Paul Thomas

My goal is to arrive on Sunday and depart Wednesday morning but the weather/our schedule will have a say in that. My plan is Fisk and camping.

Are all the electric gears affected or only the early J and older?

Do any M20's have an STC for mogas?

I found that the SR22 makes book numbers; I'd look into why yours doesn't. You'll gain range with the Ovation but, unless you cut out a fuel stop, I'd look at how much block time you will actually save vs. the cost/pain of switching aircrafts. Flying 1000 NM in one hop is great in theory but impractical on a regular basis unless you fly alone. My wife puts up with a lot, but she's no longer ok going with my mentality of we're only stopping for fuel; bathroom break have to be included. I've found that 1,200 NM is all I want to do in a single day; two 600 mn legs make for easy flying, give me time to stop for food and stretch my legs, and I'm not tired when we arrive. Further than that and it's time to consider leaving it to the pros.

There is a lot of talk about the airplane doing just fine, and it will if you know how to fly it in those conditions but not much about the PIC. This FL based pilot would get a lesson in high DA operations and how to deal with mountains.

It's not just post-covid. More engines are being OH due to the surge in flight school and time builders, especially when it comes to Lycoming 360. Lots of pilots are/were paying to rent an airplane to get for 1,500 hours as fast as possible.

I just don't recall seeing anything about the video; it may very well have been admitted. It was not one of the items I was interested in when I was looking at the court file.

I'm not familiar with the facts of the case beside what I quickly saw in the court's record; I do not recall a video being part of the exhibits the parties mentioned. My understand based on Omar reply on Monday is that the video showed the ramp, not the airplane being pulled out of the hangar. He had two trial attorneys and I'm familiar with one of them; we started our careers around the same time and she was a competent trial attorney at the time. She always did a good job back and had a reputation for being pleasant to work with while being tough, fair, and knowledgeable. She is now the managing litigation attorney for the firm that represented Omar and based on the filings, it appears she is quite active trying cases.

I hope Omar will give us an update with details from the trial. The judge (it was a non-jury trial) found in favor of Signature. I'm sure we can learn from what was presented trial and the legal process so that we can avoid having a third party damage our airplanes and what to do should it happen.

Today is day 2; the case is being tried in Miami Dade in front of Judge Brinkley.

Is that common for the Mooney to only have formation under the wing? If so, that's scary to have it first adhere where the pilot cannot see it. I'm glad you were able to get the airplane down safely. There is a lot of learning lessons there; it's not because one is not able to get the engine re-started that one should quit trying. I had not considered 100LL freezing either.

When I built tanks for my RV7, I found that working with the sealer was no-where as bad as advertised -- as long as you kept your work area and gloves clean. That is the big trick, if not, the mess gets exponentially bigger as you continue working. I found the best use of gloves was the cheap one from Harbor Freight... wear two layers and keep changing the outer layer. Two layers makes it easier to quickly change gloves as you continue working. The sealant working time was shorter than advertised for me and would cut it in half. It did not flow as well once I got past half working time but my working temp is high 70's.

I also dial it back to 2,600 because that's what the POH states and I like that it's quieter; I also thought it was better for the engine. I do keep WOT and lean to target EGT every 1,000 feet or so.

The agenda doesn't specify how much time is spent in the classroom or flying. Can anyone that has attended share how things are structured? The website is not very clear.

As someone that bought in the past 60 days, F/J appeared to be a sweet spot, but would also look at E models. Years ago, I would have said C due to the price point but, in this market, it appears that condition matters more than the variant (for the 180-200hp NA airplanes).

If you have basic biographical information on someone, getting their phone numbers is not complicated. It's amazing how much information is at the government's fingertips.

I was in a similar position as you were. I did a BFR and a little flying to make sure I still liked it and bought an 84J a month ago. I need to get IFR current and intent to get my commercial and instructor tickets in the airplane. No regrets so far! I had less TT, HP, but a little more retract time and insurance is $2,400/year through Parker. My best advice is to call Parker but based on what I've never, I'd buy and figure out insurance later... even if you have to go through Avemco for the first 3 months to build hours and be more insurable, it's cheaper than renting and you're building experience in the plane you need to be insured.

There was a company advertising detailing and ceramic coating at S&F; I believe I got one of their cards. They wouldn't quote without looking at the aircraft but I think I got one of their cards. They have multiple locations but for SW FL, I think Lakeland is the best location they had.

Overhaul from reputable shops seem to be ~42k with a lead time of 12 weeks up to 6 months. R&R will depend on your shop and what else you do while you're there.

Mine was welded; depending on the shop, it may come out looking new or the weld may be visible. OTreeLemur offer of may get you back in the air faster, be competitively priced, and you'd have a perfect spinner. Does the bulkhead go right on the prop or is there an additional retaining ring to make it is tighter fit?

Are you such the W&B is accurate? It seem almost impossible to have a CG issue is most J model unless you get absurd with scenarios.

Now that I'm checked out, I'll have to fly to the lunch group and meet some of the local pilots. I'll be based at PGD for the time being; I'm hoping to eventually get a hangar/tie down at FMY but neither are available as of now. It's painted to match the trim of the airplane. I'm attaching a better photo. It seems all previous owners, including the previous MooneySpace member were good caretakers. I have a couple of minor squawks that I want to address, but it went through the inspection/annual without issues.

I just closed on a J Mooney that will be based in SWFL. I'm attaching the obligatory airplane and panel photos. I'll get the 2 hour insurance checkout tomorrow and then I look forward to enjoying my new, to me, airplane around and meeting other members. Happy Easter! Paul

The is a J that just hit the market in AZ with nice avionics and a low time engine for $127. I just finished the inspection on the J I'm buying and will close tomorrow... had that one been available, I would have attempted to snag that one up!

I just got a fantastic quote after talking with Parker this week. I'm paying $2,300 and the only requirement was 2 hours in made and model (J model, not M20P) with an instructor. I only had 55 hours retract and 355 total. When quotes were coming in higher, I was going to just bind with Avemco and re-quote after 3 month. Talk to a pro; I'd recommend Parker based on his reputation and my dealings with him.