wood_fly

I'm thinking of making my own leather wraps for my control wheels. It would be really helpful to have an M20J yoke that is out of the airplane in the shop to work with while I size, cut and stich the leather. This yoke will NOT be going in my plane..just acting as a size dummy. Heck, I'd even take a 3d model (I could print one) if someone has a lead on that. Thanks guys.

Well, at times we had 3 people turning wrenches on the airplane: myself and another opening panels, someone else working on the engine. And to be completely fair, they did find a hydraulic leak. Easy to trace and fix. But then they had to bleed the brakes and this lasted several hours into day 3. I didn't pick it up until day 5 so it didn't affect me. I understand that process can be a real pain and because of the orientation of the master cylinder, you have to tilt the plane to get the air bubbles to come out. Fun!

Before going down, I digitized and cataloged every record for this airplane (bookmarked PDF of each log). I had the AD research for the last annual and the pre-purchase that was done in April. There aren't that many issued against the J. I tried to make it as easy as possible to point to the records to reduce time spent in the research. 3 results: 1. This isn't applicable- NA. I didn't make that call, the last two shops did (and the prepurchase was done at a MSS) 2. This is applicable and due at this time/date. Some were deferred, others accomplished 3. Here is your fresh printout for your logs as to what is left to do

Lots of posts sharing the woes and "please help me" on the forums. This one is WAY different. I purchased M20J N1156P with 1810 hours here from another Moneyspace person in FL. Freshly overhauled engine, prop, new paint, original interior and "vintage" panel. Priced fairly. Good pre-purchase inspection and I flew it home to California. I have friends with A&P's and IA's who could sign it off, but for my first annual, I wanted a neutral third party. I also wanted to participate so I could learn more about my airplane. Top Gun in SCK is my nearest MSS, but they don't permit owner-assists. The old Laser guys in Lakeport were a possibility. But Savvy recommended NorCal in RHV. Small shop, lots of Mooney experience so I took a shot. The owner Jeff Soule answers his phone and email, gave me a good flat rate of $3500 (plus squawks) with credit for work I performed (under supervision of course) and we made a date. He was flexible with start time, but once we agreed, it went in the hangar at the time and date with an assigned mechanic (who was also briefed I was coming). In the hangar (all being worked on at the same time) was a K getting an overhauled engine, a Cherokee 250, a new Lancair IV having it's new engine/avionics installed (ooh, shiny), a Cessna 210 getting a ceramic top coat (my God that's some pretty shiny stuff - lots of elbow grease but the results were stunning) and some other airplanes. Day 1:: 8 hours: Run engine to warm up, compressions all 77+, removing panels (OHHH that belly is fun to take in/out) and I was on a creeper for most of it. Put it on jacks to swing the gear- couple loose bolts, but no corrosion. Small hydraulic leak - but fixed with a new gasket (did have to bleed the breaks which is a bear). Found the timing off by a couple degrees, easy fix. Tightened the alternator belt, Lifting the back seat and removing the spar inspection panels was another "twister" level chore, but now I know what they look like (and the spar was very clean). Jeff came over several times to do the inspections and point things out- "this is a little worn, but well within limits. Keep an eye on this" (I took notes). Slept good that night. Day 2: 7 hours, Borescope pics, panels back in place, emergency gear swing. and some other small stuff. Bill comes: Did everything on the Mooney checklist plus borescope pics. I had done my own oil/filter change and sent to Blackstone. Biggest thing on it is the landing light - which was cheap because I elected to just do another incandescent (Christmas is coming). Tax, tip, license and dock fee: $3850. People: For my first annual, I could NOT BE HAPPIER. I learned a ton from these VERY patient people. They took good care of my airplane, and I am confident that I will return. Jeff's communication was top notch the whole way (and keep in mind I am far from his only client- he's a busy man). So without reservation, 5 stars to NorCal. Tim N707LT (changed from N1156P)

I reregistered a new tail number, put the reg on the side and then tried to update the uAvionix tailbeacon via the APP and Bluetooth (BT). There was a solid blue light in the tailbeacon which I thought was Wifi on - nope, that means Wifi FAILED. So now I had a new number on the sides of the plane and in the paperwork but the ADS-B called me something else...oops. The factory was actually quite helpful in explaining mine was a 2020 unit, no they couldn't support it but would give me 25% off a new one. Instead I bought a used unit. But you need the serial number and Wifi name (which always starts with "Beacon-XXXX") to get the password from the factory. If it doesn't have the tag - well, once again, tech support helped me get the pw. Then I could log in and change everything, but the GPS was DEAD. Luckily, I was able to get a refund and onto the 3rd unit. I couldn't see the wifi in my phone in either BT or Wifi - BUT, when I fired up the app, it found the HIDDEN network name. That combined with the S/N got me the PW from their website auto-recovery and now the ADS-B matches what's on the side of the plane. Bottom line: Their tech support is great (5 Stars), the network may be hidden, but the app will find it, and I would ONLY purchase these used from a shop that will give you your money back on a used unit if it doesn't work!

Prices marked plus shipping (buyers choice) Transponder KT-76A: $100, works, non-ADS-B VOR/GS Indicator KI-204 $400 works ADF Indicator KI-227 $100 Hoskins DVOR-200: $50 3M Stormscope WX08: $500 Argus 3000 Moving Map: $100 HSI- EDO Air: $500 Northstar M1 Loran: $50 King KNS-80 RNAV (don't know status): $150 King ADF receiver KR-87: $400 Radar Altimeter: KI-250: 500 GS Antenna: KA-22 $100 Voltage Converter: KA-133 $50

Fair enough and I agree with your analysis using the charts. I was referring to pulling the power back to a point where the airspeed is moreso driving the prop than the other way around- which I also understand is WAY back and goes back to his original worry about shock cooling the engine - which I am less concerned with in a normally aspirated model. Really good case in point is Captain OGG flying a Boeing 337 10/16/56. Lost prop control so it went flat pitch (4 engine airplane) effectively creating the drag of a disc the same diameter of the propeller - while enroute HNL-SFO. Navigator calculates they aren't going to make it with the available fuel. It was dark, so they found a Coast Guard cutter, circled until the sun came up and put it in the ocean. A few minor injuries, but everyone was saved. The Maui VOR and Airport carry his name in honor of the event (PHOG/OGG).

Do your best for what you are comfortable with. I agree with the procedure to reduce MP, increase rpm, level off, drop gear and resume. I once had ATC tell me to make a crossing restriction late. I did the math and found the descent rate unacceptable for my pax (had I been empty in the jet, I might have tried). Upon my reply of unable, ATC comes back with "It's only 4,000 feet per min." I let that sink in on the freq for a minute. Response came back from the ATC supervisor, "Do your best for the crossing restriction, contact next controller on X". The controller didn't want to look bad for the next sector in sending in an airplane above his gate and provided a later clearance and his super recognized that was not a NORMAL rate of descent. The word UNABLE is golden.

Thanks guys!

Greetings, Protocol question: for the Signature map: Is this states I have acted as a pilot in my Mooney...or any state in which I have piloted an aircraft? If it's the latter, I have all by KS and MS. If it's the former, that's a much smaller (but growing) list. Thank you fellow MooneySpacer's.

Funny you should mention him...he went with me on the first pre-purchase of a "K" I did not end up buying. Indeed he is a GREAT local resource. /T

First day at work with both my girls

The seller did take it out for ~7 hours and ran it as the Lycoming manual suggests. It appeared to burn little oil and the inside and underside were clean when I picked it up. Combining the 17 hours of flight home and a couple short trips, I have put 2 qts in and it seems very happy just above the 6 line.

Had to go around a line in East Texas. Weather was actually challenging from Arkansas to Texas, and there was some dipping and dodging. 9 hours day 1 and 8 day 2. You're correct, minimal headwinds.

That is a sweet deal. I really hope you find someone!

OMG How far off kilter have we run on this topic? From the AIRLINE point of view: Foreflight was cute, but it's a bunch of overly-enthusiastic GA pilot types trying to invent the next best thing and pushing updates every week. Enough already. Everytime there is an update, it involves manual changes and training which is a PITA (+FAA certification). When we had JeppFD, we could just display charts, and not to sound old-school, but it WORKED. After Boeing took over, they LIED to us and said JeppFD was dead (which it was for all by 121 operators which forced us into ForeFlight). More $$$. So as an OG Foretran guy, who also understands ATOS/SMS, I am REALLY surprised the FAA allowed them to sell it to someone who has NO idea what the highest level is safest is all about and will surely divide and sell off the pieces. My prayer is for someone to save the original Jepp to be the forefront of charting - just charting. Just get us to the ground safely both in the iPad and our electronic (Garmin/Avidyne/Honeywell/Smith) subscriptions please. There are a LOT of really good people working at Jepp checking NOTAMS worldwide for obstacles and other changes to keep us safe. Let's not through the baby out with the bathwater.

This is one where you have to ask the wives - as they are the keepers of the bedding (generally)

Professional Pilot here (B737/G650/G4). Simple Answer: get a CFI who is current. Take it out for a spin. Best outcome: You prove you haven't forgotten much. Worst Outcome: He/She talks you (and your insurance company) through a landing that you are VERY glad they were there for. There is NO downside to this if you are not a regularly trained pilot. Seriously. Wish you and YOUR AIRPLANE the best.

Frank was very patient with me as a first time buyer. I just self-delivered this plane from Florida to California in 2 days and it ran like a top. While the radios need some TLC (which was no surprise - all original), the mechanics are as advertised, the paint is excellent and Frank was above board the entire way. It was a good sale.

Strap in. I bring you a story of adventure, peril, and a bit of “there I was” with my recent purchase of M20J sn 24-1167, currently N1156P (Soon to be N707LT) You saw it for sale here: A seldom used M20J of a few 1810 hours. 0 time OH engine and prop, new paint, engine mount, tires and tubes. Original interior an panel. Looking for a new home from Fl. And I bought. Sure, a few questions, but it is a good deal so yada, yada, she is mine. Fast forward. We all have jobs. When do you have time? Not now, or now, but NOW! Time to fetch the new find from FL to CA. Overnight, delayed flights, lost luggage, finally land Orlando. Rent car. Drive to Daytona (DAB). Meet airplane and confirm I have not been catfished – it exists and isn’t a fantasy (of 6 figures tossed for fan mail) Wait for an hour for gas (because it is a training base for Embry-Riddle after all). Pay pre-purchase inspection bill (shout out to Daytona Air Service – great people), and become #12 in line for T/O. A moment: ME: 13,000 hr pilot. Current 121 B737, 135 current G650/G4. But first time ALONE in an airplane in 3 decades. I taught in these airplanes: How hard can it be? Well, my friends, neighbors and colleagues, your skills and patience will be tested. Especially in a new airplane over 2,400 nm cross county with the three time FLARE rule: one at 737 height, once at Gulfstream height, and once at “OMG this is LOW” height. After multiple landings, it wasn’t pretty, but no bent metal. I will be calling a local CFI. Short story: DAB-HXD-TOI-MKO-ODO-E63-STS. 2400 nm, 2 days. 9 hours first day, 8 the second. REALLY comfortable factory seats (thank God). Super-grateful for iPad and Sentry+ And a great deal of super-IFR/VFR skills involved. Let me explain. I used skyvector.com to choose the route. I chose cheap fuel spots. It was a fantasy because MA nature had other ideas. Day 1 was just up to meet a friend in HXB and landing was embarrassing. But I didn’t hurt anyone or bend metal. Day 2: Up at em and head West! But 400nm long line of TRW up the East Texas side through LA and AR. So I land short in TOI. Nice FBO, quick gas. New plan. UP North around the TRW and come back down towards Midland right? OK: lots of TRW, dip, dodge and weave at 8,000’ in the “not forecast East of the Texas Line”. Oh, but low clouds/vis underneath you for about 4 states. Thanks. Not ready to takle a non-turbo airplane over the Rockies/Sierras so Southern route is still the key. The FlightAware forecast: LIES: 4+20 if dipping and weaving around the most hearty of cells who didn’t want to be found – but they were there (like Artesians for those of a certain age). MKO: My first time self-fueling up in a while. I ran the truck in the old days: this self-service stuff is new, but I figured it out. Then, well, we are on the back side of the TRW, so let’s head for the original destination: ODO. Multiple overcasts, with MOA’s: NO, you can’t go right for weather but you can go as much LEFT as you want. Why would any military agency in their right mind want to fly in THIS? OK, you want it, you got it! I’ll go around and you in your T-38, F-16, F-18 can cry for help later. Actually feel sorry for the newbies trying to navigate this. Why the Hell would anyone head to Midland in their right mind? Because dear friends, I go there A LOT. Well, to MAF. But now I’m in a light plane headed to ODO. There are MOA’s to avoid, overcast with some good thumpers I’m trying not to get underneath. It’s quite the show. And by landing, it’s 9 hours of flight. And the young line man looks at me on landing and asks, “Want a hangar?” Oh yeah, the MOTHER of all TRW has parked itself South of MDW tops +510 so Yes please! I just bought this pure-skinned angel and don't want her BEATEN TO DEATH BY HAIL PLEASE. (Heck, she make it this far) This AM (4/24): I am up at 630, breakfast, UBER to airport, and there is my plane fueled and ready. Only real IFR to break through layer to E63: Gila bend. 3+45 I was there. Spoke to a really nice lady who was in her C-182RG just out foolin’ around for the day. You know what? It’s 623 nm to STS from here: I can do it. Damn Skippy. Across the American Southwest. Great controllers through Joshua, LAX, Lemore, and OAK. 4+23, 40.2 gal 4+23 later landed in STS. I now have my commute vehicle. Needs some radios. But the mechanics, interior and exterior are fine. Good deal. Glad to be a part of the Mooney community and have a literal 2 day cross-country machine. So friends and family of the Mooneyspace, I welcome you comments, contributions and patronage at my FBO's in OAK and STS. Dang: What a machine AL built!

I'd be curious to know the last time they charged the blimp rate...

Did it work?