cliffy

Take a good look at the IFR MEAs where you are going and see then if you need a turbo. I suspect you will want one as you will want the capability of being 3000 to 5000 above the MEA for performance in down drafts even at the MEA. You're now in tall mountains and you will have winds and down drafts. You will more than need a good oxygen system. Plenty of threads here in this forum on O2. The suggestion of a turbo normalized Mooney is more than good. Make sure what ever you do, get a good MSC prebuy done. Many threads on prebuys here. Now, my mantra- ICE KILLS and you'll see it in the NW in the fall and winter. Get the IR and practice in "better" weather (2000' ceilings) and then do a few lower near mins approaches to get your feet wet). If you do single pilot IFR make sure you get a very good autopilot and learn how to use it but don't become an A/P cripple. Hand fly an approach in IMC once in a while (1 out of 3)to stay in the game.

A new report from the Department of Transportation’s Office of Inspector General says the FAA’s implementation of ADS-B continues to suffer from delays, cost overruns, and technical problems that make it difficult for the FAA to fully justify investments in the system. The report findings echo concerns raised by AOPA and others about the need to manage costs and provide clearly defined benefits for end users. ADS-B, or Automatic Dependent Surveillance-Broadcast, is a cornerstone of NextGen air traffic modernization, and the FAA has mandated that aircraft operating in airspace that now requires a Mode C transponder must be equipped with ADS-B Out by Jan. 1, 2020. ADS-B Out provides position and altitude information to help controllers better manage traffic while ADS-B In, which is not included in the mandate, delivers weather and traffic information to the cockpit. “The inspector general’s report highlights the profound problems associated with the 2020 mandate and the FAA’s modernization program, which has seen repeated delays and cost overruns over a period of years,” said AOPA President Mark Baker. “The inspector general’s findings raise significant questions about whether the system will be ready by 2020, adding to the aviation community’s confusion about when and how to equip. We look forward to working with the FAA and the aviation community to develop solutions that are cost effective and offer greater flexibility in addressing ADS-B equipage issues.” The FAA has invited industry organizations, including AOPA, to take part in an Oct. 28 summit to address the challenges and barriers around ADS-B implementation. Despite the mandate, the inspector general’s report reveals that technical problems, training delays, and other issues are preventing ADS-B technology from living up to its promise. While taxpayers already have spent $6.5 billion on ADS-B, the inspector general valued the program’s current benefit at just $5.9 billion. And, the report, released Sept. 24, suggests the FAA’s lack of advanced technical capabilities may prevent the technology from ever producing sufficient benefits to justify the costs. The FAA estimates only about 3 percent of major air carriers and 10 percent of the general aviation fleet will be equipped for ADS-B Out by the end of the 2014 fiscal year. Those low numbers are a result of factors that include the FAA’s inability to provide advanced services and the cost to equip aircraft, the report suggests. “Equipping for ADS-B simply allows pilots to continue flying in the same airspace they use today at an added cost of at least $5,000 to $6,000 to install the required equipment,” said Baker. “We need to look seriously at how the system can be made to deliver on its promises while considering issues like cost and portability.” According to the report, the FAA has made progress with ADS-B but remains years away from full implementation. Although the FAA has deployed 634 ground-based radio stations in support of ADS-B, the agency has identified coverage gaps that could require an additional 200 radio stations. And the FAA continues to experience technical glitches and hazards that were previously identified but have yet to be resolved. In addition, the FAA must upgrade automation systems at more than 230 air traffic control facilities nationwide before the ADS-B ground infrastructure will provide benefits. Those upgrades will not be completed before 2019 at the earliest, according to the report. In the meantime ADS-B In, the element of the system with the potential to offer significant direct benefits to pilots, can be used for “advisory purposes only,” severely limiting its usefulness for traffic and weather avoidance. To compound the problems, there have been issues with the integrity of ADS-B In data collection, including at least one incident reported by AOPA that led to a pilot being cited for airspace violations. The association has expressed serious concerns about the safety problems that could result from inaccurate data, a fact noted in the inspector general’s report. In its own investigation, the inspector general’s office identified eight reports of problems with the accuracy of ADS-B In data. The inspector general made a series of recommendations, which the FAA has largely accepted, according to the report. These include resolving performance problems and conducting “end-to-end” testing of the ADS-B system to determine how it can be used to control traffic; expediting development of a monitoring system to assess the performance and integrity of the ADS-B system; improving communication with the aviation community; determining when and how ADS-B In capabilities can be used at busy airports; and moving quickly to a clearly defined “end state” for the ADS-B program. The FAA now has 30 days to formally respond to the report.

I presume it's a vernier style Did you try twisting it out by turning the knob? I have seen stuck ones that were pushed in hard and wouldn't release until they were turned out by rotating then they released the button.

Gemini is doing a DBA as "Dugosh" Was by there a couple of months ago and had a walk through with the new owner and a couple others. Wrote about it in an article in "The Mooney Flyer" emagazine. They were busy in the shop when I was there. Never having been there before, they treated me well.

AHH Yes, Jumpseating, trying to get home. Seems I remember something about that from years ago when I had to do it :-) :-) Actually flew a lot with the guy that signed the first jumpseat agreement in the industry at Eastern Airlines decades ago. If the power grid ever goes down, everything will stop.

Even though this is from 1997 and pointed toward airline flying the underlying issue of becoming an "autopilot cripple" is just as applicable to our Mooneys. One only has to look as far as some Cirrus IMC accidents to see where the edge was lost in hand flying skills by relying too much on autopilots. http://vimeo.com/64502012 "Children of the Magenta" refers to the magenta line drawn on a screen by the FMC when a course or path is typed in.

Now I have a headache This is why my phone only has 10 keys and no data!

Best article I have ever read! Hits the nail on the head as far as all the automation goes.

I was just in Payson AZ KPAN What a great city run airport! Fuel less than $6, clean ramps and good tie downs, tent camping area with FREE firewood for the camp fire. Jet A at $4.35/gal. It can be done. Bigger cities see the $$$$$ of the big jets and the BIG 3 build operations for them. We all pay for it. Most airline airports have SIDA requirements for access that requires locked gates and escorts if not a certified airport employee. There are new security requirements for maintenance facilities also (even when they are not located on the airport). These all cost money. Small GA is getting squeezed out slowly. Where does a kid from school go to look at airplanes anymore? He can't get on the airport like I did in the early 60s. I'd ride my bike to KVNY every day after school to wash airplanes for flight time. Can't be done today. In fact, at some airports you can't even wash an airplane. YA you touched a nerve. Rant over.

Resealing a wet compass has been one item that the FAA removed specifically from the abilities of A&Ps to do in the field (as we did for decades)and reserved for instrument shops only. I'm willing to bet that the number of compass repairs by instrument shops never went up after the FAA got involved as it is such a simple job (it actually falls as a maintenance function and should be signed off) and I guess they NEVER fail anymore. I doubt 1 in 20 ever sees an entry in a log book. :-) It makes for interesting reading when one goes to 43.13-1B Sec. 3 Chap 12-37 and reads about wet compasses. Anytime one is removed and re-installed a compass swing is required. Passing through a sever electrical storm (?), a hard landing, after any change to the electrical system, after being parked on one heading for over a year all require a compass swing. Interesting, very interesting.

Congrats! The best rating you will ever get. Don't go 90 days without practice (with a hood) or actual conditions with good ceilings. Get your feet wet slowly. If you do get a chance at an ILS with 500 foot ceilings practice staying on the gauges until mins anyway. Don't just give up when you go visual. HAND FLY a lot on ILS apps to keep sharp. Don't become an autopilot cripple. We had many of them at the airlines. I hand flew every third approach in the Boeing just to stay in the game. If you use your head and stay in practice you'll do fine and enjoy the learning experience. Remember 2 things- ICE KILLS YOU AND ALL ON YOUR AIRPLANE and as Dirty Harry said, " a mans got to know hislimitations!".

Looks like a good shop

RETURN TO LAKE POWELL fly-in. Our second VMG event here. Most arrive on Saturday morning prior to lunch at 12 noon sharp (donation). Group dinner with those who arrive on Friday. Meet on ramp of Lake Powell Jet Center, Last hangar south on taxiway. Nice fuel discount available to us. PM me if you need more info. Vintage Mooney Group to sign up but all are welcome.

Well lets try KSNA Orange County CA, KPSP Palm Springs CA, KTUS Tucson CA most are sewn up with the BIG 4 (or similar operations) and all are very expensive. Unfortunately I have to go to all of them. If I had any other alternative I'd use it. Also KVNY Van Nuys CA, All avgas is over $7/gal with ramp fees and high tie down fees. The city of Los Angeles used to charge a monthly and a 10% of gross fee to FBOs there. I don't know what it is now. Tucson closed its city run terminal and fuel service and has left it to the BIG 3 there. One notable FBO there is Tucson Jet Center that actually caters to me in my little Mooney. I now use them all the time after looking at the others. One small FBO there that I used 3 times after the city closure charged me $15 just to drop off my wife and have her walk through the building to a car(I was flying out somewhere else immediately) Obviously I no longer use them. For KVNY I use KWHP (Whiteman) just 6 miles away as the gas is over a $1.30 cheaper and no ramp fees. AOPA has not done enough, if anything, to bring this issue to the forefront and to seek solutions. Having run FBOs in a previous life and fully realizing that they make their monthlies buy selling fuel, I still find the current trend in consolidation of FBOs from the small operator to the BIG 4 disturbing and detrimental to small aircraft.

Im with 601rx dont need it. I push it in and the only time it comes back is on the decent

Back to the original question- They maybe can be made to work but would always be illegal to use. No FAA certification, NO PMA to manufacture them, NO nothing to make it legal. It's just the way "CERTIFIED" aircraft are. The aircraft and all its parts are made to a certain specific set of drawings and design with all parts called out by part number. No deviations allowed UNLESS accompanied by an STC, Field Approval, etc. As they say, That's the way it is in the big city! As was mentioned, go experimental and now YOU are the certifying agency and can do it any way you want. As I mentioned a while back, the #2 cause of accidents in Arizona last year was? Anyone? Bueler? Aircraft maintenance by non-certified mechanics (airplane owners!)going outside their legally allowed parameters (Private Pilot AND OWNER allowed (both in the same person doing the work) Preventive Maintenance) and using non-certified parts and techniques. Legally, this ain't your old 56 Chevy that you work on on weekends. If you're not an A&P but doing A&P stuff, then you have to accept the consequences of your actions.

If I was visiting my son at Weiser (KEYQ) I'd come over but I'm in AZ Have fun!

AC 43-13 1B Chap 10-15 Procedures (g) shows how to calculate "Empty Weight" and detail it in the records. (CAR3 vs Pt 23). One must note in the W&B form if the empty weight is calculated with full or empty oil quantity

Thanks for joining in Bill!

You did a great job under trying circumstances. Don't second guess yourself. Congratulations on a job well done!

On CAR3 airplanes the "empty weight" is calculated with empty oil and only non-usable fuel in the tanks. On FAR 23 airplanes it is calculated with full oil and non-useable fuel. You can pull the sump plugs and drain both or have both full and calculate the empty tanks according to the TCDS sheet capacities. A/C must be level and scales must be calibrated and (if I remember correctly) readable to 1/2 pound for A/C under 6000 lbs. So on CAR3 airplane you add in your oil quantity when you do your pre-flight W&B (you lose useful load for oil) and on FAR 23 airplanes you've already lost full oil weight (from useful load) before you do your W&B.

Just try rwy 33 at KPGA on a moonless night. Once past the runway lights you are definitively total night IFR as there is no horizon at all. No houses, no roads, no lights, just black at 200' AGL for as far as you can see. Low time VFR pilots need not apply!

I'm not near my manual right now but I think it says nose wheel and rudder are 2 degrees different and the rudder is to the right when the wheel is straight. But do check it out. Also check for play in the nose wheel steering linkage at the top of the nose gear inside. Lift the nose wheel off the ground and turn it left and right. If it moves easily with 10 or more degrees of turn you need to rebuild the linkage. It shouldn't have much play. Also the caster angle maybe off (the wheel may be too far forward in relation to the gear pivot point). There is a SB on this available.

I didn't see a boat anywhere on the list of "must haves" or jet skis! At least with an ADF you can listen to "RUSH" Any time one changes to a "new" airplane the first 2 years of maintenance are double or three times what you'd think just playing catch up. There goes your "savings" in changing. Just like with RVs, every one has issues.

The AOPA has posted what the new rules could be if enacted by the Feds. Looks like they are trying a reasonable effort to allow "incidental" items in a hangar but get rid of hangars rented for everything BUT airplanes. I have a couple of questions on it but over all its not too bad. Airports that have used Feds funds to improve the airport will fall under this rule. There should be a differentiation between publicly built and rented hangars (city owned) with waiting lists and those built on leased airport land but built and owned by private individuals. A lot also depends on how each city/county interprets the National Fire Code as it pertains to aircraft hangars. It's complex and very restrictive.