Seth

Love it! I remember them making 747 and 787 path writings, and maybe even the Boeing logo once, but this is pretty cool. -Seth

And going back to the original poster, there are two other Mooney MSC's nearby that do good work: Weber at LNS AirMods in NJ Depending on the speed of the Mooney, both are not too far away (max an hour each way). Tommy, Chris, or John will be able to tell you about the airplane you are considering however - their reputation is too important. -Seth

Not any shop is perfect, but their drawbacks are not pertinent to their workmanship nor Mooney knowledge. My wife may not love the bathrooms, but she is confident in their ability to spot problems before they happen and allow us to trust our Missile.

The Freeway Mooney MSC at W00 must be one of the most underrated MSC's in the country. Stan owns the airport, MSC, flight school, and facilities - he lives on a home on the other side of the airport (his old family farm I think). Tom is the lead A&P. Chris and John are both excellent A&P's and know Mooney's inside and out. Tommy and team may have some of the best Mooney knowledge outside of Don Maxwell. I am lucky to have them in my backyard - amazing knowledge and skill. Yes the place looks worn down - and it looks better than it did just a few years ago!! They have put some money into the bathrooms, runway markings were repainted a few years back, and some trees were taken down on the approach ends of each runway. I learned to fly Mooney's at Freeway and purchased an F model that Tommy let me know the owner was considering selling in 2008. The runway is short and narrow. 2400 by 40 feet with a displaced threshold on one side with trees, and a 45 degree power line on the other, so your final is at 45 degrees until 100 feet out. I have never had a problem operating the F or Missile out of Freeway. If you fly your proper speeds, you are fine. If you have not touched down by halfway down the runway, go around - it's that simple. Often you can turn off halfway down the runway. The taxiway goes up and down a hill; if you can taxi at Freeway, you can taxi anywhere Side note: When Sept 11th shut down many airports near DC, Freeway created a second operation out at Ridgely, KRJD, in Eastern Maryland across the Bay Bridge. It has a 3200 x 50 foot runway and open approaches on both sides. If anyone has an issue with going into the SFRA or a short runway, land here and Freeway will Ferry it over to W00 or work on it at RJD. Tommy and team are those that found the E model for the current owner that Fernando is thinking of purchasing and needs a partner for. It was one of their customers who had mentioned he was looking to maybe get out of flying. The airplane never hit the full market and changed hands. Fernando would feel more comfortable moving forward with that M20E with a partner - again - well maintained aircraft and a great potential partner in Fernando. If I didn't have the Missile I'd consider it. Freeway does EXCELLENT work. They can sometimes be slow with billing, but they'll have the airplane ready for you if you tell them you need it by a specific date. I recommend them. Freeway: 301-262-6544 - ask for Tommy, Chris, or John. Sue is the office manager. Feel free to PM me should you wish to chat. -Seth

I've heard from two Mooney Service Centers on the east coast that it has to do with time online as well as liability if what they post is incorrect. -Seth

I have flown in the specific E noted that Fernando is talking about. It's a fantastic example of an E. It's also a fast E and cruises at 150+ knots. The current owner put in a Garmin 650. Paint is in good condition. It's maintained by a Mooney Service Center, Freeway Aviation @ W00. It flies a lot which is good for the airplane and engine. The current owners flies multiple times per week and often under the hood with friends (Fernando, me, others) as safety pilots so he can stay much more than current). Also, Fernando, the poster, is a great person. He's exactly the type of person you would want to consider for a partnership. I've known him for years and can vouch for him. If I did not have my Missile, I'd be seriously interested in this partnership. PM me for any personal details. -Seth

I have arrived at Oshkosh!! Wednesday morning early. I'll swing by the caravan tent and will attend the Mooney International event today. Aircraft is at Bassler and I'm camping with some buddies in North 40 (the pirate flags). -Seth

I will try this. When you say unplug the AP - where - the control unit in the panel? The unit in the avionics bay? The servos? All of them? The AP test on the ground works fine - normal test at start up with no failure indicated. -Seth

I just got a suggestion that Carpenter Avionics in Smyrna, TN is also really good and is much closer to me thatn AP Central in TX, but AP Central in TX without question is the place from what all the forum say. Maybe I should hold off on the repair Erik! A digital AP may make sense. Then again, I'll still price out the repair. -Seth

Hi MooneySpace- I have had an autopilot failure in my 1983 Mooney M20J Missile 300. It is the factory King KFC 200 autopilot. I had it adjusted in 2011 when I purchased it has performed nearly flawlessly ever since - until yesterday. I flew from GAI (Maryland just outside Washington, DC) to Peoria, IL - about a 3.5 hour flight. When in the climb once clear of the SFRA and after picking up my IFR clearance, I set the autopilot and the plane immediately made a hard left turn and dropped the nose. I disengaged the autopilot. I figured I may have hit the backcourse button. I hit Flight Director, then NAV, indicating I was coupled, I engaged the autopilot, and again, a few seconds later, hard left bank with a dropping nose. I disconnected again. I have hand flown acrross the entire United States and in all sorts of weather in my former 1967 M20F so I had no qualms hand flying, I just was not at the top of my game. By two hours into the flight, my scan and skills were back where they should be. I later made a flight into Chicago's airspace and landed at KPWK (Chicago Executive) to stay with my brother for the night. I have meetings in Mequon, Wisconsin today, and then I take a few days off and visit Oshkosh. Troubleshooting: It seems in any mode, when the flight director commands the autopilot to turn right, nothing happens. When the autopilot commands the plane to turn left, it does, but since no right turn works, the plane continues to steepen it's left turn. Even the straight and level just AP on function slowly starts drifting left and then banking a diving to the left as the left command is sent. I'm not sure if the left command stays on or simply once selected, it can't go right, thus doesn't even level. Even altitude hold mode only, since it uses the straight and level feature, slowly ends up processing to the left when a left correction is needed. Not sure if it holds altitude in the left turn. So: Collective Wisdom: 1. Is it a bad servo 2. Is it a bad control board 3. Where should I take it? Local shop? Autopilot's central in Texas? The place in Tennessee that's similar? 4. I'll be at Oshkosh - any suggestions? Bendix / King booth? Thanks! -Seth

Hi MooneySpace- I have had an autopilot failure in my 1983 Mooney M20J Missile 300. It is the factory King KFC 200 autopilot. I had it adjusted in 2011 when I purchased it has performed nearly flawlessly ever since - until yesterday. I flew from GAI (Maryland just outside Washington, DC) to Peoria, IL - about a 3.5 hour flight. When in the climb once clear of the SFRA and after picking up my IFR clearance, I set the autopilot and the plane immediately made a hard left turn and dropped the nose. I disengaged the autopilot. I figured I may have hit the backcourse button. I hit Flight Director, then NAV, indicating I was coupled, I engaged the autopilot, and again, a few seconds later, hard left bank with a dropping nose. I disconnected again. I have hand flown acrross the entire United States and in all sorts of weather in my former 1967 M20F so I had no qualms hand flying, I just was not at the top of my game. By two hours into the flight, my scan and skills were back where they should be. I later made a flight into Chicago's airspace and landed at KPWK (Chicago Executive) to stay with my brother for the night. I have meetings in Mequon, Wisconsin today, and then I take a few days off and visit Oshkosh. Troubleshooting: It seems in any mode, when the flight director commands the autopilot to turn right, nothing happens. When the autopilot commands the plane to turn left, it does, but since no right turn works, the plane continues to steepen it's left turn. Even the straight and level just AP on function slowly starts drifting left and then banking a diving to the left as the left command is sent. I'm not sure if the left command stays on or simply once selected, it can't go right, thus doesn't even level. Even altitude hold mode only, since it uses the straight and level feature, slowly ends up processing to the left when a left correction is needed. Not sure if it holds altitude in the left turn. So: Collective Wisdom: 1. Is it a bad servo 2. Is it a bad control board 3. Where should I take it? Local shop? Autopilot's central in Texas? The place in Tennessee that's similar? 4. I'll be at Oshkosh - any suggestions? Bendix / King booth? Thanks! -Seth

How was the mass arrivial? -Seth

good point.

I will indeed stop by!!!! Also, I know of someone who may be purchasing a 252, Ovation, Missile, or Rocket soon, so . . .

I was planning on getting a few things for my wife and kids! Great point!!

There is a fine line between preparation and paranoia. I live on that line! -Seth

I haven't been to EAA Airventure Oshkosh since 2009. I have never camped with my aircraft at Oshkosh. In 2009 I camped in a trailer with friends. I'm camping this year with a group that has a lot of equipment they leave at Oshkosh in a storage shed and climate controlled facility nearby. They will take care of dinners, a charging station for the group to use, and a lot of other equipment. Technically it won't be with my aircraft, but my plane won't be too far away (either at Bassler or in GAP). Same with my normal crash bag and survival gear normally kept in the Mooney. I will only be there for two nights - Wednesday and Thursday - (maybe three depending) only if meetings end early Tuesday and I'm up for the FISK Arrival at that point - I plan to arrive RIPON at 7AM on Wednesday morning. I will have two bags - my business bag with business clothes that will stay in the airplane (no need for a suit at Oshkosh) and my Oshkosh bag and supplies that will come out of the airplane. What should I make sure to bring? I've created a list below, but give me what you really feel I should bring if you don't want to read, and what I've missed if you do! -Tent: Recently resealed - keeps water out, fly, tarp, stakes, rubber mallet, inflatable mattress, blankets/sleeping bag, pillows -Aircraft tie downs (even though I secured a night of parking at Bassler in case the field is full like Wednesday last year). -Folding chair with straps -Flashlights galore, LED lantern, even a head wearing flashlight -Snacks - applesauce pods and granola bars - they'll have food for dinner and breakfast, as well as foods on and off the grounds. Again, only there two days. Will also have some water with me but I know water is available on the ground for refills. -Shower Power: Two towels (oldest - may leave or dispose of afterward), shower shoes, shower bucket shampoo, conditioner, soap, deoderant, - I'll have full toiletries in the business bag but don't plan to shave my face during those two days. -Meds: Extra asthma meds, allergy meds, ouch meds (ibprofen), basic first aid stuff -Cash -Pocket knife / multi tool - probably two of each -Matches -Hat Sunscreen Sunglasses -Backpack -Battery power supply for Iphone/Ipads - 3 units total (1 5-7 charge device, two 2-3 charge devices) -Shoes - sneakers, hiking boots (for wet grass), shower shoes - will bring second pair of sneakers for wet days -Poncho / umbrella / rain gear - it will be wet -MANY socks -Many batteries -Not that many shirts - Probably my red MOONEY AMBASSADORS - shirt - I figure I'll buy a couple shirts there. -One fleece, Jeans, shorts, underwear, undershirts, light jacket, vest with lots of pockets. Thanks! -Seth

According to the link sent earlier: The docks where the picture was taken were not constructed until 1936, thus the printed book cannot have included a picture from 1935 showing the dock as it did not exist in 1935. "The Republic of the Marshall Islands is following your investigation of the Amelia Earhart mystery with great interest. The Ministry of Foreign Affairs, on behalf of the Government of the Republic of the Marshall Islands, confirms that the photograph found in the US National Archives is the dock at Jabor on Jaluit Atoll. Jabor Dock was built in 1936. The events of this period are still recalled by our eldest citizens. The claim that Jabor dock was already built in 1935 does not match the historical record. Therefore, it would not have been possible for any photos to have been taken of the Jabor dock in 1935. The dock simply did not exist. The elders who confirmed that Amelia and her navigator were brought to Jabor are of the highest standing and reputation in our community. The ministry hopes this helps the record straight." The link earlier in this email thread is a bit overzealous, but does give a good argument about the book being wrong or dated wrong. https://earhartonsaipan.blogspot.com/2017/07/marshallese-government-confirms-date-of.html

This is what my wife thinks. Japanese government pre-dated the picture on purpose (could be by accident, she thinks it was deliberate).

Aerostar as well.

I went from a 1967 M20F to a 1983 M20J Missile 300. 148 knots to 185+ Both have over 1000 lbs useful load. Missile has more speed, autopilot, moving map waas GPS, six pack, HSI, better paint and interior, fully feathering prop, extended range tanks. F was 148-152 depending on Ram air and temp all out. The Missile is 190 if I want to burn up the engine - 191 is the best I've seen flat out for a cardinal direction speed run and average check. Around 20 GPH. That will burn up the engine. Both are best between 7000 and 9000 or so. The Missile is much better fuel burn wise at altitude. Higher is better. I normally fly between 170 and 180 true for 11.5-15 GPH depending on altitude to keep the aircraft more economical. My F was a 4-10 year first aircraft. Did not know what I'd upgrade to when I bought it. Looks at what upgrading would cost in year 3 vs the final value so I sold the F and upgraded with what I'd spend on the upgrade costs and got a baby Ovation in the Missile. Climbs better because it's lighter. I was not sure what brand I'd upgrade to but the intent was to upgrade. My 4-10 year plan lasted 3 years. It's been 6 in the Missile now. I miss the light tough of the F, the manual gear and flaps (though I like the electric gear and flaps of the Missile), the fuel burn, lower engine and insurance costs. Next aircraft will be pressurized and I'll keep the Missile. -Seth

Any updates on this SB potentially becoming an AD?

Great!!!

Last second fly in tomorrow morning!!!! That's Sunday July 9th!! Mid-Atlantic Mooney's - We'll be at Milville NJ - KMIV with arrivial at 8:30. Hope to see you there! Please RSVP so I can reserve a table or a few large enough when we arrive. We already have a few aircraft coming. See you in the AM!! -Seth

He has more hair probably than any male in my total extended family right now. -Seth