carusoam

Overall, It seems like there are great business incentives to own an aircraft. This makes sense if you have a business that makes money, pays taxes, and requires travel. As far as personal ownership, I bought my (used) aircraft with after-tax money and paid state sales tax on it. Could I have done better? - a -

"get her pilots license" Alan, That is great news. I thought I had pretty good buy-in from the Mrs. Please share more of the story..... What plane does she train in? (does she use the mooney for PPL training?) -a-

I have parked the Ovation next to an SR-22, aka SR-shamu. Now, just picture the proper black and white paint.... AASI takeover of Mooney..... http://www.bizjournals.com/sanantonio/stories/2002/03/18/daily8.html

Craig, Spare quick drain for the tank sumps. I am not sure if it is on the list for things you need your mechanic to sign off. They are unique enough that not all mechanics have the right part in stock. I became familiar with these parts during owner assisted annuals. It is a simple cleanable drain with a "rubber" seal on it. Hand torque is all that is required to properly return it in place. If the tank is full it can be a challenge. But nobody said it should be full when you change the part out. From observation, I have seen a qualified mechanic remove a quick drain and replace it with a new one. Some fuel does fall into the bucket below the wing. I don't recommend working with fuel this way though.... The drain can easily be held open, or removed, to fill the catch bucket. When the tank is empty, you can probably take all the time you need to clean out the same quick drain that you removed...... If you are skilled enough to operate a quick drain, than you are skilled enough to remove and replace one. Check with your mechanic for technical details and legal requirements. How many sump drains and belly drains are on the C172 you are flying? Best regards, -a-

Have you seen this before??? Mooney Aircraft Corp. Dynamic Resurrection Now soaring in a steady, iron-willed ascent, Mooney Aircraft Corporation survived a life-threatening plunging spiral. April Terreri tells how the aircraft manufacturer pulled out of that dangerous downturn to become one of the country’s top three general-aviation manufacturers. It had a houseful of unprofitable contracts. Its aircraft assembly rate was low. Its business processes were operating outside of normal limits. Its aircraft manufacturing hours were high, and its costs of quality metrics, (scrap, rework, repair) were not being measured. Its aircraft manufacturing costs in general were extremely hard to extract and report, from the archaic systems that were in place. Not exactly a success story. So how did Mooney Aircraft Corporation (MAC) of Kerrville, Texas, pull it off? The company's story is one of faith, tenacity, and good old fashioned, nose-to-the-grindstone hard work. Business Reinvented Mooney - which has become a name synonymous in all languages with speed, efficiency and performance - began with the first aircraft certified in 1954. Among light general-aviation manufacturers, Mooney now sets the benchmark with unmatched structural integrity, superior workmanship and value retention. With more than 10,500 aircraft produced, and millions of proven flight hours, Mooney has firmly established an unprecedented record for safety, quality and performance that surpasses the industry average. Sounds like a success story now. But this story has a hook that goes beyond the corporate logo: Mooney Aircraft Corporation has been reinvented as a solid, no-nonsense business entity. Prior to being purchased by Paul S. Dopp (chairman of the board), and Christian E. Dopp (president and chief executive officer), the enterprise was suffering through significant business issues. "When the Dopps bought the company, it seemed as if the enterprise had a sound business base. One of the significant elements of this interpretation was the sheer volume of contract hardware being produced for the prime aircraft manufacturers, in the commercial and military worlds," says John L.Valencia, senior vice president of operations. The magnitude of Mooney's contract work was staggering. As an example of this enormous volume, a single contract from one of these prime contractors was for 3,600 part numbers. Mooney was manufacturing and shipping approximately 250,000 piece parts in a 12-month moving period. The Dopps hired a nucleus of experienced talent from the prime aircraft manufacturing arena and established the rules, conduct and ethics for engaging the Mooney Aircraft Corporation into the forefront of today's indus- trial complex. The executive management team at Mooney applied parametric analysis to the business practices and the financial statement. The result was a realization that contract work, as de-fined at that time, was not only unprofitable; it was weakening the company's core business, which is aircraft manufacturing. So the management team made a significant decision to divest MAC from all unprofitable endeavors, and focus on the core business. "When we arrived at MAC in 1997, there were 638 employees," explains Valencia. "Today we have 298 employees. Performance has shown a dynamic improvement and the rate of productivity has improved into double digits. Performance is not the only thing soaring; so is employee morale and confidence." Participatory Management The Dopps and the executive management team introduced bold and proven business practices into the manufacturing process, in order to bring this struggling company to life. The results are dramatically positive, even after slightly more than two years under the new ownership and management. "We paid a lot of attention to the details of management," explains Valencia. The company is now focused on process-based management (PBM), through which the process rather than the hardware is controlled. Integrated Product Teams (IPTs) streamline the manufacturing process. The three IPTs, composed of members from every discipline, include the Fabrication IPT, the Assembly IPT and the Completion IPT. "These teams concentrate on improving and ensuring quality, lowering costs and improving performance throughout our entire product line," says Valencia. One of the most important improvements Mooney has achieved is reformation of employee morale. "At first they were skeptical about the techniques we brought because this was the third management team they worked for," says Valencia. "But today, without exception, we have a real cohesive team. Each division used to have its own separate goals; for example, one discipline would complete its part of a process and then, metaphorically, throw it over the fence to the next discipline. We no longer have that kind of attitude. It's all team effort now." "Before this metamorphosis everything was hierarchical, everything started at the top and seemed to stop at the top," adds Valencia. Now the board of directors explains what they want, in one-, three- and five-year periods. The executive management team then drafts a milestone plan. They take this plan to the troops and ask them how the company can achieve these goals. "Nobody had ever asked them before," Valencia says. "We made them a part of the business." Standard business practices were unknown to the general population at MAC, so the company began training to instill business awareness. Each Mooney employee now understands the company's philosophy of return on investment (ROI) and return on net assets (RONA). "We don't expect our employees to be accountants, but we do want them to be cognizant of the fact that this is a for-profit business and we want more dollars coming in than we want going out," explains Valencia. In 1997, it took more than 4,300 hours to build each plane; today, that number is 2,985 hours, and the company's goal for this year is 2,400 hours. Earning Wings for Quality When the Dopp family purchased the company; Chris and Paul Dopp were astute enough to bring in a management team with more than 20 years experience in manufacturing airplanes. This expertise and the solid work ethics of the Mooney employees have resulted in a synergistic workforce capable of reacting to a dynamic business environment. At the time of its purchase, the company was operating under the auspices of a Type Certification (TC), for aircraft manufacturing. Issued by the local Federal Aviation Administration (FAA) office, the TC allowed MAC to function with a certain amount of regulatory oversight. This past year Mooney improved the manufacturing/assembly process so much and re-engineered the quality system so significantly that its certification was upgraded from the TC to a Production Certification (PC), meaning the FAA has given the company more autonomy to build its planes. This confidence and achievement is quite remarkable since the company has not held a PC since 1968. In conjunction with this higher-level certification, MAC implemented the ANSI/ ASQC Q9001 model for quality assurance in design, development, production, installation and servicing. MAC is currently compliant and will be registered by the third quarter of this year. Fly Like an Eagle Mooney's M20S Eagle features an airframe that's solidly constructed to deliver startling performance. An elongated fuselage, now standard for all Mooney aircraft, redefines space. The Eagle's body provides an average useful load of 1,000 pounds, with a quiet cabin and ample room for four adults. It cruises at 180 knots on less than 15 gallons per hour. The M20R Ovation 2 includes a new-generation, two-blade propeller that picks up 6 knots of cruise speed more than that of its predecessor. This aluminum masterpiece delivers 192 knots at 8,000 feet. The beauty and intrigue of the Ovation 2 goes deeper, with a structurally superior welded tubular steel frame around the cabin that sits atop a continuous, carry-through main spar assembly. For those back-to-earth moments, the Ovation 2 includes semitrailing link landing gear, cushioned by minimal-maintenance shock absorbers. Designed for greater reliability, these features are standard construction on all Mooney products. The M20M Bravo is a turbocharged, high-altitude aircraft capable of cruising at 220 knots. "This is the fastest certified-production, single-engine piston aircraft in the world," Valencia says. Its remarkably well-designed, intercooled power plant - the Lycoming TIO-540-AF1B - delivers 270 maximum continuous power through all operations. The Bravo is engineered to deliver stellar performance in every respect. Streamlined to reduce drag, it includes an optional TKS Known Ice System to further enhance mission capability. Runway to the Future The company has completed a 100 percent modernization project for the operations support functions. This modernization now provides a state-of-the-art, ergonomic work environment for approximately 90 percent of the support population. MAC will break ground this year (around the third quarter) on a new sales, delivery and executive administrative center, which will add another 40,000 square feet to the existing facility. This new complex will be capable of holding six airplanes in a modern showroom configuration, says Valencia. "Improvements like these haven't been realized at Mooney for more than 20 years," he states. The excitement being shared throughout the company is contagious. Everyone feels great about the expenditures in the facility, because it shows a significant amount of confidence by the ownership, the board of directors and the executive management team. This investment in the future is a signal to the general aviation community, and the industrial community in general, that Mooney Aircraft Corporation is getting healthy. Mooney Aircraft Corp. http://www.industrytoday.com/article_printview.asp?Articleid=225 Who were the Dopps? "The company's story is one of faith, tenacity, and good old fashioned, nose-to-the-grindstone hard work." "This investment in the future is a signal to the general aviation community, and the industrial community in general, that Mooney Aircraft Corporation is getting healthy. " -a-

Always make sure they all stop dripping. Small bits and pieces are always trying to hold the drains open. It is probably a good idea to carry a spare. It can really be annoying trying to flush out a wing sump that has a tiny spec stuck in it. Never trust anything to stop dripping without seeing it yourself. (where's crash n burn now???) Best regards, -a-

Brian, Great resource collection at your website. I enjoyed the visit. Thanks for highlighting the details of our discussion and making it easy to find.... http://www.67m20e.com/N_Number_Reg.htm (airframe, engine, parts) Best regards, -a-

Dave, it's a long journey. Starts with a short hop on a clear day, and then 15 years later.... There is nothing more rewarding than waking your wife up because the IPad with moving map is in her lap....You can try as soft as you can, but once you have pressed "direct to" and put in the three letter identifier, she'll be awake.... Its great to have that kind of buy-in... You can always sell the upgrade story....the next plane up has head rests......and will get you there faster!!!! -a-

I don't believe the seat will get in the way, but your chest might at the extreme limits of up elevator. The seat is removed (in most pre-J) mooneys by sliding it forward until the front of the seat support slides off the rails. So the seat can move very far forwards, but this would not be a normal flight regime issue. Rail stops prevent this from occuring in flight. As Brian mentioned above short legs and Barrel chest may consder using pedal extension to alleviate control horns / chest interference issues...... What was your concern? Best regards, -a-

Maropers, Look for the thread on this subject. There is an ingenious idea / home-made tool made out of PVC tubing that fits over the fuel selector switch. Al Mooney must have been spry. It wasn't hard to reach when I was in my 30s , but became more difficult for some reason a decade later...... -a-

Longest flight with wife: NJ - New Orleans: 1,000 nm, 7hrs total - one stop in the middle. no used gator aid bottles...... Sleeping squirrel, it may take a long time, but the mrs. will grow to trust your judgment and enjoy the benefits of Mooney flying. -a-

Ken, The sky radar is overlaying on top of your sky charts pro? -a-

Save your money, consider something other than Narco..... They asked me for a significant charge, to give me a quote on fixing 50 cents worth of broken nylon parts for the tuner... Call me a bitter X-Narco fan.... -a-

Bad flightaware data retracted... Flight aware was indicating that the registration of this aircraft was used to follow a Piper Cherokee. The registration is properly listed as an M20E. -a-

The low fly-by became a public issue in years prior...(when flying under the gondola wire of a ski resort in Italy, you need to know how tall your tail really is...) That was enough reason to minimize the danger out of public displays...The pilots of this misfortune not only lost their jobs, but stood trial for the serious results. Article: Blood on the snow: after a U.S. fighter jet clips a gondola's cable, killing 20, Europe questions America's character. (accident in Cavalese, Italy)(Brief Article) Article from: Newsweek Article date: February 16, 1998 Author: Nordland, Rod; Masland, Tom

Sarcasm removed...... -a-

The government has now supplied a button in which you can tax yourself for each mile you fly or on demand. Who needs fuel tax, new registrations, or photo IDs? You have your very own IRS button installed. Not-so-sincerely, -a-

TN=Turbo Normalized on your Continental IO-550 (to add to Jim's explanation) Sometimes the M20L shows up in conversation, as it had been modified from Porsche power to an IO-550 also. Rocket engineering started the trend by putting large displacement continental engines into Js and Ks. The Mooney factory responded with M20M (Lycoming TLH) and then M20R both based on the long body of the M20L (+ stretched rear window and stronger legs). Best regards, -a-

Reality strikes... Crash, I think what you have been told about prop speed and speed of sound (although correct) has been simplified to explain why the RPM range is chosen for a particular prop. It sounds more mysterious than the more mundane actual reasons. So my guess is.... somebody at the airplane factory noted prop speed vs. effectiveness (angle of attack too). Engineers like to test this kind of stuff and write long reports that go with that. They (engineers) need to answer stuff like: How much pull can I get out of this prop from take-off through cruise? and How is this best accomplished? At take-off, with no airspeed, through rotation and climb, 2,700 rpm must be the most pull available to get the plane off the ground quickly and safely (including safely for the engine). Realisticly was it 2705 rpm or 2690.32 rpm that gave the best performance? Again somebody simplified the system to help the pilot not need to be a flight engineer. Another factor of safety is added to the system because of the accuracy of the rpm gauge in the aircraft may be off 10s of rpm or worse. During cruise, the same prop selects an RPM that is comfortable(lower vibration), an efficient match to the airframe (speed vs. mpg), economical (to make, sell, operate). Ordinary propellers are clearly not efficient at anywhere near supersonic speeds (prop or airplane). Compressibility of air makes it far from ideal, and gets further away from bernoulli's principles as the speed of the system increases. We want air molecules to flow smoothly over the airfoil in an ideal manner. compressibility, mass of air molecules, momentum, and friction all work against efficiency. It would be my guess that aircraft engineers stay a fair percentage (25% ???) away from the speed of sound (at any condition) The parts of the propeller that reach this plateau would not be worth the added weight, stress, or other costs. Clearly the point is well taken, the faster the tip speed, the more noise is generated. You don't need to go to supersonic speeds to generate a lot of noise. A whistle or horn intentionally makes a lot of noise with very little air speed. Mooneys are not quiet beasts on take-off and neither are Bonanza's. Our European brothers are seeing new propeller designs that achieve quiet operation and still strive for good pull through the flight regimes. Question for N601X, On the Jabiru is that direct drive? Often, a high rpm engine, rotax and auto engines included, a gear box (or belt) will be used to bring the prop speed back down into the 2,700 rpm range. a 64" prop spinning at 3,300 rpm gives a 514 mph tip speed (using maropers method above) prop circumference = Pi X D = tip distance traveled per revolution. Still 30+% short of the speed of sound at any altitude or temperature. Respectfully submitted -a-

Scott, Nice idea, who did the work for you? -a-

You would really have to love your C and not want anything else. In otherwords, with the money to invest in an IO-390, + the value of your run-out C, = other nicer airplane..... If you love your C and don't want anything else, the IO-390 would be a very nice upgrade.....Add autopilot, Aspen and Garmin 430w, while you are at it..... New paint and revised instrument panel, and she will be the belle of the M20C ball...... - a -

Astro, I think you might find that copilot brakes were an option. Often found on MSE versions (M20R MSE at least). Search the forum on co-pilot brakes and you will find many pieces of input. example: http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=629 Welcome to the forum, -a-

"however I don't really know where the cables connect to" - Dave Dave, You captured it! The photo shows three control tubes, elevator, trim (rotates) and rudder. If you look closely at your photo, the cable from the servo runs forward to a pulley and back to the push/pull tube of the elevator (near the hinged connection hanging from the cross brace) and then the cable returns to the servo. This pulley arrangment allows for the pushing and pulling of the control tube. servo runs one way, tube gets pulled. servo runs the other way tube gets "pushed". Overall the arrangement allows for pulling and "pushing" on a cable. Best regards, -a-

John, Some useful load data that was collected previously... http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=2&threadid=1104 Go Pats... -a-

Parker, I think every CFII should have something like this. It can be financially challenging, but the reward is tremendous. All the data / charts you are looking for at the touch of a screen. IPad - Great source of charts and approach plates.... I have the I pad with all the memory and the internal GPS. It has way too much memory for what I need, and now the Bad Elf is available. Recommend: Only buy as much as you need/want. I use the wifi to load the charts, and GPS to use the charts, the AT&T service is not connected. I have been using the WingX (Not completely happy with it). It uses simplified IFR charts, only the minimal amount of information is available. MEAs, NDBs and published holds have been removed from the simplified charts. Updates are still coming for the Ipad program. On the plus side, It is so simple to use, my non-flying copilot was very capable of helping us navigate on a 1,000 NM trip. Departure procedures, arrival procedures and approach procedures are available and organized for each phase of flight. AOPA airport data is also available. The company that provides for moving maps on the IAPs is Seattle Avionics. It can be used with WingX (this is why I chose the WingX originally). The subscription for the moving map IAPs is another $100 per year. I think Ken Reed indicated for $300 he got a lifetime subscription!!! Other favorite things.....Duat.com, flightplan.com We could check our weather, file our flight plan, and fly our flight plan, all from the same small device. Other things I need to get: 24V cigarette lighter / USB power supply. They are available, just haven't bought one yet. I have not had any glitches yet either. I still have a slight fear of reliability on this device. I still have paper back-ups printed from the free gov't charts. I believe the Seattle Avionics can be used with other main apps such as ForeFlight and SkyCharts. I loaded the ForeFlight free sample that was available. It indicates 5 - 10m accuracy from my kitchen table. I think my next purchase will be SkyCharts for $20 it supplies moving map on IFR and VFR charts. The other 6 days a week, I pull emails from Outlook for work. Not having success yet with AT&T Interwise yet. Mooneyspace and the IPAD are not a perfect match. Flash driven programs and Apple seem to be at odds with each other. IPad is not a perfect device, but it sure beats 300 pages of paper charts in a book, in the dark, bumpy cockpit. If you don't have one, get one. If you are waiting, there will be other things than Apple products to consider also. I couldn't wait any longer. Best regards, -a-