Parker_Woodruff

Sending you a PM. My availability is a bit patchy, but I'll see if we can work something out. I used to own a 1987 M20K

Sending you a second PM here shortly. Small chance I can make it work. Doubtful. We could go to Texas, drop me off in Dallas, then you fly home solo.

Hmmm. That's 162 pounds. Seems a bit much for the mods you listed. I wonder what actual scales would say today.

What numbers are we talking about?

There isn't really any difference how you fly the plane with or without the intercooler. You'll just notice cooler temps

I'd get the Top Prop

It looks like the engine should be flown like the 252. (Same exact engine identifier). That means 11.5 gallons/hr LOP will give you between 160 knots down low and 185+ knots up in the Flight Levels 170 knots is a nice goal at 10-12k

We certainly aren't immune from awful airmanship. There are a couple CFIs I will not fly with and a couple 45 hour private pilots I wouldn't mind telling to wake me up when we get there. And there are certain planes I will not fly without recurrent training...which includes any twin if I haven't done single engine training in the last 6 months.

I would suggest a Cessna 182RG. You'll get the same speed as your Mooney (150 knots). You'll burn about 12 gph. And the useful load will push 1100-1200 lbs. But with a partial fuel load, the capacity in the cabin is quite large. I think the C182RG is somewhere around 88 gallons fuel capacity.

Pressure altitude is of primary concern. Prop performance is entirely concerned with density altitude.

very nice!

Is it the Skybound adapter, pictured here? http://jeppdirect.jeppesen.com/main/store/product_details.jsp;jsessionid=v6ZSVpxP5vsXnJ7zbjh0rp1rFQgXQhmM6LvbyJTrsN2hP3QDk8s5!-977212637?id=prod850002_ca

Hi Amelia, I don't remember the specifics on the KT-76A, but just be sure there isn't a remote encoder outside of the transponder unit that needs to be replaced. Otherwise you've just swapped boxes but the transponder isn't the problem. I think they call it a "blind encoder"

The left tire on aircraft with clockwise-turning propellers (as viewed from the pilot seat) will wear faster than the right side due to torque and Newton's laws. I imagine this is magnified on the left side of the left tire. But I suppose there could be minor angular variations from airframe to airframe.

I still don't know what I saw fly under the Cessna that day in Alabama at 5000' headed eastbound. But it wasn't a bird and it was fast moving. Not cool.

I'm not quite sure on the windsheer theory. A loss of airspeed due to windsheer would cause the nose to drop. Unless there was an initial increase of airspeed and pitch up, followed by a rapid decrease in airspeed, then this doesn't make sense and is why I suggested the tail AD. Can you be a little more detailed in the order of events with airspeed and pitch changes? Were you able to return the trim to a more normal setting? Was the autopilot on when you experienced the pitch-up?

Did you land immediately or keep flying? Check tail AD

Awesome I don't have to look through every DP chart to figure out which one I need for the direction I'm going!

And the people that say it takes $70-$100K to get all your ratings. Apparently they haven't seen an efficient part 61 school

Go get your CFI even if you don't plan on instructing. It'll make you a better pilot.

Colleges know with these poorly underwritten, government-backed loans that there is a guaranteed revenue source. There's no incentive to control costs at all. They'd rather take debt loaded students even if it means that those paying cash will do some shopping and not attend their schools.

Another good guy is JD Casteel who does some weekend A&P work. He is a Falcon agent in the Kerrville office. I think he has a facility in Boerne he can use. (405) 990-7535 I send everyone to Don Maxwell, but for a non-Mooney specialist, JD is a good fella. He used to work for Plane Plastics before he got onboard with us at Falcon.

and fully capable of a typo...I just corrected the last line in my first post.

Your alternator charges at ~14V. Your battery is a 12V battery. When you are flying, the electronics are being run by the alternator and your battery is being charged. At lower power settings, your alternator isn't able to hold that 14V. Charging voltage decreases...Below a certain point, your electronics will turn back to the battery. This is why you see a sub-12V indication before engine start. TYPO EDIT: Your battery provides power at 12V. Slightly lower indication as it discharges.

Your money will be well spent (absolutely no suggestion that you have a bad A&P who did the work last year). You are paying a California premium. I can't tell you how nice it was to have Don Maxwell Aviation (MSC) do the work on my plane. Honest, good work. We buy Mooneys to fly far and fast. It was nice to be able to fly across the country and expect that I wouldn't be stuck somewhere because of shoddy maintenance. I look at it like this...You pay me to flight instruct in a Mooney. You'll be getting a great amount of systems knowledge and Mooney specific knowledge. You pay me to flight instruct in a Baron...You'll get great instruction on airmanship, but I'm just not going to have the more intricate knowledge of that aircraft. I'll be buried in the POH for an hour or so before I even take off in your plane. I can watch a client preflight a Mooney and see them miss something and point it out. I can't provide that expertise about a Baron. I'll be a lot more checklist and a lot less flow. As opposed to my Mooney flow that's backed up by my checklist. In short...you are getting value by having Mooney eyes looking at your plane.