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Jolie, I found some additional information that it seems you may not have.... (see pilot's name and address) Aircraft: MOONEY AIRCRAFT CORP. M20K (Fixed wing single engine, Category: Land, Seats: 4, Weight: Up to 12,499 Pounds), Engine: CONT MOTOR TSIO-360 SER (225 HP) (Reciprocating) N-Number: 231RP , Serial Number: 25-0379, Year manufactured: 1980, Airworthiness Date: 06/04/1980 Registrant (Co-Owned): William W Jr Taylor, 141 Megan Ct, Weatherford, TX 76087, Other Owners: Karen Taylor Read more: http://www.city-data.com/aircraft/air-Weatherford-Texas.html#ixzz0mEAIsSYJ I bet it will keep you occupied for 11 minutes. -a-

Aim - 1-1-19 GPS http://www.fltplan.com/AIM.htm (air navigation aids) I wrote this at the same time as Cruiser, it is probably the same reference....

Back in the day....Mooney's were rumored to "drop a wing" meaning one side would stall sooner than the other. This high "bank angle" could be disconcerting and take longer to recover from. I was told it could go 90 degrees, if uncared for. After a decade of M20C ownership, I have experienced some (intentional) stalls where the wings would stall slightly unevenly 5 or 10 degrees of bank. Normal stall recovery techniques return things to proper order. Like anything else in aviation, wait too long, or not recognize the impending stall, and your milage may vary incredibly. Weight and balance probably adds significantly to the results. Now compare a slightly uneven M20C stall to an Ercoupe or other known docile stall of a high wing trainer.... I would be interested if somebody can point me to the aritcle of the commercial student in the long body that JL has referenced. Best regards, -a-

Apparently IFR comes in different levels, basic or minimum all the way up to GPS driven synthetic vision that can land a 747 by itself. Were you planning on using your plane for your own IFR training? typical things that you may find with an IFR installation of a GPS: [1] Does GPS drive the VOR head? When it does, does it have an indicator (little blue light) that tells the pilot that GPS is driving the VOR head and it is not the Nav radio doing the driving? [2] Does it have remote enunciators (Leg/OBS mode, waypoint, message, Approach arm etc.) [3] Does it automatically check RAIM (accuracy) prior to arming the approach. (This one eliminates most hand held units) These may not all be required as indicated above, based on installation and proximity to the pilot's view. These little things assure the pilot that he is following viable guidance to the ground. Without these aids, I feel that it is too easy for me to think I have viable guidance and go to the ground unguided. The basics of IFR legal (for the plane). [1] Pitot / static check. [2] Navigation equipment required for the approach to be used.....(one VOR is a one trick poney, technically usable for approaches in combination with an "IFR" clock) [3] I see the VOR head in your photo has Glides Slope also (If this is working, you have a very strong two trick poney.) Precision approach is at your service. Having VOR and ILS approaches available with one radio can work pretty well, IF you can use your GPS to identify cross radials, intersections and "DME" distance. GPS is a legal substitute for DME on instrument approaches. Slant range error is pointed out in the post above. You probably would not add DME to the plane to get a less acurate readings. As far as using one radio to identify an intersection. It sounds nice, but it is terribly impractical. In the NY area, the flight plan will change early and often and it is difficult to keep up at Mooney speeds. I still find it challenging to twist knobs on the GPS and keep up with the rapid fire environment. It is helpful to keep up with ATC if you have something to hold your wings level while you try. Do you have the wing leveler (PC) or any other autopilot? Most IFR plans that I use are VOR to VOR with a couple of intersections thrown in front and back, followed by the more simple IAPs of VOR, ILS and GPS (some still may require ADF or DME to identify intermediate waypoints if the GPS is not legal) I am a recent IFR graduate. I used a plane with two Navcoms, one with glide slope, and an IFR GPS. The instructors pressed to use the VOR / ILS for everything and GPS for distance. Very little time was spent teaching GPS approaches. If you can execute the VOR and ILS in the traditional method, GPS approaches don't take much additional time. I would be looking for the following: [1] Is the installation of the GPS IFR? Can I keep the database current (every 28 days)? [2] Adding a second Nav Com to the panel can round out most of the remaining requirements. Overall your panel is probably IFR as promised to you, but at what level do you want it to be at?

I believe the reference is to how hot the wing surface can get when left in the sun. When the tank is empty the sheet metal gets very hot. When the tank is near full, the fuel acts as a heat sink, the sheet metal does not get nearly as hot. The sealant, like paint, has it's best longevity when it is not overheated. Saving the paint and the sealant sounds more challenging in sunny Las Vegas, than it does in the North East. - Anthony -

When Bryan is on a mission, he stays focused to the end.... Witness the red paint, the polished spinner and now the fold down seat. I think Kennedy may have borrowed the phrase...."Some men see things as they are and say why - I dream things that never were and say why not." -- George Bernard Shaw http://www.quotedb.com/quotes/3143 Mitch applied the phrase better than any Kennedy could.... -a-

I have seen an M20G rescued from the weeds after a decade of collecting rain.... The plane was bought at auction and the new owners two employees were put to work cleaning and stripping. After it flew off the field, I believe, it's first stop was engine overhaul. It was in dire need of radios and many other things. I agree with George, I would be in the flyer camp. -a-

Vasco, Hope this sheads some light, or maybe helps you along in the right direction. Section VII of the POH for Ovation 1 25: Hour Meter - Indicates elapsed time while engine is running...Hobbs meter is mounted on the bagage compartment bulkhead It seems like the master switch may have been inadvertently left on. In the old school, an oil pressure switch was used to apply power to the Hobbs. I am not as familiar with the new school..... Since oil pressure is a long way from the bagage compartment, I would be looking for a combination of the ignition key on and the master switch on and see if the Hobbs is active with that simple combination. Scenario: Mechanic runs engine to warm oil for changing. Cuts engine using mixture control. Inadvertently leaves master on and ignition switch on both. Is it possible that this simple combination will run for 23.6 hrs until the battery is exhausted? In the old school, the turn coordinator would run with just the master on giving a nice audible warning that the master was left on. According to my wiring diagram the TC does not come on until the Radio Master is on. The Hobbs does not seem to show up in my electrical diagram or CB panel diagram in the POH. Let us know if you find what combination turns on the Hobbs. One other note: The landing gear Airspeed Safety Switch operates at 60kts +/- 5 kts. If this were also used to activate the Hobbs meter, then there is concern that the A.S.S. may be stuck in the closed position. This is just conjecture until additional wiring diagrams or knowledge can be obtained. With the hobbs in the trunk, its hard to tell when it comes alive... -a-

You caught me.... [1] I wanted to reflect that we left at full gross, but posted the round number for illustrative purposes. Again, not trying to overstate the situation.... [2] You gave me the opportunity to write and exchange knowledge about Mooneys... (now I've done it again) [3] Seriously though, JB has taken his bat and ball from this thread... -a-

How did you get from the hangar to 12,000' using only 18# of fuel?

JB, Old School!!! The KLN90B is also showing the data in this photo, unfortunately with the flash, the reflection eats up most of the data, but the Old School DME readings are in plain sight. The accuracy of the DME from 10 miles out matches the GPS data very closely. This data was grabbed heading down to SnF last Wednesday. I just updated the calculation for mpg. I miscalculated the conversion to statute miles originally. Don't let the efficiency numbers out to the general public... They will take away our right to operate LOP! -a-

Alt hold:12,000 ft Nav: Following Victor 1 on KLN90B Speed: 183 kts (DME) Fuel Flow: 11.3 gph 50d LOP WOT. NAV1: Waterloo, DE (ATR) 112.60 Approximately a 10kt tailwind. Location: 9.9 mile north of the VOR Heading: 216 Economy: 18.6 mpg Engine: 280hp Continental IO-550G Weight: 3,350 LBs MP: 19.5" RPM: 2,500 CHT: 320dF

There were three Mooneys on display at the Mooney tent. Good to see the company come out.

Quote: DaV8or Oh, how I wish that airplane engines could somehow be magically as reliable and simple to own as a car engine.

Nothing like a mid time engine to give you a good combination of economics and time to learn. The lull between new engine challenges and old engine challenges. The nice thing about low time airframes, the interior is not worn out and the log books are short. The nice thing about high time airframes, the interior can be replaced better than new and the log books give interesting reading. I have had both... -a-

Thoughts for your consideration... Was the vibration constant (like the cowl flap always fluttering)? Or, was it always changing with each up and down of turbulence? With that much wind, there may have been gusts, up/down drafts, related changes of attitude and resulting change in altitude... Is it possible that the govenor was challenged in keeping control over the engine rpm? As the load changes with each attitude bump, are you hearing changes in engine sound? While checking the cowl flaps, also consider checking the landing gear doors. At SnF you can drag through alot of sandy ruts and grass clumps to get to parking and camping sites. Flying up the east coast on Saturday morning, I got bumped around so much it was extremely difficult to twist knobs on the GPS for an ammended clearance. -a-

Two things I would like to add to my JPI... [1] Add fuel flow. (simple wire connection from existing FF system) This will collect fuel flow data along with leaning information. More meaningful data when down loaded. The FF data can then be connected to the GPS for fuel remaining calculations to destination. Greater safety if it works as advertised... [2] Digital OAT. Helps for two things. Determining my engine starting procedure and what are the ice risks to consider. -a-

To the mooniac who "won't leave".... Is there any possibility of using the mooney in Japan? Sounds challenging, but the possible future experiences shared on MooneySpace sounds great to me. My hopes for Your mooney. Take it with you to Japan. Fly it up and down the Pacific rim. Share your experiences with the MooneyWorld. Sell it when you leave Japan. Purchase, new to you, M20S,R, or TN upon your succesful return stateside. It may take a year or two to find the right one anyway. If your serious about moving to a longbody, a sale of the M20F makes good sense. Plan B: Pickle it. There have been many Mooney's that have had less care, and have been left outside. The first "annual" putting it back in service may be more expensive than usual. A cost nobody "wants" to have. But the airplane doesn't just fall apart when you are away. Selling in today's market and buying in tomorrow's market will probably have an equally unpleasant cost. (I know a good broker who could help you buy/sell ........never mind) Plan C: Partner, friend who flies it, etc. I pick plan A. Fly the Pacific rim. Sell medium body. Get long body. Sounds like the winds of fortune are blowing in your direction. You will do alright with which ever way you choose. Congratulations for being selected for such a great honor. Thank you for your service. Thanks for letting me share my humble opinion... -a- PS. the Blue Angels were on the East Coast this week. I heard ATC ask "Blue Streak" to keep it under 380 kts around the Cherry Point area.

Fly and camp. Missed last year because of bad weather. Now with IR, all I need is permission and a MooneySpace T-shirt.... -a-

I concur with Michael, Seat belt holds the child's chair or booster seat. 4 point harness of the kid's seat holds the kid... That's the way we did it through the 4 and 6 year stage... -a-

http://www.mooneyspace.com/index.cfm?mainaction=posts&forumid=1&threadid=719&postid=10093&page=1 Scott, Strange thing, I just gave a response to similar issue on the above "brakes" thread. Have a look, let me know if it was helpful.... Access to two brake cyllinders and flap pump is available by removing the belly panels under the cabin. I found the brake lines to be in good condition. They are mostly metal tubes. The supply side of the pumps seem to be lower pressure rubber.... -a-

Searching for Hydraulic fluid leaks... If it is not in the reservoir, it had to go somewhere.... Quote: Jeff_S I would think that if the mice were drinking brake fluid I would see a lot of dead rodents with pink bellies! But I take your point that such a sudden disappearance of brake fluid may be indicative of a leak somewhere, to which I would have to agree. That's why it's part of a regular check now!

Planning on being there Thursday and Friday. Look for the Ovation in the GAC. Me too:LT1Bird/LT1Vette -a-

voodoo or science... Consider this as "shared experience" The govenor is made up of three basic sub-systems. [1] fly-weights. high engine rpm, the fly weights move out, low engine rpm, the fly weights move in. flyweights and springs that they work against wear and have limits. [2] two way valve, it's modulated by the motion of the fly weights. RPM above setpoint, oil sent to hub. Engine below set point, oil is valved to the sump. (set point is set by RPM knob) [3] Oil gear pump, just like the oil gear pump that supplies oil to the engine. It is shaft driven off the accesory case. All mechanical and could experience wear. I once had a governor overhauled (65 M20C). The prop was stuck in high rpm (failed high). The fly weights were measured and no longer in spec. I also had the prop overhauled at the same time. All put back together, it was still stuck in high rpm. The real problem was the 50 cent shaft seal that was leaking oil pressure back to the case. That was an expensive lesson. When finished properly: It was the smoothest running 4 cylinder lycoming on the planet that day. (Add smiley face here) -a-

Plan your flight, fly your plan... hope and wishful thinking make a lousy flight plan. I hope there is enough fuel to get to my destination, I wish I filled up before I left. For the Airforce guys: "Though I Fly Through the Valley of Death I Shall Fear No Evil For I am at 80,000 Feet and Climbing." -(Sign over the entrance to the SR-71 operating location Kadena, Japan). -a-