thinwing

a suction cup!!!No way oscar would that attach a contour to a greasy Mooney belly!!!...I have a countour..I use zip ties ..maybe to the tiedown ???Anyway fun video and I enjoyed the view...kpc

Once on a water takeoff from a remote canadian lake I left the carb heat on from the previous landing.Applying full throttle,full rich for the takeoff reduced manifold pressure enough (almost 2 inches)that the Husky I was flying not only wouldnt takeoffbut wouldnt even get up on the step.I thought I would end up spending the night at this remote ,high altitude lake untill I saw the carb heat knob pulled all the way out...it has that much effect..kpc

FULL FLAP TAKEOFF IN A LONG BODY...YOU WILL NEVER GET A FERRY PERMIT SIGNOFF ON THIS.THERE IS SIMPLY NO REASON TO EVEN CONSIDER IT.YOUR ONLY PRACTICAL OPTION IS TO GET A MECHANIC OUT TO THE PLANE WHERE EVER IT IS.WITH LUCK ITS JUST A DIRTY OR MISADJUSTED MICRSWITCH OR BAD GROUND...REGARDLESS IF YOU TAKEOFF WITH THAT KIND OF KNOWN FLIGHT CONTROL FAILURE YOU ARE GOING TO BE TOTALLY ON THE LINE FOR THE OUTCOME.lISTEN TO THE COMBINED KNOWLEDGE YOU ARE READING ON THIS FORUM AND DONT DO IT...KPC

Although we arent going this year...we usually stay at the same guys house for the last 25 years or so.He is quite a character ,and provides shuttle service,home cooked breakfasts,rooms filled with green bay packers memorbilia.We are going to miss him this year...I am now a big fan of flying into appleton,getting picked up by this guy and heading straight in...we have never camped..only did that at west coast flyins like Watsonville or Merced,,,have a blast..kpc

Try dry cat food in trap and if you find "raccoon" with white stripe on its back, run like hell

i used Chuck Mcgill,based at Montgomery in San Diego for Mooney transition training.I needed 2 hours required by insurance co before solo in a new to me m20m.I than proceeded to depart ifr from Dallas Texas to Sac Calif.It was not a relaxing trip,the unfamilar avionics ,handling,weather issues etc,I would have welcomed an experienced cfi to come along!...I say this even though I am and was an experienced multiengine instrument pilot with 4600 hrs at the time I bought the m20m.Be safe....kpc

I had mine off for chroming, and it doesn't weight but a pound at most, and the 1/16" cable, crank and mounts can't add up to more than a few pounds. If it's retracted or extended in flight you can def feel the acceleration/deceleration ! Same with the vent that opens on top. I don't see the airfoil shaped step causing enough drag to slow you by 5 kts

6 seats?...get a Baron,..kpc

on snd read,he must mean the aircraft static ,transponder check...("take it too")...about 300 where I am based Ray..usually done by an avionics shop..kpc

well Ray,as you can see by the variety of answers,your question generated a bit of confusion..I think because you have mixed two different currancy requirements...Ifr currancy check is only after failing to log 6 approaches within 6 months,either actual or simulated ...so that after a 12 months period without logging the ifr requirements...than its an instrument competancy check with a cfii...the two year check ,as already mentioned,is the biannual flight review,an instrument procedures are usually not even covered..than there is the two year transponder and static system done on the aircraft before legal for ifr flight...perhaps the miltary has different checks,but I assumed you were talking about faa part 91 requirements...kpc

comatose....you had your avionics shop do your annual inspection?Did they even possess maintance manuals for your Mooney.You state the only squawk they addressed was a breaker?That s understandible...they had the parts...didnt replace the brakepads?..These sorta fall right off when they remove the wheels in order to grease the wheel bearings...usually at the time they jack the aircraft to swing the gear...did they do that?Point being...a shop specializing in avionics doing annual inspections is extremely rare..you might want to have it looked at again..kpc

Maybe you could put the military aircraft mechanic experience into rescuing that abandoned Mooney north of you.I bet the airport owner pay you to haul it away....dont laugh.my first airplane didnt have an engine on it...goodluck

hey great post...and well organized,I was surprized to see the reference to the sig/sauer...I thought pvt handgun ownership was illegal in Canada.The only thing I would change is the difference in equipment between winter and summer equipment,Two things standout,believe it or not ...water..or lack of it..parts of bc to anchorage overflight are as bad as Baja.And the real killer...mosquitos and blackflies(always next to water either nonmoving or moving)I carry netting besides bug dope but always carry a gallon split between a couple float compartments.I also carry a marine radio for hailing passing ships..thanks for post k

hey Mitch...great thread you started..lots of great stories...and hopefully enough new 20 and thirty somthings with new disposable income will discover how "real" avation can be ,to replace the old generation rapidly dwindling.I know in my own case..without flying something,even if its only an rc model...life would be pretty boring..kpc

Me too understand that part..its buying a 1980 model year at age 35....12 years go buy..the newest mooney should be a 1992 model not 2008...or did I miss something..a typo maybe..k

well john at the time I did the g500 install...the aspen didnt fully support the roll steering built into the kfc225. its inyour airplane also ,its just Mooney didnt wire it to use it.So you already have a first generation but fully digital autopilot.You are correct,to doit right I had to totally replace the pilots side panel...believe it or not ,I got the Mooney factory back when they had a bunch of people standing arround ,wip it out in 2 weeks..including tryin panel,paint and lettering...now it would be a big deal...probably go with the aspen as you say...I do like the bigger screen however.All this occured at the same time I upgraded both garmins to waas..so now its mostly coupled lpv precision approaches ...I have never felt more on top of things flying single pilot ifr.I had a 696 so it was installed in a panel dock on copilots panel...my gf uses this with chartview to monitor approaches...you will come out 10lbs lighter especially after pulling the 24 lb hsi and of course dont have to worry about an expensive overhaul on the ki256 gyro...I am adding the voiceflight system next month...that will eliminate the lack of victor airways and knob twirling of the 430/530s..though Ive flown with them lomg enough to be able to do complicated reroutes with out panicking...I think I posted pics in my gallery a couple years back...check it out for ideas...regards kpc

That is strange..the cylinder with the double probe is the reason ..the cylinder has only 1 probe hole,so when the installers get to it they are forced to use two different style probes...a bayonet probe holding a washer style probe to the same cylinder....depending on how connections were done...the washer style reads 30 -50 degrees cooler than the bayonet style.In my aircraft..they connected 6 bayonet probes ,all cylinders to the jpi,and the single washer style went to the moritz...hence,...my low reading..yours might be reversed..k

oh and at age 60 have just purchased a phantom ultralight that will be flown off a local duster strip...for when I cant remember how to start the mooney!!

Colojo...are you time traveling or what?...you bought a 1980 aircraft at age 35 and just 12 years later buy a 28year newer mooney at age 47...whats your secret??

the factory cht guage (moritz analog/digital)is reading off cyl #5 if memory serves me...it is according to the jpi..the coldest running cyl...if I didnt have the monitor on all the other cylinders ,I would never know how close I was getting to 400f on a hot summer climbout.Summertime temps in the valley where I base are frequently over 100 in the pm,and I am using full rich full open cowl flaps for climbout controlling temps mostly by pitch attitude and thus airspeed .Climbouts at 600ft per min at 130 indicated are more the rule or me.I can just imagine what high temps coupled with high humidity do to chts in Mississippi...John is your Bravo equipped with an engine analyser?

with my very limited experience in my Bravo..about 200 hrs I am seeing fuel burns very similar to Don Kayes...guess I should have bought the magic gas turbulator availble from shopping network.The one all the petroleum companies tried to suppress

this is a really easy ad to check your self...it involves removing 6 0r7 screws from (right side or copilots side easier )to remove sheet metal fairing...the hinge and spacers and huckbolts are than completely visable...should take maybe 10 min. total to check...1hr to write it up...a real dilly of a job to replace all 10 huckbolts...kpc

well the gf is impressed with this but she points out..."you love that Mooney so much you talk to it" ...now I actually can!,I will report back in a couple months or so to share how well this thing works..kpc

Installer says...no free ride ..it means another box to update because all the way points for victor airways are contained in the new box...but how often do airways change...?

i am getting real excited about this ,especially for ifr reroutes so popular in socal...instead of n1050q ive got a change in your routing advise when ready to copy ....ok socal approach what is it this time?...after palm springs ,intercept victor 386 ,soggi than rest as filed...(dang we were palm springs direct palmdale...where is v386??)Grab the ipad ,find that v386 is right off of palm springs and soggi is on the airway so just have to enter soggi after psp...knob twiddle twiddle twiddle twiddle..oops wrong direction and I inserted new way point BEFORE psp... Yikes id better get this in we are 5 miles from palm springs!! ........now its push second push to talk switch and papa sierra papa victor three eight six sierra oscar gulf gulf india enter......too cool...hope it works cause this thing is going to get my head out of the cockpit looking for traffic again...kpc