Tim-37419

You bought a forklift? sorry, couldn’t resist.

@Tony Hoffman that little piece on the end won’t fit our planes. Sidewinder may sell the Mooney adapter separately, not entirely sure. Anyway, they are great (I have one) and your price is fair. Good luck with the sale.

Who says a radio can’t be sexy? But I think a LHS is my next investment. https://www.garmin.com/en-US/p/721525/?utm_source=Americas&utm_medium=email&utm_campaign=en-US Delivery%2C GLOBAL-AVN-ANMT-MCJT66092-GNC215GTR205Announcement

As the OP and sub 200hr Mooney driver I want to thank everyone for very interesting and informative responses.

If this is old news, tell me and I'll delete the thread. Will the owner of N5842Q step forward and bow for an incredible slip? https://www.youtube.com/watch?v=XyEIMDgDYWs

If your seats are also vertically adjustable, fiddle with that as well. I think I make mine higher when taking them out.

Precisely. I actually put my key in the hatch lock after every flight so I can’t miss checking it.

Every time I get a new one in the mail, I get a flashback to 1983. I'm sure people want it though, otherwise their CFO would take that cost out of the business.

I’m finishing up my instrument rating at Dalton which is Joey Cole’s place and just wanted to say how nice it is to go there and always see other Mooneys.

Yep, that’s it. Feel free to PM me any time. Tim

@thor116 - I never called them but I thought there was a place in northern Alabama that gave transition training in their Mooney. I can't find the site at the moment but will google more later. I'm at KFGU if you ever just want to fly around or safety pilot for me Like Parker said, I've been flying at every opportunity. I'm at 120hrs in my J and my first insurance renewal is in April. I was a 500 hr. non-IR PPL when I bought the plane, the insurance rate was insane. I'm a few hours from 40 instrument time and will have my check ride done prior to renewal. I hope the insurance gets reasonable. I sure do miss what I was paying on my RV-7A, you'd think an experimental would be through the roof as well but for some reason it wasn't. Edit: Not sure if this is your first plane but be prepared for the TN Dept of Revenue to make you sad with a tax assessment a few months after your purchase.

3 pages in 9 hours. Call me impressed

If they are savvy (hahaha) they will use those images to train gen ai No Disrespect intended, I’m in tech and supportive.

Just sharing. This will likely be interesting. Tim You have asked us to notify you when a webinar is scheduled that meets your criteria. The following webinar may be of interest to you: "ABS - Year End Beech Accident Recap - Ask The Instructor" Topic: ABS Air Safety Foundation Director Tom Turner Reviews Causes Of All 2023 Beechcraft Accidents And Related Patterns. On Tuesday, January 9, 2024 at 19:00 Central Standard Time (17:00 PST; 18:00 MST; 20:00 EST; 15:00 HST; 16:00 AKST; 18:00 Arizona; Wednesday, January 10, 2024 01:00 GMT) Select Number: CE03126106 Description: The causes of most Beechcraft accidents follow patterns, and by reviewing the accident record for 2023 we can work for a safer new year. After the mishap review, we’ll open up for viewer questions about flying Beech piston airplanes and other questions about ABS and the ABS Air Safety Foundation. This presentation will cover: • The leading causes of accidents in Beech Bonanza/Debonair/Baron/Travel Air aircraft in 2023. • The leading causes of fatal accidents in ABS-type airplanes in the past year. • What we can learn from accident statistics to be safer pilots. • Your questions about flying Beech airplanes, ABS and the ABS Air Safety Foundation Viewers will be able to type in their questions to be answered during the event. We’ll explain how to do so at the beginning of the webinar. Although this American Bonanza Society program is oriented toward pilots of Beech airplanes, the discussion, techniques and procedures described are valuable to the pilot of any airplane. To view further details and registration information for this webinar, click here. The sponsor for this seminar is: FAASTeam The following credit(s) are available for the WINGS/AMT Programs: Advanced Knowledge 1 - 1 Credit Click here to view the WINGS help page Earn your WINGS to get a chance to win a prize. Go to https://www.wingsindustry.com/WINGS-Sweepstakes for more info. Join us on Facebook: https://www.facebook.com/groups/GASafety/ FAASafety.gov | Email Preferences | Opt Out Do not reply to this email as it is an unmonitored mailbox. Contact us for comments or questions.

In case it’s helpful - I have a G5 with a finicky knob, if I don’t have it pushed in just right it won’t boot to the menu.

Since I'm not sure about my next steps, I will be careful with my responses. Thank you to all who have chimed in. I will finish locally for sure. Yes, there is inclement weather plans. I came with 9.5hrs, did about 22 hours more with them, half sim and half in my plane. I could have copied the pages. They would have gotten them had they asked when I was still in the sim office... but they forgot, then proceeded to burn the bridge while I still had something they wanted. The pages are just tables with tasks and each of our initials in a "complete" box. Yes, I have the logbook endorsements and the FSDO said I don't have to worry about them being revoked in any way.

This is a strange story and I know you guys will smack me down if you think my expectations were out of line, so here it goes: I had a rather bizarre experience at IFR6. IFR6 is a school that specializes in immersive IFR training and other endorsements / ratings for pilots. IFR6 has a one-week IFR program that culminates with a check ride. I did my cross country 2 days before the check ride and was not happy with my proficiency. The school is in Charleston and I had failed to consider the implications of December weather in a city on the coast. My skills were not up to par with the wind and turbulence. That is 100% on me. The day after my cross country was the last day before my check ride and I noticed I was 8 hours short of the 40 needed for a check ride. I do feel that part of what I was paying for was the school managing my time but I’ll take responsibility and say that is also 100% on me for not keeping up on my hours throughout the week. I had asked what a path to success looked like the morning before my check ride and the response was, we would fly off the 8 hours today. It was another day of 20 to 30 knots at 3000 ft and my head was not in the right place to receive instruction. I asked to come back for my checkride prep and checkride but that got a quick denial. We spoke for about 20 or 30 minutes and I was being pressured to stay and was offered to return in Feb or Mar for my checkride. For some reason, the longer we were in the conference room the more contentious it became. But why - I wrote IFR6 a $6,500 check and had not asked or implied I wanted any money back. I declined the delayed checkride, put on my coat and left. I was walking to the FBO to leave and never to be heard from again. This is where it got even stranger. On my walk to the FBO, my CFII calls me and asks to have a few pages out of my syllabus. These were pages that we had both initialed indicating training received. I can’t put my finger on why, but I had become suspicious. I told the CFII that I would think about it. After entering the FBO, I got another call from one of the people who runs the place. I told her, I was talking to the lady at the FBO desk and to give me a minute. She hung up on me and immediately drove down to the FBO. She confronts me at the FBO desk, demanding the papers and stating that they had to be turned in to the FAA (I’ve already spoken to the FSDO, there is nothing to turn in to the FAA). I again declined handing them over and that they were already in my plane. She then loudly (I’m not easily embarrassed) proclaims that I have her property in my plane and demands access to the ramp. The FBO denied her access and assured me no one would be given access to my plane. It was so bad, I took my phone out of my pocket and was about to call 911. I knew that would just escalate the situation and decided instead to disengage. The IFR6 person then offers to refund my checkride fee ($500) in return for the pages. I still decline. Fast forward a couple days, I’m now home and the CFII texts me to say he needs the papers in order to get paid. That’s much different than “they have to be turned in to the FAA”. I continue to decline. I still don’t really know what was/is going on or what happened. I was polite and cordial, never contentious. All I wanted was to return for checkride prep and a checkride. The way IFR6 treated a customer who had written them a large check a week prior was despicable. As tempting as it is, go somewhere else.

I’m in!

That explains the missing logbook entry.

Log update - Did not find any mention of oil cooler replacement. I stopped reading at year 2002. I did find two vernathem replacements, one in 11/2010 and another in 7/2016. Do they go bad that often? I'm wondering if there were replaced but not root cause and that the engine just runs this way. I'm 1650 SMOH on a Mattituck

argh! back to the hanger (not today though)

I did an oil change and ground run today. I will fly tomorrow and record some measurements. I took some photo's of the oil cooler and vernatherm in case any of that is of interest. The oil cooler was manufactured in 2013 and it has another sticker that makes me think it's been serviced since. I'll dig in the logbooks later to see what I find there. I would have pulled the vernatherm but I couldn't find my stash of large copper washers. Will check the garage later.

Thank you all for the great advice. YES, the factory gauge stays well in the green.

I have a JPI 830 and no CHT or EGT issues, I can't remember ever seeing my CHT's even near 400, I've always been impressed with how cool they stay compared to my last plane. I'll play around with the cowl flaps in cruise and climb configurations to see what they do to CHT's next time I'm up, it will be a good exercise for me. My oil temp always feels high and I somehow got it in my head that the cowl flaps would help bring them down. It could be that I simply have no reference. In the summer at 2350 or 2400 squared I'm seeing oil temp between 220 and 225. Cowl flaps (even though I now know that's not their purpose) seem to get me down to 218 at best. The previous owner (or the mechanic) had redlined the oil temp on the JPI much lower than the factory gauge so this all could be psychological on my part.