N9453V

It's worth noting that FlightAware's weather is not "live" - it will show weather from a specific point during a completed flight, so often times it will look like a plane flew through red radar returns when that's just not the case. As of 4PM EDT, the trip seems very doable (assuming you are going IFR)... I'd fly the gulf coast from Houston to Beaumont (it looks like mostly yellow radar returns) and then you are pretty much in the clear once you pass south of Baton Rouge. -Andrew

Using consistent procedures is the best way to avoid this... My POH lists the rather vague procedure as part of the climb checklist: "After establishing climb power and trimming the aircraft for climb, check to insure all controls, switches, and instruments are set and functioning properly. I prefer more precise procedures, so my checklist has: "Climbing through 1000ft AGL, verify gear up, flaps up, boost pump off, no flags, engine instruments green." -Andrew

If you read the press release (http://www.mooney.com/index.php?option=com_content&task=view&id=581&Itemid=54), you'd see that they have hired John Nohe Advertising of Overland Park, KS (http://jnaadvertising.com/) as their PR firm. Bill Eldred's note was specifically directed at Mooney owners and not so much externally, similarly to the note he wrote when the tail pitch trim assembly AD came out. -Andrew

My O-360-A1D has 2058 hours since factory reman in 2004. Compressions at the last 100hr were 75/70/74/70 and oil consumption is about 1 qt every 10 hours. I do oil changes every 50hrs with W100 and CamGuard and send a sample to AVLAB in New Orleans. I don't plan to overhaul anytime soon unless something dramatically changes. -Andrew

Mooneyjet, due to the location of the carb, carb icing is really rare on C and G Mooneys. I've flown in lots of IMC in visible moisture and experienced carb ice only twice and carb heat took care of it. A less expensive option than fuel injection is to install a carb heat probe along with an EDM-700. -Andrew

Really depends on the airport. MSY is a bravo and dead simple... if you land on 10-28, turn off at C and straight ahead to Atlantic or $ignature and departure is 10-28 at intersection C. HOU is a bit more complicated, but after being based there for a few months I got used to it. The most annoying airport for taxiing I've been into is CMH (landing 28R, had to taxi across a bridge to get to Landmark), a charlie and the most confusing is SAC, a delta. -Andrew

Private 2008 C152, Instrument 2009 C172, Complex/HP 2009 PA-32R, Commercial 2012 M20P (N9453V), Multi 2013 PA-44. -Andrew

If the work was done by a Mooney Service Center and there are proper records, it should be a non-issue. My 1970 G model had a gear up landing and prop strike before I bought it. Both were repaired by Dugosh and the repairs resulted in new belly panels, a brand new prop and the engine being sent back to Lycoming for inspection. -Andrew

BTR, By far the best avionics shop I've found is Avionics Unlimited at CXO (Conroe, TX). -Andrew

BTR, congrats on the purchase. I own a 1970 M-20G and base it at BTR. I am now in the NW T-Hangar Complex, but was previously at Louisiana Aircraft. If you need maintenance, Bob Davis at Davis Aircraft has handled my plane and a number of other Mooneys since 2011 and I'd highly recommend him for all routine maintenance. He is also happy to allow owner-assisted annuals and other maintenance. For anything Mooney-specific (gear shock discs, fuel tank leaks, etc...), I'd recommend with Don Maxwell Aviation Services at GGG (Longview, TX) or Dugosh at ERV (Kerrville, TX). -Andrew

I appreciate that a lot of pilots really want to avoid single pilot night IFR, but to give another perspective, I do a lot of single pilot night IFR (including over water legs) and personally I find it enjoyable. The airspace is less busy and generally the weekend warriors are nowhere to be seen. Also, I did most of my training for my instrument rating at night, so it just feels normal to me. I've also had a few interesting experiences that you usually don't get during the day... Coming back into BTR one night from HOU, they were reporting SCT004 and RA-... they cleared me for the visual for runway 31, but I couldn't clearly see the airport and asked for the RNAV GPS 31... the controller seemed a bit annoyed, but gave it to me... well I was on the approach and could see the runway at 2000ft, then it disappeared and I didn't see it again till 400ft in some fairly heavy rain... Another time coming into BTR, it was 11:58PM and the tower closed at midnight. It was OVC009 BKN007 so I was doing the ILS to 13. Approach told me to go ahead and change to advisory and cancel with Flight Service, but then a very delayed CRJ from ATL checked in wanting to do the approach... after a bit of negotiating, tower and approach agreed to stay a few more minutes so the CRJ wouldn't have to hold outside the airspace till I'd cancelled. Landing at CMH at 4:30AM, they cleared me for the ILS 28R, but forgot to change the localizer and glideslope from 10L and forgot to turn the runway lights on... as I was turning to join the localizer, I saw it go to full scale deflection and realized I was doing a back course. They fixed it and vectored me back on the approach course, but when I broke out, I couldn't see the runway... was about to go missed when the lights suddenly came on. The tower controller blamed it all on the "new guy" as I had a LONG taxi across the bridge to Landmark. -Andrew

Piloto, Kuujjuaq is in Quebec, not Greenland and is generally not a recommended stop due to the insane fuel cost. Iqaluit is much cheaper... I believe under $500 for a 200L drum. -Andrew

ZachP, congrats on getting your Mooney and instrument rating. I own a '70 G model and use it for personal and business travel all over the US and Canada. With the right experience and the right equipment, you can use the plane effectively for travel in a lot of circumstances. I routinely fly from Baton Rouge to Central Florida and the NYC area. I deal with a lot of weather flying by using XM weather and ensuring I am proficient to deal with flying approaches to minimums. I've also had to be flexible, changing routes ands stops and in a few cases where there was a squall line on my route, land and wait out the weather. With only 38 hours and a fresh IFR, you're going to want higher minimums though. Icing, however, is something I don't mess with. In March, I had to scrub a flight from NYC to Toronto due to icing at 3000ft (the lowest IFR altitude) and fly commercially. Basically in the winter, you should assume your airplane is restricted to VFR flying only if the forecast freezing level is at or below the minimum IFR altitude. So, if you have to be there in the winter or in conditions you're not comfortable with, I'd fly commercial. -Andrew

FlightAware will try to match the first location on your route as an airport. The IATA code for YBKE is BRK (same as the Black Forest VOR in CO) which is why that happened. The FlightAware folks know about this issue. -Andrew

When I come back from Ontario, I've always cleared US Customs in Dayton, OH. Never had an issue with them - the CBP officers there have always been very polite, professional and laid back. They use a geiger counter, but so far they've never used dogs and never checked baggage. One time, I had to ask if they wanted to see our passports. -Andrew

Bill, CLT does not charge landing fees. Wilson Air *may* charge a ramp fee if you don't take on a minimum amount of fuel (I think it's 10 gal) or are there multiple nights. I took on about 30 gal (at a reasonable price) and paid no other fees last time I was in there. -Andrew

You won't find better service anywhere in Charlotte than Wilson Air CLT - in and out of CLT is very easy and no ramp or landing fees if you buy a minimum amount of fuel... MTN is a great stop for fuel and is outside the FRZ. I've used both HPN and FRG in NYC. HPN is a bit busier, but in a nicer area and has cheaper fuel (use Panorama or Million Air). FRG has expensive fuel, but cheaper parking if you there long term and is closer to a train station. -Andrew

I've flown into MTN (had to drop a pax off for a meeting in Baltimore anyways) and drove to DC, it was about an hour drive. -Andrew

I target every 50 hours, but since the plane flies about 250 hours a year, often 25 hours between departure and return to home base, it varies from about 40-60 hours. Every oil change, I send a sample to AVLAB in New Orleans. -Andrew

I prefer the ILS since I have 2 ILS receivers (Garmin 430W and King KX-155) and only 1 WAAS GPS Receiver (Garmin 430). -Andrew

My night currency for landings has rarely if ever lapsed, but every so often my night currency for takeoffs does. It had expired a few days ago, so I decided to fix that last night... I departed BTR around 2330, did a stop and go, then picked up IFR to AEX, it was OVC005 with -RA, flew the GPS 32 just a bit above LPV minimums (broke out at 300ft AGL... bases were ragged and lower just above the approach end of 32), taxied to the self serve and filled up at $4.84/gal, flew IFR back to BTR and got back in around 0130, probably the most fun I've had regaining night currency in a while. -Andrew

Thanks for all the kind comments! I did have a few controllers en route confirm if I was actually going to the "big airport" in Charlotte, but CLT was a very nice stop after a long day of flying (that started at 6am at BTR and ended about 8:30pm in CLT). Flying in was very uneventful even though I didn't come in during the published slow times. I used to be based at HOU and found ATC at CLT to be much more accommodating; not once was I asked to expedite or for best forward speed (although I kept 125 KIAS till a 3 mile final then slowed to 100 and 90 on short final). The FBO, Wilson Air is great. I took on about 35 gallons at a very reasonable $6.30/gal, paid no ramp or overnight fees (I don't recall exactly what they were, but they weren't bad if I'd had to pay them). They drove me and my passenger to a nice Hilton where they had an $89/night crew rate and picked us up in the morning. They also gave me two soccer balls for free. At Bravo airports I usually do a run-up on the FBO's ramp, but they said they city doesn't allow this, so I had to do it a few feet away on the taxiway. Departure was equally uneventful. I was #10 for departure, but it was only about an 8 minute wait... I've been #1 for departure at TEB and HPN want waited longer for my IFR release. -Andrew

Arrival and departure into CLT (Charlotte/Douglas International) in a Mooney M-20 with ATC audio. Landing runway 23 and departing runway 36R. http://youtu.be/L_OK9o_ae-8

I did my Commercial in my G model... I don't remember the exact power settings I used for the maneuvers, but it was a great airplane to use, the only challenge was the power-off 180's. For the power-off 180's, I used 70-75 kts as my final approach speed with full flaps and slipped as necessary. For short field landings, I used full flaps and 65 knots. -Andrew

Looks like you should have pretty good VFR weather between MEM and BTR this weekend, likely just some scattered clouds. If you do end up flying to BTR, Louisiana Aircraft on the South Ramp will take good care of you. -Andrew