triple8s

I could chime in with a number issues I've had but will resist the temptation to share my list. The bottom line for me is to be sure to check any and all work done by anyone on my plane. I've learned the hard way how many things can be done wrong. Try and learn as much as you can about the repair etc. so you will be able to look it over completely once it is done. Mechanics are human and will make mistakes. Unfortunately, some more than others. Tom Trust no one not even yourself. That's why we use checklists!

Congrats! I owned a C for 5 yrs and traded up last spring, still miss it badly. So many things a C can do. The C and E were probably the most versatile ever made by Mooney, fast, tough, economical...... I don't know of any other 180/200 hp airplane that can do 145-155 Kt, land on grass, climb into the teens, they are just so versatile.

I had a C for 5 years and it was a little squirrelly for a second during roll out. I figured it out (an old fella told me) what was causing it but I never fixed it because I traded planes. My C had a nose gear collapse back in 07 before I bought it, repairs were made and evidently the steering was ever so slightly off. What was happening was this on landing there was a split second when it was squirrelly because the rudder and nose wheel each had equal authority and they were not exactly in alignment. This can also develop due to wear of components. It can be checked by pulling your plane with tow bar on a straight line and watching to see if the rudder is perfectly straight. A tiny bit off will make a difference for a split second when rudder and nose wheel have equal authority. If all is adjusted properly Mooneys handle a cross wind just fine, just remember protect the nose.

I owned a C for 5 yrs had manual gear and the old style hub so I had the AD cost me 300 $ a year and I flew it to get the annual done. The bird had long range tanks and the Left aux tank leaked. The main tanks didn't leak. I checked on prices to get it resealed and it would've been expensive yes but it was a slight leak more like a seep so I never got around to fixing it. The whole point I'd like to make is if you get a GOOD airframe with a few mods you want and a decent engine fly it and fix the things you have to along the way. Most important get a corrosion free airframe with a decent engine. A prop ad is no biggie if you find a 60's model C or E and you hear it has no damage history I'd be very skeptical. A frequent flyer that has been properly maintained is what you want. I was a participant with all my annuals so maybe the costs were lower because of that, so with that mind I usually spent about a grand a year for my annuals. This doesn't count things like a battery every 3 or 4 yrs, a tire here or an instrument repair there. I traded my C and got an R and miss some things about the C, it was cheaper, burned less gas, was 30 Kt slower but I could drop in to those grass strips with the C, I don't do that with the Ovation. I didn't need a tug for the C, I wish I could have kept it too but hard enough to fly one plane let alone two. Good clean airframe and a decent engine that's what you want.

DANGIT! I had thought about going but have a project at work I've been trying to finish up. Bet that was a great day!

You can count on the big companies to through a wrench in the works.

I've been lookin for dark sky airports as well, maybe some in southwest Virginia. Going to visit a few after dark that I noticed on a recent "leaf looking" trip.

N78880 ( 65 "C" Model ) had a carb temp probe on the UGB-16 engine monitor and when I first had the monitor installed I was trully amazed at what the carb did, the temp swings it made during different phases of flight. One thing i was surprised at is how little OAT had to do with carb temp, so remember this, summertime or wintertime has little bearing on whether or not you can get carburetor ice. Its all about if the carb is cold and how much moisture is in the air and that doesnt take much either. I dont own 880 anymore but if I were to own a C model again I definately would invest in a way to monitor carb temperature.

Rotating MG tires at annual will help them last longer on our bowlegged Mooneys. They always seem to wear on the outside edges more quickly and if rotated the wear will be spread over the width of there tires.

THAT I could have soooo done without!

I was thinking about the future of airshows last week while at Wings over N. Georgia. Was cruising along with my 14 yr old daughter and remembering how it was very easy to go and see the Thunderbirds or Blue Angels and now they are setting more than flying because of reasons we ought not dredge up. Anyhow, I was wondering how many times there is an aviation event that we as Mooney Drivers fly to seperately and never meet. Makes me wonder if there was a schedule on the site for all airshows and we looked at them maybe we could say which ones we would be attending and maybe meet up or park together. I know last weekend I missed out on meeting several of the Mooney Drivers that were at Rome. There is another airshow near Charlotte next month and I'm thinking about flying to that one if work and life/home schedule permits. Here is a link to a site that lists lots of airshows world wide. http://www.milavia.net/airshows/calendar/showdates-2013-north_america-US.html

I had a UGB 16 in my C model and I was very pleased with it, lots of functions (16 as a matter of fact) can be chosen and the one display will display all of them. Customer service was great as they had patience with my stupid questions.

Ziplock bag is the only way to go! Yellow and Blue Make Green! Those pesky bottle wont vent when filling and the pressure occassionally sprays back at you, this never happens with a ziplock.

Just wondering...........the planes that were on the line when the factory was shutdown.......what year model will they be??????

I guess we just have to trust the chinese and the FAA to look out for us, lololol.

I looked into it some more- not a wooden spar- don't know where I got that from. The break ups were due to spar failure though, and the AD calls for periodic inspections and a reinforcement of the original spar (or replacement) We'll they (the govt) had their chance to buy the Mooney submission and chose the Beech. Wonder how long the Mooney wing would take high g loads over time.

Yeah I paid, I ordered tickets on the internet then read on later that if I flew down and entered as an exhibit it would be free admission. Guess I just made a contribution to the aviation community which is OK by me. Next time hopefully I'll be with the gang and get in free . Wont miss out on all the flying tails.

They may have put me with the Cessnas as punishment for arriving late and entering the pattern a bit fast.

Oh who had the Mooney with the cowl mod? It looked like maybe a Lowpresti?????

Maybe six Mooneys? Had thick fog at DKX and didnt get off till 9:15, so yes I was running late and parked at the north end of the field. Saw a few Mooneys there and lots of aircraft. The controller did an awesome job handling everyone I thought wouldnt want his job.

If Im not mistaken the 20 and the 22 have airframe service life numbers and after that they are yard ornaments. They have an expensive parachute life cycle too, No Thank You I'll have a Mooney Please. http://www.cirruspilots.org/forums/t/31830.aspx

If it were me I wouldnt retract the gear again until I got it up on jacks and at the very least operate the emergency retract.

Why have an "Encoding" altimeter insead of a seperate encoder? Whats the benefit?