Parker_Woodruff

You've hedged your bets by reading the whole POH. It's something I try to get every transition student to do. Sometimes there is a time and place for the know-how of someone who has been in the plane a lot. How fast the electric trim moves. When it's best to manually trim (quickly!) such as a go-around. From an insurance underwriter's perspective, we see the losses. Training and regular flying keep losses down. Infrequent flying leads to loss of good habits and technique.

I had one trailing me on approach into Omaha once. Very cool.

Reasons for going to a MSC include them having the proper rigging tools (travel boards). Any A&P can make a Mooney fly straight, but it could be at the cost of 5 knots. There are a couple gear collapse threads on MS where the A&P knowledge of gear rigging is suspect. Doing gear rigging by the book is imperative and someone that doesn't work on Mooneys regularly will be billing you extra for the time it takes to learn. (So I've been told by my preferred Cessna A&P who tells every Mooney someone asks him to work on to Don Maxwell).

I wasn't aware of this - can you point me to a source?

SWTA or Maxwell

Your best (and most responsible) legal protection is good insurance with appropriate liability limits. As low as rates have fallen to, you all should consider increasing your passenger bodily injury sublimit to $200K or higher. Or make it a "smooth" limit (no passenger bodily injury sublimit).

Congrats!

Don is pretty busy and spent a week at OSH to help out with Mooney. Schedule ahead if you can.

That's not a lot of time to accomplish a prebuy on a Mooney.

Typically it's the other way around when you're talking about the "other" A&Ps signing stuff off as "airworthy" If it's all about getting "your guy" to agree, this whole thing is entirely subjective and there is no definition of airworthy

Don Maxwell. Call ahead to schedule as he can be busy this time of year. he also spent a week at Oshkosh, so he might be playing catch-up.

I wouldn't really be focusing on MP as you're on short final. You're dealing with a situation that requires (sometimes) more abrupt power setting changes due to rapidly changing wind conditions, etc. High and fast leading to long landings isn't really the best solution, either. You still have to bleed off all that airspeed down low. Try to fly precisely and when you need to land on a short strip, it won't be as daunting.

If someone will pay $99,900 for a "Re-Imagined" C152 or $159,900 for an Ascend C172, they should really consider this Mooney. http://www.aopa.org/News-and-Video/All-News/2015/July/20/New-Ascend-Skyhawk-is-fully-transformed

You might find this one worth a look. http://www.controller.com/listingsdetail/aircraft-for-sale/CESSNA-172P-SKYHAWK/1982-CESSNA-172P-SKYHAWK/1382433.htm 180 horsepower makes a C172 a really nice plane. Negotiate on the price and add a GTN650 and you're set.

If they would just have a real pay structure that makes sense there wouldn't be the problem mentioned in the previous post. FO = X Salary CA = Y Salary First year or two probation has a steep drop off for training. Keeps people from jumping ship unless there is a really good reason to do so. The unions like the sliding scales that currently exist.

The M20K is a fine airplane. I miss my 252/Encore.

Honestly Mike, that's how it is. They can email the pilots every day for a month talking about how they've got the pitchforks raised at management. Then they'll go silent for two months while they claim to be negotiating. Can't find out anything about anything. They only time they talk is when they email grammatically incorrect messages to pilots that are often the most illogical statements one could ever find.

Might want to check your FARs on that one. 14 CFR 1.1: Flight time means: (1) Pilot time that commences when an aircraft moves under its own power for the purpose of flight and ends when the aircraft comes to rest after landing; or (2) For a glider without self-launch capability, pilot time that commences when the glider is towed for the purpose of flight and ends when the glider comes to rest after landing.

Texas. Or any other "right to work" state where you can fly for an airline and join the union, paying the 2% union dues to ALPA. Or you can not join the union, tick a bunch of people off, and still have to pay the 2% to the union as a maintenance fee. The unions are the ones that want the monopoly. Competition makes everyone better. Having a system of forced dues with one option sure isn't the way.

Even if it is an electric gear Mooney, the rigging and preloads should be properly handled IAW the maintenance manual or this event could still happen.

I used it with my Mooney and up until last year when I was borrowing my friend's C172. Probably saved $250/year or more on gas flying 100 hours on per year the low side and 400 on the high side. Some airports have a substantial discount.

Paid-off airplanes are good airplanes. 80 hours of flying at $120/hour is $9600 and zero chance you're on the hook for a surprise engine overhaul. Save that money for a year and a half and you have nearly $30,000 sitting in the bank for an older Mooney with older radios that you may or may not want to take into IMC. And you still have the chance for a $25,000 surprise. I would say get creative with whatever your skills are and increase your income. Save every penny you can. If you get to a position where you know that going into the maintenance shop for annual inspection you will be able to pay for the worst-case scenario (metal in the oil filter...engine OH), and have an aircraft return to service, then you can afford it. yeah, it costs $600 to rent for a trip. It also costs $2000+ for a good annual on an M20C with a few squawks. That'll cover 4 of those trips you're taking once you account for the gas that you're now buying on top of that annual.

ADS - Addison, TX just north of Dallas It's a shame there's no longer much in the way of FBO competition there. And the city is a nightmare to deal with from a business perspective.

Cheaper? Sure...at what subsidy level? So it's not cheaper when we're all paying for it I've followed this whole thing for several years. There seems to be no clear direction with the project or with what the FAA wants to do on the deal. Avgas keeps getting made. And we keep chasing this idea of fragmenting GA fuel between "high performance" planes and everything else. Why even make this product when they know it's not the single replacement solution we need? Because with grants and subsidies, anything is possible! We need an economy of scale. Not a boutique fuel within a boutique industry. As I understand it, GAMI has a real potential product that can work in any existing GA engine and isn't taking subsidies. Hopefully their plan of staying outside the FAA mess works. http://www.aopa.org/News-and-Video/All-News/2014/September/08/FAA-selects-four-unleaded-fuels-for-testing

Here's what I have for my iPhone / iPad. Great when the plane doesn't have a 12V outlet. http://www.amazon.com/HyperJuice-7200mAh-External-Battery-iPhone/dp/B005PL6OW2/ref=sr_1_1?ie=UTF8&qid=1437668645&sr=8-1&keywords=hyperjuice+mini