jetdriven

Within +/- 75 feet is legal. The static port is on the rear fuselage.

Jared, that looks different than mine does and I have a J. Come to think of it, I haven't seen this style of latch on any other J either, is it the wrong one for the plane?

That brings up another thing that I always do, switch to fullest tank at top of descent. I try to time it to where it is empty then or nearly so, but switch then anyways to not forget later. I hear you, Ross. I drained my right tank with the gascolator pull on the ground, and it takes 2 Hours to drain out 20 gallons. Forever, really.

I put a used Troll FN-300 in our 1977 J for 100$. FN-200 would be more than enough. New is aroud 250$~~. It blows like a hurricane.

I guess Palmdale didn't work out so well.

You may know you have 8-9 gallons on board, and that is a fine legal VFR reserve. The average C-J Mooney can run for over an hour on that. Without an accurate totalizer add a couple more for margin of error. The problem is that you cannot accurately know how many gallons are in each tank. The fuel guages both indicate empty or nearly so. So, you may guess its 3 gallons in the L and 5 gallons in the R. It might be the opposite, or it might be 2 gallons in the L and 6 in the R. You are now turning downwind with a tank that has 2 gallons in it rather than the 5. Ask Ross how it feels to run a tank dry on short final. Better to do it controlled and at a higher altitude than near thge ground where you are dead. If it was 7 gallons in one tank, then well, you could even make a "prolonged severse sideslip" feeding from the low tank and still be alright. Its called fuel management. Half of all planes that crash from fuel starvation still have fuel on board. Procedures. Training. Proficiency. Confidence. Knowledge.

Jim, glad you enjoy the Mooney. I as a rule will NOT let them tow my J, its a 1000$ repair, and there is no way to get them to admit it. I will just taxi it to where it will rest for the week. In this case, fuel is cheap. The one exception is a Lectro tug, they lift the nose wheel in a bucket and by design, won't turn the nose wheel. I have a J so I cannot comment on climb power settings. Most M20J pilots wil climb full throttle 2700 RPM. This plane is not known for climbing ability and in ours, 2500 RPM cuts the climb by 1/3rd.

Most midair collisions occur at low altitude near VOR's and uncontrolled airports. That said, the more time spent "manuevering" in the airport area is more exposure time, like riding a motorcycle without a helmet. Less is better. Anyways, FWIW, I would monitor CTAF from 15 miles or more out, determine if there is any traffic. Anounce frequently. If only one other plane, or none, make a 5+ mile final, or a base entry. Make yourself known and dont hesitate to query other trafic and coordinate your arrival. This isnt "bucking the pattern", its entering it legally. Netjets and other professional pilots do that as well. If congested, fly to the south at least 5 miles east of the airport (clear of airport traffic) , and set up for a 45 entry. This of course adds 5 or 6 air miels to your trip and 3 minutes, but may be the only way to clear yourself if congested. I have never done a 45 degree entry in a 747. We fly to a lot of uncontrolled fields too. You could make an argument the 45 degree entry itself is a violation, as all turns must be made to the left, and the turn from 45 to downwind is a right turn.

turn coordinator?

i cant believe you got a mechanic to sign that one off. Its not an aircraft, or even automotive, part. Quote: Skybrd My former E model Mooney had a load meter to show electrical current and it was almost worthless. I found an inexpensive digital voltmeter (only about 1.5 inches long) that worked perfectly. It only required hooking up two wires and easy to install. I made a small angle bracket and mounted the meter to it. Then pushed it under a piece of metal near the 6 pack instrument cluster. Martel web site page is http://www.martelmeters.com/products.php?cat=1&action=detail&id=55 best regards to you and your flying.

We just used a 1/4" X 1/2" clevis pin and a small cotter pin. Cost is 1$ each instead of 12$. (X4)

I would guess the "cash today" price is going to be lower than the proceeds from selling it after paying a few months of payments, etc. Whoever buys it has to assume some risk, and take the line of credit out to finance the plane as well.

We are going to XC 20w50 next change for the winter season, and W100 (not W100+) year round. Dig around there is a lot of data on this, and it is the best thing for our Lycoming camshafts.

The CFI is usually the FAR part 1 PIC because he is the final authority to the safety of the flight. They will always get him if something goes wrong. (he doesnt have to be in the airplane for a student pilot, either). However, if the case of a rated pilot recieving instruction in his owned aircraft, that blurs somewhat. just as Dan says, the student can "serve" as PIC (sole maipulator of controls) but CFI is the FAR part 1 PIC because he is giving instruction, and is required for the instrument rating. If taking a BFR, then the CFI is not required, so better to agree who is FAR part 1 PIC before the flight, not after you come to a stop in a field. A unique case is where a PPL applicant is taking a flight test. The examiner briefs the applicant he is the PIC of the flight, even though he is not rated in the aircraft yet. Of course all "he" terms are meant to imply both sexes. If not sure, get the CFI named on the policy, as Becca pointed out. We found out our chosen CFI had 50 hours in the M20F, but the insurance company refused to count that as "time in type". Of course the night before taking posession of the aircraft. We wouldnt have been insured with him unles named on the policy.

Mooney Service Instruction M20-82 shows how to add a door release inside the baggage door, which does open it if locked form the outside. It only applies to J and K models though. We do not have this mod. The invoice for our plane to repair the baggage door shows the frame was straightened and door reskinned. 1,000$ repair. Squirrel, we do the same thing, its either opened, or closed and locked, nothing in between.

Which program is that running?

We have those PFDs (Mustang survival) also, but consider the manual pull to inflate version. if that water activated PFD inflates in the cabin, its going to be hard to get out.

The M20J POH says to lock the door beofore flying, so we do. It appears to be the same baggage door. It happened to our plane with the previous owners.

Rob, if you really think you can spot all wires from 5000' that is really something. I'd like to see that one in person, then drive out to the place picked and look it over real good. I just cannot believe it. i look for them every time I practice a forced landing with a student and typically you cant see them all until below 1000 AGl, or less. Powerline wires are too small to be seen reliably from far away. Sure, you can land on a 25 foot runway, but that runway isnt lined on both sides with power lines, poles, trees, overhanging trees, mailboxes, fences, culverts, embankments. etc. And there is no way to know if the road is so flat you can see a car approaching until you are already commited to land on it. And as far as trusting the Honda driver to recognize an approaching airplane on a 2 lane road, consider this. Most drivers panic and lock up the brakes. So they maybe stop but you still hit them. Or they must completely leave the roadway and the shoulder as well. This commits them to the obstacles, culverts, trees, etc. they cannot pass you and remain on the smooth clearway. So perhaps they have the accident, not you. A smooth obstruction free wheat field has nothing to cause you to lose control. So the thing slides to a stop. here are some roadway accidents. Notice in almost all lthese, the pilot hits something and loses control. The plane is torn to pieces. http://www.kfvs12.com/story/15224944/airplane-crash-lands-on-road-in-mccracken-county -hit mailbox and lost control. http://abclocal.go.com/ktrk/story?section=news/local&id=8343067 -hit wires. http://napavalleyregister.com/news/local/plane-crash-lands-on-highway-hits-car/article_7432e48e-d1b4-11e0-bc47-001cc4c03286.html -hit a car and then lost control. http://www.smh.com.au/nsw/plane-crash-lands-in-sydney-park-20110209-1ameo.html -hit wires and lost control. Note the damage. http://www.pjstar.com/news/x1340500739/Airplane-crash -hit a pole and lost control. note damage. -hit something and lost control. http://www.themercury.com.au/article/2010/04/04/137971_todays-news.html -hit tree then lost control. http://www.velozia.com/plane-crash-lands-on-australian-road http://www.nj.com/news/index.ssf/2011/04/two_people_are_injured_after_s.html -hit poles and crashed. http://www.bbc.co.uk/news/uk-england-coventry-warwickshire-11973864 http://jacksonville.com/news/crime/2010-08-31/story/no-one-hurt-airplanes-crash-landing-i-10-jacksonville -swerved to miss vehicles most control http://1800theeagle.com/accidents-in-the-news/2011/08/plane-crash-leads-to-accident-on-road-way-800585572/ -hit car lost control, hitting other obstacles. http://alldaycoffee.wordpress.com/2010/10/08/plane-crash-lands-on-1-264-watterson-in-louisville-ky/ http://mountainenterprise.com/atf.php?sid=6704&current_edition=2010-03-26 here is what the EAA says, and it boils down to the idea that you can control your plane when landig in an area with no obsturctions, and there are too many on roadways. http://www.eaa.org/lightplaneworld/articles/1004_landings.asp Roads may make a good landing site when there is no better alternative. Here is an article about that as well. http://www.slate.com/articles/life/transport/2010/03/when_planes_land_on_highways.html here is another writer, who discourages the use of roads unless there are no better alternatives http://www.pilotworkshop.com/tip.htm Again, when there are no better alternatives. In mountainous areas, swamps, forests, or congested areas, a road is likely the best choice. Quote: rob

I think if you go with the MT propeller you lose FIKI certification. I read on another thread here that the MT propeller baldes were cracking the paint form flexing and IA's would not sign the annual as airtworthy because MT would not release data on the propeller. Could be a solved issue by now, though.

John, does your logbook actually say "major overhaul" or "rebuilt" in it? Reason I ask, I had a friend with a Cardinal RG, and he had to do a TDI for a prop strike and a cracked case. He paid many $ extra to have it "overhauled". He specifically told them to.. 19K later, when he gets his plane back, there is a lot of meniton about replacing parts, case reworked, etc, etc and reassembled. TSMOH remained at 500 hours. Their reply? They didnt change the rod bearings. Hopefully this didnt hapen to you. Quote: johnggreen Foxmike, It would be interesting to know, from the shops doing the various components, if there was any detectable wear. So to say, if we kept going like this, what would probably fail first. It almost seeems that, but for this crankshaft AD, most Bravo engines soldier on quite contentedly. My crank was replaced at 500 hrs. Lycoming accually did the work and wrote it off as I major. I suspect they replaced rings, reworked valves and wrote it up. Good luck. The good news is that Bravo's seem to be holding their value well and the major will make the airplane a lot more sellable. JG

That's pretty sad to waste 15-20K of engine time for an AD. Shows you that "Lycoming Factory Overhauled" engines arent necessarily better than one shops can do. People still believe that though. Quote: FoxMike I am one those lucky Bravo owners who gets to replace/retire the crankshaft (AD). Since the entire engine had to come apart I decided to major the engine. The engine has 1150TT. The crankcase, all the steel (gears, rods etc) are in Tulsa right now. I hope in the next couple of weeks to get those back. The exhaust system is just finished and the turbo, wastegate and controllers are in Visala. Monday I will order new hoses (the original ones look OK). I am throwing away lots parts that had would gone another thousand hours. The engine was built by Lycoming in 1999 and fortunately has not accumulated many SB's. This a lot of cost and effort on an engine which is getting ready to celebrate its 12 birthday and doing fine . If it were not for the crankshaft I would have probably retired from flying before I needed to do this. Now I will be a test pilot for a lot of new parts for 100 the next hours or so. If you have a concern about this AD applying to your engine check Lycoming SB 569A. Lycoming recently added more cranks to the list.

Mine is 974 lb. Take it 700 miles. But its a crappy old J rebuilt from a wreck. And if you listen to people on here, its worthless.

Try identifying the dead engine in a centerline twin. I have flown a 337. It is worse that a Baron on one engine, and try doing a V1 cut on that plane. You wil crash every time because you must clean up, but when those big gear doors open, the plane cannot climb. The accident rate for that one is worse than a regular piston twin and even worse than the 210.

So, a 3 blade prop "looks sexy" and perhaps adds climb performance (4 cylinder Mooney). It is also slower, costs more, and has the same diameter. The MT has issues with paint cracking and IA's rejecting blades for annual every year because MT wont release data. It seems to me you should keep your 2-blade prop or get a Hartzell top prop, and spend that extra 2K on pantyhose, little black dresses, and high heels. Those "look sexy" too. Use the difference to buy a couple years avgas. Oops did I just say that?