ok, that's enough rambling for one day. Never stop learning... @donkaye

That's what i thought.

Thanks for the heads up, I took a look at the TFR. I lived in Jax for 10 years or so and cant wait to move back that way or maybe Amelia Island. When I visit we usually fly into HEG.

I was aware you can convert from an A3B6D to A3B6 during a core exchange when is time to overhaul but I didn't know you can convert it in the field? If so, I would be interested in learning more about this procedure.

Hey Guys, There’s an air show in Jacksonville this weekend take a look… I’m flying into HEG on Friday afternoon.

Does Surefly offer a product for Dual Mag engines?

I would love to hear your feedback on the Electroair. Maybe we can get electronic automated variable fuel mixing one day. A couple extra sensors, an algorithm, a control processor, maybe a servo and boom no more red handle.

Well guys, I’m taking a leap of faith here. I installed my Fine Wires a long with giving my injectors a little spa treatment a few hours ago. Maybe I’m suffering from another placebo effect but she purred like a kitten. All I accomplished was a couple of run ups an a taxi over to the self serve fuel for Friday afternoons flight but it was smooth. Now I need to read up on the JPI LOP procedure again.

No dust on these bad boys. They are all encased in a thin but hard clear plastic sealed sleeve.

Good to know from a fellow Floridian. I like the hot start improvement and regarding Gami injectors. I've been on the fence if they are actually worth it for my motor. I've done the Gami spread test a couple of times and my motor seam pretty damn good but non the other hand I was by myself doing it and not real sure if I preformed it correctly. Regardless my CHT and EGT spread is minimal.

How did you catch it? Performance loss or just under inspection?

Does anyone know if there is a procedure to do a "leak down test" on the cylinders to check the amount of blow by? In my opinion this is a better way to check the integrity for the piston rings and cylinder walls. @M20Doc

Well... I'm not not sure how I'm supposed to feel now. I just picked up my first set of fine wire URHM38S yesterday and was planning on installing them later today. Should I be nervous of a potential failure? Maybe I should be excited that a got a great deal on them at $127 a pop for a pre-lawsuit discount?

Headed to KOBE for breakfast tomorrow morning if anyone wants to meetup…

Does anyone know where to get antenna blank-off plates? or the belly skin thickness, to buy aluminum and to make plates? @M20Doc

Depends on what you want to get done... 50/100 hour inspection vs. annual and air-frame related repairs or upgrades I'm in the same boat you are in based out of North Perry. I trust a local shop to do engine related work and minor air-frame jobs like replacing the fuel senders but as far as a detailed annual or Mooney specific items I plan to fly to Cole Aviation in north Georgia. Cole has serviced my plane for the past few years prior to my ownership and from my little experience with them and the word on the street is they are pretty top notch.