Seth

Aaron- I'm glad you are safe, and I'm sorry to hear about the gear up/flap up. I flew out of a short field for a long time and it was standard procedure to retract the flaps immediately after touchdown. However, that was when I was in a manual gear F model. I now have electric gear and electric flaps - I have not yet attempted a touch and go in the new plane. My F model was geared up by the previous owner on a go around due to an airplane taxing out in front of him to depart when he was on final. He put the gear up, flew the upwind, crosswind, downwind, base, and landed. He forgot to put the gear back down. In the new plane even though I do not have my manual gear, I still check three times, downwind, base, final for gumps, gumps, green light over the fence. I've missed some of the callouts, but not all three. Do make sure your emergency extension gears, and frankly, your gears in general did not get torn up due to the "collapse." I was told by my instructor, to let the gear run a full depolyment or retraction and not stop the process halfway as it is not good for the gears. Obviously, you made the right choice here to immediatly try to stop the retraction process, but it was too late. Example: get on downwind and lower the gear only to be told by the tower to extend base for 4 miles for multiple aircraft on downwind (or soemthing like that). Not that you would, but if you retract your gear before it has lowered fully, it is evidently (and I have techicnaly expertise on this) very bad to cruch the gears and have them go the other way. Is that correct? Has that been what others have been told. Again, Aaron, good luck with the repairs and thank you for the warning. Take care, -Seth

I had clogged injectors on one cylander twice over a two year period. I did not have an engine monitor, but three cyclanders were getting extra fuel and one was getting less fuel - I had to go full rich and reduce power settings to stop a popping sound and get the vibration under control to then get to an airfield for repair. Once it was on the way back home and I made it to my mechanic's field, the other time it was when I was away. Both times cleaning the injector fixed the issue and debris was found each time. Paint/sealent chips the second time and simply dirt the first time. Before start up make sure you drain/sump the fuel using the pull pin (on the floor near the fuel tank selector). I'm sure if I had an engine monitor, the blocked or "lean" cylinder would have had a significantly higher temperature. However I am not a mechanic! Take care, -Seth

I realize we are still a few days from the end of 2011, but due to my schedule, I'm done for the year. This is my first down year since owning an airplane (2008, 2009, 2010, 2011), but I sill flew quite a lot of hours so I'm not complaining! 168. Feel free to wait until the 1st to chime in, and no, this isn't about bragging rights, I just am wondering what the other Mooney pilots are flying, what is average, what are the outliers. Also, do not limit this to just Mooney aircarft - any plane you flew where you were PIC - if it was solo, dual, CFI work, safety pilot, for work (airline, armed services, freight, rescue, etc . . .) - what did you log? Mine was Solo, Dual, and a little safety pilot in five aircraft: Mooney M20F, two separate Mooney M20J 300 Missiles (the one I purchased and the one I test flew), C172, PA-28R Arrow. Yes - I did make sure that the highest total for the poll was "201+" Gotta love the Mooney! Happy new year and safe flying! -Seth

I was not flying over Western MD on the 25th (I did go up yesterday afternoon and it was perfect flying weather) but did experience some moderate turbulance / wind shear near the ground last late April/early May when traveling home from a wedding in Texas. I picked up a friend in Oklahoma (a little out of the way) but due to a massive storm front I had to fly a U shape curve south and then east to get around the weather. I littlerally flew back to Dallas and then cut east, then Northeast, and when trying to land for fuel at the Texas - Louisiana border, I must have been too close to the front, at about 2000 feet AGL. It was not good +/- 300-500 feet pretty quickly, working to keep the wings level, with a little less than an hour of fuel left. I had been clear of bad weather, in and out of clouds, and found a good altitude up until that point, but when decending on the instruemnt approach, it got bad. I had decided that if the up and down drafts and turbulence did not settle out by 1000 feet agl on the VOR approach, I would go missed, and head south to calmer weather for fuel (or simply land and if the fuel wasn't 24 hours, wait till morning) - I was simply too close to the front. It was one of two times I wondered if it this was going to part of an NTSB report and all I had to do was break the chain (pressured by picking up the friend, wanting to get home, taking off later than usual, now night flight instead of afternoon flight, flying in IMC to an unfamiliar airport, fuel running low when chances to refuel earlier were passed, etc . . . ) I broke out of the clouds at about 1000 agl and it became astonishingly calm. I landed, refuled, and got out of there. I found out later using the WX download on board that a big red splotch engulfed that field about 20 minutes after we left. Instead of flying a direct line more or less back to the DC area while hugging the front, I flew to GSO - Greensboro, heading more east than north to get away from the storm front. It added a little time, but it was much smoother ride. We just simply stopped there for fuel instead of somewhere on a more direct path. I admit there was some a lot of get-home-itis going on, and I've learned from it. The person I picked up in Oklahoma was a CFI. we took turns flying separate legs, and that was in my M20F that did not have an autopilot (thank goodness for the wing leveler - it helped on that long flight. Also, during training for my PPL with all of 25 hours or so around Atlanta, I experienced with an instructor (attractive female instructor - she flies for Delta now) wake turbulence on final from a departing heavy turboprop (I think a dash 8). We got the warning as was customary, and then BOOM, the wings of the 172 were suddently in a steep bank and we went around. I also experienced wake turbulence over BWI during some night training ILS approaches and once into maybe York or Harrisburgh in PA. I'd have to check my log books. I have not experienced the tap dancing on the rudder peddals nor the shaking of the nose wheel - you made the right move to go around - good decision thought process. If you expereince any of this once you know to always be ready for it. If you haven't yet experienced something like that, be ready for it. Glad you made it out safe Ross - Happy Holidays, and here's to a great 2012. -Seth

Congrats Mike! I knew you were working hard at it when we met up at FDK. Glad you go it done - now you'll be able to make any other meet unless the sky falls below your personal minimums. Good job! You'll be amazed how trips open up now that you don't have to worry about a cloud layer. You just file and go (with proper planning of course). File a lot over the next few months - make it ingrained in your system. -Seth

I had the Missile corrosion Xed during the pre-buy/turned into Annual before it came to the east coast. My F Model I didn't have it done to because I planned to paint it. When the new owner purchased it, before I sent it to Florida, he said he'd wait at least two years before painting it, so I told him to get it done. I had it done for him here in Maryland before I delivered the aircraft to Florida. Question - How long does it take for the oozing to stop? I feel like I'm always wiping down the wings and body to get ride of the Corrosion X streaks (and no, it's not fuel). Are we talking 50 hours of flight? Six months? A full year? -Seth

The M20C is a great plane for your mission considering price point - I had an F and the extra space, useful load (1017lbs), and 10 extra gallons make make a bit more sense - probably one of the best Mooney Values for the money. The M20C however may be the best bank for buck you can get in avation. George noted some great aircraft availalbe for low cost as well - C-172, PA-28, AA-5 - all lower cost fixed gear more simple aircraft (AA-1 is two seats, I'd get something with four if you are indeed going to take mutltipe passengers up - but you'd be suprised how often you fly alone or with one passenger). Another choice for you may be to get a 1/2 share of a 182 - Great plane for carying people, just flying around, and cross country. Fixed gear, similar speed to a C, maybe a tad slower depending on the model, burns more gas, but very sturdy, and more or less the SUV/Pickup Truck of GA - an all around good plane. I personally decided on the Mooney (but a 182 is a great plane). Take care, -Seth

Now is your chance - Apply for the position. Send a letter - see what happens. And yes, I realize that is not how it's done. -Seth

Great Paint - Enjoy flying and not flying her - Even when just sitting at your airport, and looking at our parked aircraft, you'll be happy and smile that the paint scheme works so well. Take care, -Seth

Quote: carusoam In my dream hangar at my airpark home, I would own one of each. A,b,c,d.....r,s,TN. And a mite. I would also have about 6 or 7 corvettes. There probably won't be any room for Cessnas or Buicks...is anyone really passionate about Cessnas and Buicks? Best regards, -a-

Quote: Hank Seth-- Congratulations on your recovery! I've only porpoised once, after dark, coming home from my first overnight trip and I was so happy to be home that I quit flying the plane in the flare. On bounce #2, everything full forward and climb over where I hope the trees are and make another landing attempt. I kept thinking, "just make a normal landing, figure out what went wrong later." I typically pull all remaining power on short final, once I know I've got the trees cleared and can see the runway number, and I'm usually down on the 2nd or 3rd stripe.

I've been reading this thread very carefully as since I've gotten the Missile, I feel the heavier plane has affected my technique. I porpised for the first time, bouncing twice, due to coming in too fast on Saturday, went around, and then had an okay landing. When I headed for home after lunch, I arrived with the best landing in the Missile thus far (maybe one of my top 10 landings of all time - it was that smooth) - watch your speed, back pressure, and hold the plane six inches off the runway as long as you can once you are at idle (when you have a decent runway that is 3000 feet plus). Take care, -Seth

Quote: carusoam Do you think the metric system will make it back? Yes - though I do not think in Metric, I think it will make it back in another 10 to 50 years. -Seth

I went digital when my Tach stopped working in my F Model. Ended up deciding between the EI and Horizon units. Originally chose the EI, then changed my mind and went wih the Horizon unit. I was very pleased with it. After a few flighs, the digital vs radial readout became second nature. I also noticed slight changes in the RPM when climbing/decending, which meant I may have had a prop governor problem for a while and didn't know it. That being said, the Missile I now fly has an anaolg tach. However, I also have an JPI 830 that shows the manifold pressure and Tach in a digital and arch readout. Whenever something breaks, I try to take that change to make an improvement to the aircraft. I could just overhual or replace with older less expensive techonolgy, and sometimes I do, but depending on the situation, if the price delta is not huge (or significant depending on the item), I try to update with newer technolgoy. The 800 RPM start clock time on the Horizon did bug me a bit, but I deided that small percentage would not be a huge factor as long as I remembered it and factored it in for oil changes and resale value. Take care, -Seth

Once you get used to LOP in the Missile, please write up a procedure and send it to me so I can give it a shot! -Seth

Dick- I'd love to come up and meet you, but I have appointments today (yes, in the office the day after Thanksgiving - always a big day with my local clients who are not working today). It would be after dark by the time I get up there. Appreciate the invite. -Seth

There is a lady at Boca Avaition, I'll look up her name, who gave me a FANTASTIC discount on my tie-down as well as fuel when I was down there in 2009 for a conference in October. I expalined I'd rather stay at BCT a few miles from the hotel where I'd be for a week rather than at one of the other close by but further out airports. She got back to me, reduced the tie down rate, and said if it ended up costing more than the monthly tie down rate, that's where the cap woudl be for parking. She also gave me a healthy fuel discount if I topped off (I only ended up needing 25 or so gallons, but they were vey accomodating). I'll see if I can dig up the contact for you. She is big in NBAA and used to fly helicopters. -Seth

Parker- I'm glad your M20K will finally be in Florida as often as you'd like. -Seth

Thank you for the pics Mike! We should have gotten your girlfriend in one of the pictures.

The Missile has no cowl flaps. The F Model did, and on cold days I would keep them closed to help the engine warm up. Once in the green however, I'd open them into trail for takeoff and climb. As full power produces a lot more heat (and the sheer volume of cool air passing over the engine at flying airspeeds does indeed act as a coolling agent). I also always used to open the cowl flaps after landing for the taxi to the ramp/tiedown/hanger, and then close them after shutdown. -Seth

Clarence- Yes, I still have it - PM sent. -Seth

As many have said - keep flying it. As long as it's not making metal, compressions are good, and you don't sense it is going to fail - keep flying it. If you get more and more worried, and just stop trusting it, even if it is still performing well, that becomes a dilemma. I'd keep flying it until it burns a lof of oil, has low compressions, develops oil leaks, etc . . . It will be time to complete the overhaul at some point, but that some point may be years from now and hundreds of happy flying hours later. -Seth

Quote: carusoam That answers the long standing question, "how many kiwis does it take to lift a mooney?" Best regards, -a-

I'm unfortunatly returning my cards - I wanted blank cards so I could use them for more than just the holiday, but they come with a pre-set verse that cannot be removed. I did't realize that, and they cannot create blank ones - I requested that by phone before deciding to send them back. At least it will be fun setting up a photo shoot soon for a holiday card with my Mooney. -Seth