M20F

If you have an issue you won't need anything to see it/find it, there will be lotso metal.

My caps leak when the O-Rings are more than a year or so old. I have drained out at least a quart of water at times. If you have water it will run exceptionally rough to where you think the engine is going to fly apart. I don't think it is a contimination issue sounds like mags.

+1 if there is a problem you will see it no need to get crazy or messy.

Call All American and talk to Dave or Jimmy they will find what you want and two of the best in the biz.

Tastes like chicken

Didn't go with Planepower as the existing decided to finally died enroute to RIC this weekend. Got a overhauled replacement on easily enough though I cried a bit on the cost as I would have preferred to replace myself and have my A&P sign off. I am now in the mindset I should get a spare voltage regulator to carry around. Anyone know a good source of those?

I am calling Homeland security

Drill holes in the inspection panels and then it is easy whenever. I had Maxwell do mine one annual and now I just shoot it myself. Doing it with the panels on has the advantage that it fogs a lot better as well.

My guess is fast because my F will do 500 or better up to FL180 at minimum. I fly an SR22 and TKS is great for punching through a layer of ice to get on top of it. In the example you gave I wouldn't have any problems doing it if I was going to 230+ provided it was just ice and not freezing rain or something crazy. As pointed out flying in the 20's is not my favorite though because Mooney heaters (and all single heaters) suck, wearing a mask sucks, and physically it is tiring because you stress about dying due to hypoxia almost constantly. That said if you buy an Acclaim that is where you need to be flying it, otherwise you should get an Ovation.

A lot of the heat issues on climb I find from an overly aggressive pitch more than anything else. Flying 120mph or better in the climb and slowly moving towards Vy when you start losing manifold helps a lot. If I am going to 8-9K I leave it at 2700 because the power fades unless I put the turbo in. If I am doing a local run I generally dial back to 2600 and then to 23/23 quickly because it's a lot quieter and cheaper.

Need to change mine and thinking of Planepower. Looking for model # and thoughts. I have LED landing light but the nav/strobes/etc are over powering the load a bit and I am having some other issues with existing so just want to replace it with a new one.

http://www.bbc.com/news/world-us-canada-36240523

Haha, I lived in Philly for a couple years back in the 90's so sort of used to the crazy roads out here. Not knowing my Cardinal direction while driving though is a bit off putting, the Midwestern grid is comforting. Unfortunately not spending much time in NJ but getting a lot of flying time in. I just need to figure out this SFRA thing. The few times I went through it before was always in out of a Class D so no big deal. Look forward to connecting with you all at one of the breakfasts. Any place cheap around 47N to get oxygen?

SFRA training certificate

This +1. As a group pilots waste a lot of money fixing things that ain't broke and often the fixing leads to breaking. If temps are where they should be and everything is wonderful, enjoy!

Hi flying into KFME this week and will arrive IFR and have the training cert. What is the easiest way out. I will probably file back to 47N just call C&D # and get a code? Can you depart VFR with a code and grab the IFR in the air?

Thanks all the KOWD works for BOS with the train combo. For PIT it looks like I will just got to PIT. All my offices are at the international airports so anything other puts me further away but KOWD train sorts that out nicely. Got 14 places and about 50hrs of flying in May so will be fun.

Flying into both shortly IFR open to any input folks have on both places.

Gear up and aim for the nearest beer sign.

I very much disagree with not adding full power. Power changes tend to lead to bad things such as a cylinder loss. A 4 cylinder going to 3 with only 75% power may not make it happen. Pitch up is to be expected and can be planned for and countered. A loss of a cylinder is less predictable.

I find if you hit the brakes with any flappage the tendency is going to be a bald spot. Even though if you are careful hit a little fast in a cross wind and they will scuff. That low wing generates a ton of ground effect lift. To the OP I use the cheapest tires and tubes, never noticed a lot of difference. Personally I don't like retreads but that is just me, others swear by them (not looking to start a debate). Enjoy the Mooney I have 40hrs booked in May for work locations, gonna be fun; efficient with my time; and cheap.

I just leave it down, go around implies I am going to land again and really no need to bring it up as I don't want to be over 120mph and it being down doesn't really impact ROC by much. Mooney gear doesn't really account for enough drag where I worry about it. Likewise I rarely use more than 1/2 flaps so I am configured always for maximum lift.

I have officially arrived on the right coast, flight out went better than I thought it would as I figured ice would keep me down low. I got on top of the precip above the freezing level and broke out around FL190. A nice 200kts for most of the flight, winds were a bit less than forecasted. http://flightaware.com/live/flight/N9709M/history/20160410/1715Z/KDPA/47N/tracklog Trued out at around 160-162 at 70% running about 11.5gph at "maximum" gross weight and over maximum cube, nice to have some clothes to wear though.

Every survival kit should start with a PLB.

Joliet avionics at KARR but they are occasionally crooks. My results have been mixed.