1964-M20E

Good luck and be safe. Looks like you could make it to Cross City a few miles closer to your destination. The heavier rain appears to be on shore but the mositure is coming form the gulf. Keep looking maybe in a copule of hours it will settle down some as the sun moves further to the west.

I have heard it both ways from different instructors. Why not do touch and go’s in a complex airplane? This is the most economical way to get many landings under your belt quickly and become proficient. I live near a military base and I see F-15s, F-16s, F-18s and C-130s doing touch and go’s all the time. You do not get more complex than those planes. OK it is on at 10k foot runway. Besides IMHO if you flying a small complex plane like ours and cannot do a touch and go on 3000+ foot runway you need more practice granted a longer runway is better. I’ll often go to a nearby airport with 3200 feet and do touch an go’s and occasionally I’ve had to do a go around. You have to be proficient and ready to do a go around if things are not looking good or make it a full stop. Now if you are operating from a strip that is less than 3000 feet touch and go’s may not be the best option.

From the looks of the plane I’d say it is totaled as well. Glad to hear both are OK. FWIW I have a wing I can sell them if they wanted to repair the plane :-) It might fit.

I like the IFD-540 and I like that they are working on the IFD-440 to replace the Garmin 430s. I think Garmin missed the boat big time not wanting to support their loyal customers who have the 530s and the 430s by making the new models size and pin out compatible to the 430 and the 530 so the units could be a slide in replacement. In face Garmin should have made the 430 and 530 use the same chassis with only added dead space above the tray needed for a 530. That way if someone had the panel space and had a 430 they could upgrade to the 530 with little difficulty. On a similar but separate topic I think the other place we need competition is on the data updates. Jeppesen needs competition.

I would not call the stock E cowling ugly maybe inefficient but please not ugly. :-)) Besides if one were to have a spare M20E hanging around doing nothing and maybe needed a fusslage and tail to go with the engine and cowling it might make a good match

The big draw back is at least on mine you have to remove the whole cowling.

I just replaced mine this week with a skytech and it is nice the engine spins fast during starting. Mine was doing the same thing the bendix was not engaging. Good thing I did when I wnet to remove the boot off the cable the ring lug broke. I did not have many more starts left in it. Low voltage will also cause the bendix not to engage. One other thing if you go with the skytech it will be new not rebuilt.

Where I fly here in the SE I have no problems picking up ADSB weather usually by 1500' and < 5 minutes after takeoff I am receiving information. Traffic is another story I do not have a Mode S transponder and the Sky radar traffic feature utilizing ADSB does not work well at all. I do have the I-fly 720 and the Sky Radar and they are plugged into the airplane power with a separate battery backup. I like the weather I get on the screen and it helps tremendously. You do need to remember that all systems have a delay in the data and it is not live radar.

Quote: danb35 There's at least one approved way, and that's IAW Mooney drawing # 950086. I presume you could get that, along with the associated parts kit, from Mooney.

It usually is easier to fix a prbolem first starts than to let it go. I took my first flight with the new Skytech starter and it is wonderful spins the engine very fast.

Are these from heat or from physical contact? If it is heat you might be able to work with yourmechanic and fabricate a heat shield out of a piece of alum. and stand it off from the cowl flap about 1/2 to 3/4". This might help.

Well I have a new not rebuilt vacuum pump on my plane along with a new skytech starter. When removing the old starter the starter cable lug broke off in my hand. I guees I only had a few starts left on that cable. Maybe that was csuing the starter bendix not to engage sometimes.

Quote: Jeff_S Sorry your trip was curtailed like that. Not sure how long you're staying, but the weather down here is forecast to be solid CAVU for days so you could probably have just flown the whole trip VFR. But you made a safe and prudent decision for yourself so that's what matters. It is sometimes good to have Delta in your back pocket.

It was a oily crankcase type smell. I have the airwolf on my plane and it is interconnected to the discharge of the vacuum system.

Things started out fine this morning. Preflight, weather, file IFR plan even though it should be VMC the whole way. Get my clearance and release take off climbing to 110 about 15 minutes into the trip I start smelling something at about 8000. Scan the engine gauges everything is ok engine sounds fine. Look back at the flight instruments notice the AI looks funny go back to the suction gauge and it is reading 0 :-((((. Tell ATC I'm turning around and going back to NEW and my vacuum pump has failed. They asked if I was declaring an emergency I sad no I'm going back VFR. Landed without incident. Went to plan B and arrive only two hours later than what I anticipated flying myself. Even though I shy away from commercial since I bought my plane I have to give it to Delta.

Remember you as the owner can do most if not all lubrication and you open things up, remove inspection panels, cowling etc do your own inspection for loose parts, wear etc while you are lubrication all rod ends and pivot points. As stated above 100 hour inspections other than ADs are not required for part 91 operations as I understand it. That is why if you have the time to do an owner assisted annual you should it helps you to know what needs looking at and what needs lubrication. I have averaged in the neighborhood of 100 hours a year on my plane and other than occasionally spraying some LPS-2 around hinges and other readily accessible moving parts that is about all I do. I do occasionally give the plane a better look over every couple of months from the outside.

http://www.avweb.com/news/maint/193372-1.html http://www.sacskyranch.com/faqaircrafttire.htm Here are a couple of web sites that explain much about GA tires. Sorry about giving you the go and read it answer but there is a lot of information to be covered.

I'm just looking for some thoughts about flying to KSAV on Wednesday morning or Tuesday late afternoon? Maybe some ground or air reports form some folks in the SAV area. I have been watching TS Debby and I already have a ticket on Delta as my backup plan. Watching RADAR loops and it appears at least for now most of the bad TS activity is south of the FL- GA boarder but it is subject to change without notice. I may be more worried about getting back than getting there. I’ve even looked at staying further north than a more direct southern route. I am instrumented rated.

Congratulations on your adventure. Sounds like fun. Which model Mooney do you have? Heck, I wont fly direct form NEW to ORL since is would put me about 200miles offshore but it would only save me 18 miles of flight to be over the water.

Quote: aviatoreb Two days ago I was thinking of starting a thread with almost the same theme. The part that makes my heart with glee and surprise every time is the moment the wheels leave the ground and suddenly driving uphill! Line up for the runway - a 2/3mi road that ends abruptly as if a road project to no where. FLoor it and close to 100mph suddenly you don't need anymore road...

I envy you my son is 16 and not very interested in flying with me. I got the plane a little too late I guess. We did do a couple one day fun flights. Enjoy you time with you son, be safe and most of all have fun. I'd love to take a couple of weeks and fly around camping out and or hotels along the way. I'll put that on the bucket list. Oh yea it already is on the list. I just need to convince my wife to go or maybe my girlfriend :-))

When I got my Mooney I went up with the instructor for several hours and we essentially went through the basics, incipient stalls, and slow flight, steep turns gear down and locked gear down and locked gear down and locked mixture and prop, power settings and emergency procedures. Nothing was very Mooney specific basically it was getting checked out for a complex aircraft. From my experience I had about 200 hours when I purchase the Mooney and I had been out of flying for about 15 years. I had done about 8 hours with an instructor getting current about 6 months earlier and other miscellaneous flying. I found that the Mooney at least my E model and one B model I flew were not that different from flying a 172 except for the speed and the gear. Of course while test flying one Mooney the owner accused me of flying it like a Cessna and he told me I was gong too slow and to add some power. However, going to an Ovation or a Bravo I think would be different. Read the owners manual and understand it well before going up in the plane and read any article you can find about flying a Mooney. Teach your instructor how to fly the plane and if you can teach him how to fly it then you know how to fly the airplane and he is there just to sign you off and keep you safe for the first few hours.

Andrew Good luck and do not let time pressure get you in a bad situation your comment about a quick turn to get there at a certain time for customs. When you get back we will have to meet up in Pineville or Reserve for breakfast. Try to do the AF Museum in Dayton it is very nice the last time I was there in 1988.

Well guys the TFR situation gets even better when there are major sporting events I believe 3 or 5nm radius. There are no NOTAMS about them, ATC does not know about them and the FAA does not publish them on the TFR web site and like someone mentioned above if someone is intend on doing harm the TFR means nothing. The only way to know about it is if you are familiar with the area and know the stadium is there. Secondly how long has the TFR been active over Disney World in Orlando? It has been there since 9-11 not so temporary in my mind. Finally I believe the TFRs have been over used by the FAA and other entities.

Any photos? Are the home made or bought type?