Seth

IFR Pilot - It's such a great feeling when you pass the checkride and the examiner endorses it in your logbook. If you do not have WX in the cockpit, get a portable or something that has weather - It's amazing how the IFR ticket opens up the sky for you. You can travel almost all the time (avoide t-storms, fog, icing, etc . . .) CONGRATULATIONS!

GAI has a new FBO - and Darlene is gone (we had a few run-ins too). Montgomery Avaition is no more - it's now DC Metro Avation Services - number 301-963-8043, and are attempting to fix their reputation within the avaition community. That being said, many of the same people still do work there - and many of them are indeed good people (as I said, Darlene is gone) . They are renovating many of the hangers on the field, have new fuel trucks, and have tried to update their poilcies that caused the negative comments from so many aviatiors (myself included - I live near the field but kept my Mooney at Freeway for two years - love the people there, until I secured a hanger at GAI - which unfortunatly will be torn down soon for bigger hangers). Metro is close by, the aiport has a 4200 foot runway with GPS, VOR, and no joke an NDB apprach - which I've used during an IPC. on June 4th I'll be in town, and depending on your arrival and departure time, I'll give you ride to metro should the FBO not guarentee you a lift to metro (or back afterwards). It's about a 10 minute ride to the Red Line Shade Grove station - straight shot downtown from there. Metro is your best bet efficiency wise - if you have a lot of bags or gear, the FBO will arrange a rental car for you (though i don't know if you'll then have to go to Enterprise or something or if they'll just drop it there for you. PM me for my cell phone number or email. Also, you can't go wrong with FDK, Manassas, or Leesburg - they are all good, and you'll probably then rent a car, but they are all also further out. They are all good airports. GAI is just closer and didn't try as hard for a long time. Take care, -Seth

Thank Hank - PM Sent

As many of you know I have been looking to upgrade from my 1967 M20F. I've put about 400 hours on her over the past 2.5 years, earned my Instrument Rating, about to earn my Commerical, and have made the decision to sell and purchase as opposed to modify my bird. As some of you also know, I decided not to move forward with the purchase of a 252. I did have a contract on it and was not personally satisfied after the prebuy insepction. I can speak with you about that aircaft if you'd like via PM. I have let certian people know that I'm looking, and a local Mooney Misslie is about to go on the market. I may have a chance to make an offer before this occurs and save the current owner some hassle. The problem is, I don't know enough about market value of the Missile, as there aren't any listed on controller, barnstormers, and I have yet to look at trade-a-plane or ASO. Evidently it is a "sweet" and well maintained Missile. This is a 1993 MSE converted to a Missile. About 950 since the conversion, 1400 TT on the airframe, with a TOP overhaul in the past few years. The owner is moving up to a turboprop. It has a garmin 530 (not sure if it's WAAS - but with this guy I'd suspect so), flight director, 3 axis autopilot with altitude select, engine monitor (mine does not have any of those) and the fuel tanks are not leaking. No gear up history, but I haven't perused the logs yet for other damage. Also, evidently it has good paint. I have not personally viewed the aircraft closely, but I have seen it at one of the local fields and my mechanics at the MSC all say its a no brainer to purchase (not just so they can work on it, but because they say its a well maintained bird and it makes sense for me). My mission - Faster than a 1967F. I was looking at basically, the 252 and early Ovations. The ovations seem to be just out of my comfortable price range. Moving up to a M20J/201 just doesn't make sense to me. I get 148 sometimes even 150 knots (zero wind) out of my F, and for an extra 10 knots, unless it's a screaming deal, it just doesn't make sense. I would love FIKI, but again, I think that it would be out of my comfortable price range at this point. If I go turbo, only a 252. Later in life, I do plan to get a larger aircraft that can seat 6 or more, have FIKI, be pressurized, and move. At that time, it may be a twin, single engine turbprop, twin turbocharged, who knows - maybe just a piece of a plane for long flights. This aircaft, would be my fun to fly and less than x amount of miles bird. It would be my primary for now and the near future. My 67F has been great, but as mentioned, there's no GPS in panel, no AP (yes wing leveler), no engine monitor, needs a paint job, and is a 1967 - the Missile aircraft would be a 1993. Resale - should I want to sell in 10 years, the 1967 would be better than 50 years old - the 1993 would still be under 30 years old - but it would be a "modded" aircraft. The Missile intrigues me because unlike the Rocket (I mean no offense to the Rocket people who swear by them on this board) my MSC says that conversion is fine. They suggest I do not pursue Rocket's at this time. I've spoken with many people about the Rocket and I'm 50/50 as to the validity of that statement, but I am not pursing them. I am also not pursing at this time a turbo F. I realize the Missile is a very similar modification by Rocket engineering, just a separate engine, and I think, though I'm not sure about a separte prop. I looked up this Mooney online on flightaware, and speeds were 175 to 190 most of the time on the last five or six flights. Yes, I won't get up above all the weather, but I haven't done that currently anyway. I've flown to the west coast, do not yet have oxygen in my plane (I plan to - this one may have oxygen built in) but need to for weather avoidence in the future. For certain trips, I would love to climb up into the mid teens and let the wind push my while sipping gas - the 300 hp will get me up there. So, I realize this post has rambled, and no, I have not spell checked (not on my home computer) but please do let me know the following: 1. Gotchas of the Missile - What are the big headaches? 2. Is the Missile going to be a hard sell down the road - Does the "modded" stigma lower the purchase price (good now, bad later) 3. Turbo - I know what some turbo people think but - I'm based on the east Coast. I have however traveled to the west coast once, Chicago and MN a few times, and Texas a few times in my F. Is it wrong not to just go turbo despite the higher costs? I wouldn't go Bravo and the only Turbo would be a 252. 4. Fair market value - what have Missiles gone for recently? It will help me justify my offer to his asking price (which I don't even know yet - I'm calling him for details later today). 5. Thoughts - anything anyone wants to mention. I have always valued the collective knowlege of this board (though "group think" can be very dangerous Thanks, -Seth

I completed the pre-buy inspection on that aicraft, 622MA on Friday and plan not to move forward. PM me if you want the details. -Seth

Actually, there are words for it: "Duh, Winning" and "Tiger Blood" If you listen, you just know he's on something or messed up in the head. And I guess "He" is both Charlie and this idiot pilot.

I read this on a different avation website and figured the Mooney community would appreciate the story: -Seth Warning: long (but good) anecdote. I received this from a friend, and felt it deserved a wider read. We (my friend, not me), who flew in the industry, can easily put ourselves in this Captain's shoes and say - "There, but for the grace of God, go I" If you have already seen it - Sorry. But it is still a very good read. "I'm currently still in one piece, writing from my room in the Narita crew hotel. It's 8am. This is my inaugural trans-pacific trip as a brand new, recently checked out, international 767 Captain and it has been interesting, to say the least, so far. I've crossed the Atlantic three times so far so the ocean crossing procedures were familiar. By the way, stunning scenery flying over the Aleutian Islands. Everything was going fine until 100 miles out from Tokyo and in the descent for arrival. The first indication of any trouble was that Japan air traffic control started putting everyone into holding patterns. At first we thought it was usual congestion on arrival. Then we got a company data link message advising about the earthquake, followed by another stating Narita airport was temporarily closed for inspection and expected to open shortly (the company is always so positive). From our perspective things were obviously looking a little different. The Japanese controller's anxiety level seemed quite high and he said expect "indefinite" holding time. No one would commit to a time frame on that so I got my copilot and relief pilot busy looking at divert stations and our fuel situation, which, after an ocean crossing is typically low. It wasn't long, maybe ten minutes, before the first pilots started requesting diversions to other airports. Air Canada, American, United, etc. all reporting minimal fuel situations. I still had enough fuel for 1.5 to 2.0 hours of holding. Needless to say, the diverts started complicating the situation. Japan air traffic control then announced Narita was closed indefinitely due to damage. Planes immediately started requesting arrivals into Haneada, near Tokyo, a half dozen JAL and western planes got clearance in that direction but then ATC announced Haenada had just closed. Uh oh! Now instead of just holding, we all had to start looking at more distant alternatives like Osaka, or Nagoya. One bad thing about a large airliner is that you can't just be-pop into any little airport. We generally need lots of runway. With more planes piling in from both east and west, all needing a place to land and several now fuel critical ATC was getting over-whelmed. In the scramble, and without waiting for my fuel to get critical, I got my flight a clearance to head for Nagoya, fuel situation still okay. So far so good. A few minutes into heading that way, I was"ordered" by ATC to reverse course. Nagoya was saturated with traffic and unable to handle more planes (read- airport full). Ditto for Osaka. With that statement, my situation went instantly from fuel okay, to fuel minimal considering we might have to divert a much farther distance. Multiply my situation by a dozen other aircraft all in the same boat, all making demands requests and threats to ATC for clearances somewhere. Air Canada and then someone else went to "emergency" fuel situation. Planes started to heading for air force bases. The nearest to Tokyo was Yokoda AFB. I threw my hat in the ring for that initially. The answer - Yokoda closed! no more space. By now it was a three ring circus in the cockpit, my copilot on the radios, me flying and making decisions and the relief copilot buried in the air charts trying to figure out where to go that was within range while data link messages were flying back and forth between us and company dispatch in Atlanta. I picked Misawa AFB at the north end of Honshu island. We could get there with minimal fuel remaining. ATC was happy to get rid of us so we cleared out of the maelstrom of the Tokyo region. We heard ATC try to send planes toward Sendai, a small regional airport on the coast which was later the one I think that got flooded by a tsunami. Atlanta dispatch then sent us a message asking if we could continue to Chitose airport on the Island of Hokkaido, north of Honshu. Other Delta planes were heading that way. More scrambling in the cockpit - check weather, check charts, check fuel, okay. We could still make it and not be going into a fuel critical situation ... if we had no other fuel delays. As we approached Misawa we got clearance to continue to Chitose. Critical decision thought process. Let's see - trying to help company - plane overflies perfectly good divert airport for one farther away...wonder how that will look in the safety report, if anything goes wrong. Suddenly ATC comes up and gives us a vector to a fix well short of Chitose and tells us to standby for holding instructions. Nightmare realized. Situation rapidly deteriorating. After initially holding near Tokyo, starting a divert to Nagoya, reversing course back to Tokyo then to re-diverting north toward Misawa, all that happy fuel reserve that I had was vaporizing fast. My subsequent conversation, paraphrased of course...., went something like this: "Sapparo Control - Delta XX requesting immediate clearance direct to Chitose, minimum fuel, unable hold." "Negative Ghost-Rider, the Pattern is full" <<< top gun quote <<< "Sapparo Control - make that - Delta XX declaring emergency, low fuel, proceeding direct Chitose" "Roger Delta XX, understood, you are cleared direct to Chitose, contact Chitose approach....etc...." Enough was enough, I had decided to preempt actually running critically low on fuel while in another indefinite holding pattern, especially after bypassing Misawa, and played my last ace...declaring an emergency. The problem with that is now I have a bit of company paperwork to do but what the heck. As it was - landed Chitose, safe, with at least 30 minutes of fuel remaining before reaching a "true" fuel emergency situation. That's always a good feeling, being safe. They taxied us off to some remote parking area where we shut down and watched a half dozen or more other airplanes come streaming in. In the end, Delta had two 747s, my 767 and another 767 and a 777 all on the ramp at Chitose. We saw to American airlines planes, a United and two Air Canada as well. Not to mention several extra Al Nippon and Japan Air Lines planes. Post-script - 9 hours later, Japan air lines finally got around to getting a boarding ladder to the plane where we were able to get off and clear customs. - that however, is another interesting story. By the way - while writing this - I have felt four additional tremors that shook the hotel slightly - all in 45 minutes. Cheers, J.D." PS - Personal note: I did not see anyone in the news even mention anything about this problem. Which, to me, meant everyone made it 'on deck safely' - perhaps not where they thought they would be that night but still 'safely on deck'.

That's got to be scary. I know Runway 18-36 was the only runway open 8 days ago due to the race mentioned in an earlier post, and it is the shorter runway (2800 feet), but it's not too short at all. I'm glad that the door in the picture is open, and I'm assuming all aboard are okay. I haven't looked into this yet. I landed here for lunch at the cafe at the FBO just two weeks ago. I was landing on 36 and as I set up for short final, a boat pulled forward maybe 100 feet from the edge of the runway so I would fly right over him. Though neat for them, I wasn't sure how I felt about that. I hope these guys are okay. -Seth Edit: One person on board - the pilot - he's fine and declined medical treatment at the scene. Edit #2: Evidently a T-28 crashed short of the runway and into the water at Albert Whitted field yesterday or Sunday as well - It was part of the opening ceremonies to the race - video is here. Both pilot and passenger are safe. http://www.wtsp.com/news/topstories/article/183800/250/St-Pete-Police-Plane-misses-Albert-Whitted-runway

I had about 120 hours when I purchased N9567M a 1967F. It's been a great 400 hours the past two and a half years. I'm now at about 520 TT. Insurance has dropped nearly in half, I've earned my IFR, and I'll have my commercial pretty soon. Update: At about 630 TT I purchased a M20J Missle 300 and sold my F model. I loved the F but am loving the Missile now! Closing in on 700 hours TT -Seth

Also, while down there, I flew over to SPG - Albert Whitted Airport to give a friend his first flying experience. They have temporarility closed runway 7-25 for a car racing event where the airport will be used as the straightaway - I haven't looked it up, but does anyone know what circut this for? Lemans? While taxing back to 36 for takeoff, I glance to my right, and behold - a Mooney M22 Mustang. One of only 36 ever produced. I took off soon after, but that's the first time I've laid eyes on an actual M22. Have fun at the game!

UPDATE - As I pulled back the power and began my decent into Tampa on Friday, my engine started running REALLY rough, vibrated badly, and started popping and banging just as it did two years ago and similar to your engine on takeoff when you began this thread. I let ATC know immediately that I had a rough running engine. I was able to smooth it out somewhat by keeping 2500 RPMs, full rich mixture, and very slowly manipulating the manifold pressure. As I pulled power on landing, I thought it might have quit on me. Tampa approach was great in giving me assistance and allowing me to stay higher longer, until I was sure I could glide to one of many fields. One I landed, I had a mechnic on the field look over the engine for me, and as soon as we together took of the cowl, again, it was obvious that fuel was not properly dispensing from one of the injectors. A flush of the fuel injector lines and boom - smooth running engine. This time it wasn't a piece of dirt, but what looked like paint chips, or slivers of paint - no clue how they got in there. Has this type of event happened to anyone else except for Aaron? It's now happened to me twice - once on Thursday, and once in Julyish of 2009. Thanks, -Seth

To reply to the runway length minimum question - there's an old thread on that from 2009, but with more members on teh board now . . . I used to operate out of W00 - Freeway as my home base in Maryland and the runway is 2400 feet with a displaced threshold on one end, 40 or 45 feed wide, with tall trees, power lines, and a highway. That's where I learned to fly the mooney. I have been into a 2000 foot strip, and would proabaly consider an 1800 foot strip, but I've never landed at anything less than 2000. Oh, and I have manual flaps - once I've touched down, during the landing roll, I raise the flaps in order to keep the aircaft firmly planted on runway. This may not be necessary, but for a short field technique, it allows for greater breaking. Also, seeing that learned the Mooney at W00 - Freeway, maybe that's the way they teach all their students (I've only flown a 172 there once). -Seth

I just spent 4 days in Tampa for the NCAA games. I suggest Peter O'Night field, KTPF. There's only one FBO on the field and they are very nice to deal with (helped me out with a rough running engine). Also, they rented me a vehicle for less than half of what was being offered online anywhere (NCAA tournament increased the rates accross the city). It was even a Ram 1500 they game me, not a small compact - it worked out very well. I left this morning. This is a non towered field under class Bravo (TPA) and just a short inlet bay accross the water from an Air Force Base - if you depart runway 22, make sure to turn left pretty quickly or you'll have a pair of F-16's as wingmen pretty soon (ask them about the time an F-14 and a C-130 landed there by mistake). Construction is ongoing on the ramp but the aircraft are kept well clear of it. The airport is locatedon Davis Island and has a very good feel - you're about 15 minutes by car to TPA. There is no FBO handling fee, parking is $12 or $16 a night, and they waive the first night with a fuel purchase. And Princeton nearly upset Kentucky - that was a good game! -Seth

To update this thread - Even though I originally chose the EI unit, I ended up changing my mind and went with the Horizon unit. Now that I've got a couple hours with it, I'm very happy with the performance. The Horizon unit also has led lights that immediately catch your eye if you lose a mag or if you are not in a standard operating RPM range. I had the unit zero timed to my engine so my engine hours are what it's counting, not airframe time - it allows me to better visually see my engine's total hours. I could eaisly figure out the math, as I used to do on my previous tach, but this was a nice touch. Both units could have easily been programmed this way. Thank you for the suggestions, PMs, and the factory reps that I talked to who swayed me to the Horizon unit. I'm sure the EI would have been fine, but the Horizon is what I chose. The construction and reliability of the Horizon unit recieve very high marks. PM me and I'll give you a fun story that one of the factory rep told me that I'm not sure is actually true or not - but it was decent story. I'll give a longer term PIREP in the future. Take care, -Seth

Jeff- That is quite a detailed list. The MSC at Freeway (W00) has taken care of my Mooney since I purchased her, and took care of her for the 20+ years before that through two owners. Though some work has been completely elsewhere, Freeway knows the airplane well and I trust them with 9567M. The years of experience that Tommy, Bruce, and the others have will match up wtih any MSC (except maybe the factory in Kerville). Also, FYI - Mike is no longer at Freeway (just as of a few weeks ago). Over my first three annuals (this past one just completed), I'm not yet at $20k, but I'm pretty close at this point. Feel free to PM me for specific details to work completed. Only two items were for a panel upgrade/repairs - the oil temperature indicator had to be overhauled soon after purchase (10 hours into ownership), and just recently a new digital Tachometer when mine stopped working. I do plan to install a 430 waas at some point. Safe flying, -Seth

My younger brother works at the apple store, and understood my decision to wait until the "2" version. He has the first generation iPad and I admit it is a fantastic piece of equipment. I've been watching what it can do for the cockpit and when my laptop quits, the iPad2 will be it's replacement. The iPad 2 is not a true laptop, but with a home computer, iPad2 and maybe a bluetooth keyboard, it will do just fine - the avaition apps and mounting in the cockpit are a pure bonus!

Congratulations Mitch! When you press that button on the screen at that end stating: YES - Give me my score - it's a great feeling to have a passing number, let alone 97%! Now go ace the oral and practical.

Looks like Continetal Engine Co. is not the only one: http://www.avweb.com/avwebflash/news/Cirrus_Acquired_By_Chinese_Company_204192-1.html Cirrus sold to Chinese company.

Here is the news article about it: http://www.news-gazette.com/news/courts-police-and-fire/2011-02-17/pilot-walks-away-after-crashing-plane-north-urbana-yard.html The pilot's name was mentioned in the article. Daniel, if you normally read MooneySpace, then know that we're glad you're okay. -Seth

I agree with takair. Most likely there is an insulation crack on one of the spark plug cables. Denser air acts as an insulator at lower altitudes but as the air becomes thinner at high altitudes it looses the electrical insulation properties. This is a common problem on radars that use magnetrons. José

Thank you for all of your advice. Both units are pretty much even but I chose the EI R-1 because I like the idea of the LED simulated arc as my Tachometer placement is way over on the right side of the cockpit above the manifold presssure. Also, not including initial ground taxi (vs 800 RPM in the P-1000) and a slightly lower price assisted in the decision. The aviation consumer article was a big factor, but not as big as the advice here on the board. Thanks everyone. -Seth

I guess this means a 1967 M20F should have the holes for headrests that a Toyota would fit. Anyone looking get rid of any headrests?

Get the written out of the way as soon as possible. Do not let the written not being complete cause you to push off a checkride. I passed my written and the next day took my practical. I did finally get to my IFR after life getting in the way, but when I did train in ernest, I finished it in just under a month. Had I not passed the written, I would have had to push off the IFR practical. However, I probably should have spent the day before the practical chair flying. Working on the commerical written now.

Thanks for the input regarding the digital tachometers. I've decided to replace the tachometer with either the E.I. or the Horizon P-1000. I understand the difference of RPM live recording starting points (800 RPM on the Horizon, much higher 1200-1300 on the EI), but are there any other gotcha's with either unit? I understand the size difference (E.I smaller with LED arc - Horizon with larger readout). The price difference is minimal. 1. Does the LED simulated arc on the EI bother anyone during nighttime flight? 2. Was going from an arc to not having one on the Horizon a big issue? 3. Does the EI have any of the diagnostic figures - overspeeding, open mag circuit warning, etc like the Horizon? Thanks again. I'll do some more research tonight and make my decision in the morning. -Seth