Seth

Thanks John and I'm looking forard to seeing pictures of your new bird - nice paint job by the way. -Seth

Sounds like you handled the situation well. It can get very busy on the radio at times and I think it was prudent to enter the hold. Legally, they should have given you the expected hold time as discussed and further instructions so you could have your full clearance, but entering the hold was a good move in my opinion on your part. -Seth

UPDATE: The good news: The cylinders arrived this morning to my home airport for installation. Again, we used the valve assemblies that were brand new from the overhaul on new Millenium Cylinders. They are in great shape and are being installed. The bad news: The box was damaged during shipping and one of the cylinders was damaged. There is an obivous hole in the box and a cylinder head was bashed in and the cooling fins bent up and down around the impact point. The good news: Bolduc is overnighting a brand new cylinder and will take the matter up with UPS. Break in flight is scheduled for Friday. What a mess of an ordeal, but I have new cylinders that I am confident in already. Take care, -Seth

I agree (not iAgree) - I'm waiting until the next iteration of the iPad Mini that I'm sure will have the renta display as well as a faster processer. At that point my iPad2 may be on the slower side - and it is great right now, even though it's now two generations old. -Seth

Haha - My older brother Ivan when he got his iPhone a few years ago was driving the old family van - we called it the I-Van. He now drives a 4Runner and we call it the i - Runner. -Seth

I did not use a specific accelerated training program, however I did quickly go through my instrument training. When I made the decision to finally go ahead and get my instrument rating in 2009, I did it in about six weeks with two to eight flights per week plus studying. I must have flown about 15 hours in one of the weeks and the only reason it was not completed in less than a month was weather and rescheduling the check ride. I went to the check ride with 40.1 hours of simulated or actual instrument time (with an instructor of course) and passed just fine. I had no GPS in the aircraft, so I learned using ILS, VOR, and LOC appraoches - I even had to know the NDB approaches as I had the equipment in the aircraft and used an NBD apprach twice before selling my former plane. I had to relearn IMC procedures when I purchased N1165N because it had a Garmin 430w which I am amazed by. One day maybe the 650 or 750, but for now, the 430w is all I need. I got off topic - I feel some sort of accelerated training makes a lot of sense - you learn more in a shorter period of time and gain better retnetion due to the repitition internalizing the procedures. As noted by others however, it is very intense and this type of accelerated training may not be fore everyone. It worked well for me. You can do this with a proven course as you are looking into or with a dedicated local instructor. I went the latter route, and it was probably his best month in a while (between my 37 hours, ground school, and still having his normal workload - we flew mainly early morning and after sunset. -Seth

I have an iPad2 that I specifically purchased for sectionals/charts/plates because I was spending close to $300 to $350 per year on charts (you throw in a few long cross countries toward different areas and it gets expensive each year). In two years, even with a Foreflight subscription, the iPad paid for itself - plus I got an ipad! I have been waiting for the iPad Mini as the original iPad is not as convenient size wise to mount in the Mooney cockpit. I'm a full convert however - I waited until the iPad2 to make a move into aviation and the iPad, and I admit, I love it. My guess is that Ram or some other company will come out with a mounting solution for the new iPad mini and it will work perfectly on the yoke. I will still keep my iPad2 as a backup, as well as my 3GS phone (which should but updated to the iPhone5 this week - it shipped a few days ago) - that's what I use now. I admit, to have an iPad Mini mounted on the yoke, an iPhone in my pocket, and the iPad2 I use in the cockpit for a passenger to use - it's amazing how passengers really love tracking where you are visually using the sectional on the iPad, that would be a nice setup. Also, I have not yet purchased a GPS device to bluetooth to the iPad/iPhone - I have no georeferancing on my device yet. I have a Garmin 430w and Aera 560 in the panel that are interconnected and take care of positioning, though I admit I should get some pereifial device sooner rather than later. The fact that in turbulance or when I have someone else in the aircraft with me, to hand them the iPad or have it just sitting in the seat next to me - I don't like not having it mounted for some reason. The iPad Mini should be perfect for that. However, I'll probably wait until the next iPad Mini - once it gets the better display and faster chip. Until then - I'm fine with my iPad2 and iPhone backup. I do still keep a local sectional since most of many of my flights are near my home aiport - I also keep close to updated (sometimes they are out of date) printouts of the apprachs into KGAI, KFDK, and KBWI in the airplane in case I have an issue, lose the iPad, iPhone, and just need to get down, again locally. So, I'll get the GPS bluetooth device first for georeferancing on the iPad2 and iPhone and probably get the iPad Mini when the next one comes out. Very excited about it. -Seth

CONGRATULATIONS!!! You must feel great right now! Enjoy flying around, gaining experience, and get that Instrument Rating as soon as possible. -Seth

Hahahahaha. Sorry if this offended anyone, but it sure made me smile in between client meetings today -Seth

When I test flew a different Mooney Missile than the one I purchased I was amazed how much pressure I had to generate to stop the aircraft on landing and during runup. I was worried that it was indicative of the power of the aircraft not matching up with the brakes. I was incorrect. My Missile does not have this problem and I let the owner (now former owner) of the other aircraft know as well as the mechanics that took care of it so that they could look into the matter. It sounds VERY similar to yours - not that there is no braking action, but that you have to REALLY squeeze those brakes with a lot of pressure to get proper stopping action. So I have heard of this similar issue before, but I do not have a fix. I would defer to the others that have made reccomendations. Take care, -Seth

Good to know - thank you for the quick respnose.

Yeah - I had issues with these snapping here and there. I had two snap on me in three years and it was suggested just to keep a spare on board so that I don't get stuck somewhere. On my F Model I think it was 2 springs that held the exaust. When I go to the hanger, I'm going to closely look at the Missile and see if any springs are part of that assembly, as I haven't carried these springs in the last year. They were readily avaialbe from two separate MSC's (one at W00 in Maryland and one at FCM in Minnesota) where I was located when the broken spring was noticed during preflight 2009 or annual 2010. Good luck! -Seth

I know I'm late to the party on this thread, but in my four years of ownership I started with AOPA and then in time moved over to Parker. I endorse him (and I like that new paint job!). AOPA was higher, but my rates also dropped tremendously as my time increased. At this point in my flying career and time in type, my rates are not going to drop that much further. Parker, at what age does your age start wroking against you? 55? 60? 80? I'm 30 now. Is there a sweet spot for age that you've noticed? Not too young so you don't make a foolish mistake, not too old so your health becomes an issue? Take care, -Seth

I'm not one to spend money just to spend money, but if a part breaks, I usually decide if it makes sense to replace the part or to repair it (which sometimes includes an overhaul). When the tach in my former 67 F stoped counting hours, I knew it was not a simple fix. The RPMs still worked, but counting of hours (odometer quasi part) froze. I took the opportunity to upgrade and after a lot of reserch decided on the Horizon digital tach. I was generally happy with the decision - I had debated between the EI and Horizon Digital Tachs, and even considered installing a digital Tach that kept the steam guage look to kepe the panel consistent. The panel on my former 67 F was haphazard, but laid out well enough (a previous owner had redesigned the pilot side into a quasi six pack. Good luck finding a cable, but you may take the labor and parts charges and consider installing a digital tach. $150 vs $1000 however is quite a difference. -Seth

In my former 1967 M20F, I had a three blade prop (already installed prior to purchase and sold that way) and it also, espeically when cold out, took a little bit of time to cycle during the first runup of the day. It responded much more quickly after sitting a short time however - the oil was circulating well at that point. Someone pointed out the slow to repsond cycle when flying, and when I checked with the MSC I use, they stated that the three bladed props take a bit longer to cycle the first time of the day. Now, maybe the two blade takes just a bit less time to cylce due to slightly less oil and pressure needed, so I'm not sure I agree with that completely, but the fact that it's cooler non ciruclated oil the first part of the day does make sense. My IO-550 powered Mooney M20J Missile 300 has a three bladed full feathering prop, and it doesn't cycle during runup that well unless I take it up to 2000 RPMs to start. I used to cylce the F at a lower RPM (1800 maybe? wow, I have to look back at my old checklist), but the Missile I have to cycle at 2000. It bothered me that it didn't cycle well at the same RPM I used to test my F, and I threfore called Rocket Engineering who said the Missile engine/prop as part of the runup is to be cycled at 2000 RPM. They hold the STC and the information on this thread confirms 2000 RPM is the norm for the IO-550. Back to the subject - first cycle takes a bit longer as the oil circulates. -Seth

Glad you picked up your new Mooney and enjoyed the speed/efficiency run vs the 182. The 182 is a great airplane - I like my Moondy Glad you've got an airplane again. -Seth

Congratulations John! I think you made the right choice - you'll enjoy the F model. -Seth

Lood- I had my battery die slowly in my former F model in 2010. It was a Gil and it had lasted almost four years. The Concorde RG-35RXC is the one to go with. I have two Gils in the Missile now on the rack, and when they die, I hope that I'm able to replace them with Concordes. I hope that with the trickle charger installed (only on the Missile, not on the F model), that will still be many years off, but I know at this time if they were to go TU, I'd replace them with Concordes. I too had to jump the F using a car, and I had no external hookup so I opened the battery panel, started the plane, and then buttoned it up twice before replacing the battery. The Missile has an external hook up which I have not had to use. I have my trickle charger wires snaked up to the opening for the external power source. -Seth

Resolution: I am replacing all six cylinders with new Superior Millenium cylinders. The engine overhaul shop is going above and beyond in my opinion. Even though it was not thier fault entirely that the overhaueld cylinders were used - had I know they were overhauled, I would have put new cylidners on at the time of overhaul. Should they have noticed that the Cylinders were nickel plated continentals which could not have come from the factory that way, yes. Was it easy to not that when the order said simply to check for inspection? Maybe. It's a learning process and now they know to find out if cylinders are going to be reused to suggest using new cylinders or to prove that they are indeed only 200 hours old (not 200 hours since overhaul but what total time). We are taking the 100 hour old new valve assemblys that were installed at overhaul and using those with new sub assembly cylinders for the two cylinders that had issues. Bodluc is taking care of that for me. We are splitting the reduced cost of doing the same thing to the other four cylinders that did not show issues . . . yet - the experts who I spoke to all said to just go ahead and put on new cylinders at this point since the cylidners on the engine were indeed overhaueld and not first run. I may not have an issue for hundreds of hours, but this way I'd have confidence in the engine again. So 2 cylinder covered 4 cyliners at reduced cost Reusing the 100 hour brand new vavle assemblies I'm okay with that. In the end, 6 new cylinders. So another break in is in the near future, but then I'll have six cylinders under warrenty. I am covering the labor cost of my mechanics at Gaithersburg. Bolduc took care of the broken cylinders and are giving me a very nice deal on the four others. I felt this was fair. Bolduc stood by their work and helped out a client that was misinformed. Not a perfect ending, but not the worst case scenario either. I expect break in to occur sometime around 10/18/12. Also, this is now the longest the engie has sat not running since the engine was overhauled. -Seth

"Missile" In the Mooney crowd it's the 201 or J, to others, its the Mooney "two oh one" -Seth

I actually would - for longer trips. However, I'd still want an aircraft for more local flying. Maybe own instead of my Missile a C or F mooney, a tail dragger, maybe a 182. For long trips or with passengers, pressurized comfort out of weather does sound nice. Instead, I'll keep my airplane, and at some point go into a shared ownership on something even faster that costs 10 times as much to operate but is twice if not three times as fast as my 180 knots. I don't really ever plan on selling my Mooney at this point. Get a share in something else for a separate mission, yes - sell my Mooney? Forget about it. Fascinating poll. -Seth

I got onto BeechTalk and I must admit - they do know a lot about the IO-520 and IO-550. Well worth the reading of certain experiences. Thank you for the suggestion. We collectively have quite the Mooney knowledge here on MooneySpace but BeachTalk does have a lot of good experience and knowledge as well. I prefer my Mooney As for my cylinders: Update: The Top Overhaul performed in 2007 used off the shelf overhauled continentl cylinders by ECI. I'm highly considering replacing all cylinders at this time as I do not know the time on each cylinder even though the four with high 70s compression show no signs of issues - as mentioned, I do not want to get stuck somewhere away from home base when I could have avoided it, or at least had the work and my displacement paid for by a warrenty. I'll post more tomorrow once my decision is made as Bolduc has made a fascinating offer to try to help me out since they do realize that I probably should have replaced all cyliders during overhaul and they want to stand by their overhualed engine. I'll explain more tomorrow once I have one final talk with Bolduc. Take care, -Seth

Hi Erik- You may want to give Rocket Engineering a call. They have been helpful with my Missile questions when I get someone on the phone. I'm sure they'll be able to assist you. They'll know exactly what the boost pump will do to your engine setup. Sorry I missed your Rocket the last time you were in town - I'm looking forward to seeing the updates since I last saw it. Take care, -seth

That's pretty funny - really not trying a debate - just hearing things around the hanger and from prop shops about certain oils "gunking up" prop hubs and governors more than others and without starting a debate, just wanted to know what he uses in that engine. I know what I used to use in my former aircraft and what I use now, what I'll have to use shortly, then what I use now, and then what I plan to use once the new cylinders are broken in (confusing). But again, love the image. -Seth